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5 Things You Should Know About Bikes

Motorcycles are complex machines and working on them needs expertise.
But motorcycle maintenance is not just about changing the oil and filter.
Here are the four most overlooked aspects of motorcycle maintenance.

For many of us, motorcycles are just another form of transportation that gets one particular job done; getting to desired destinations. All that we really consider when it comes to our travels are the amount of petrol in the tank, tyre conditions, basic service maintenance, and surprisingly, nothing more.

The motorcycle is a complex piece of machinery and some models by renowned manufacturers have simplified them down to their basic structures so that owners wouldn’t have to worry so much about their machines and overall conditions. And there are some which are technological marvels.

As simple as most bikes are, there are things that motorcyclists need to know about their bikes when it comes to the maintenance department. With that being said, here are 5 things you didn’t know about bikes (or 5 things you SHOULD know about bikes).

1. For God’s sake, service your brakes!

We all know for a fact that going fast on any motorcycle is super exhilarating (especially high-performance ones like the BMW S 1000 RR and the Ducati Panigale V4 S). As much fun as hitting the redline and hitting all the gears, stopping power needs to be at its optimum to ensure a smooth and safe stop.

Most workshops with certified mechanics and superbike technicians will give a quick once over to basically ensure that the calipers are clean, discs are smooth, and brake pads are still good. If the bike is sent to places where they don’t have any service record, it’s difficult to determine the most overlooked aspect of brake maintenance: replacing the brake fluids.

If you’re starting to notice that your brake levers are going soft or limp on you, it is usually the main indicator to get your brake fluids changed. Most bike manuals would suggest you do this every two years to ensure that the brake fluid is fresh and the absence of air bubbles in the system.

Bleeding the brake – Courtesy of motorcyclistonline.com

Uncertain of when was the last time this happened? Certified mechanics and technicians can usually tell just by looking at the colour of the brake fluid. For your information, brake fluids are usually crystal clear with a tinge of yellow. As fluids get older and degrade, they get darker and cloudier.

Although the of bleeding the old fluid and replacing it with a fresh batch is not difficult, utmost care must be taken as you do not want to leave air bubbles in the system. Besides, brake fluid is highly corrosive and will cause paint damage if they land on other parts of the bike.

Also of important note is replacing the brake fluid for motorcycles with ABS. The bleeding process is straightforward, but air bubbles should never be allowed to enter the ABS modulator. If it did then you would need an electronic ABS tester to flush it out of the system, otherwise the motorcycle will have braking issues! Where can you find this tester? At official workshops (manned by certified technicians, of course).

In short, head to workshops with certified technicians to get your brake fluids checked (and replaced!).

2. Give your forks a chance!

Your suspension system needs to be periodically checked, as well. We’re talking about your bike’s front forks and rear shock absorber(s). Most affordable small-capacity bikes only have the option to replace them once they’re worn out but it’s more likely to be cheaper than tearing it apart for service.

For bigger bikes with higher-end gears, the suspension package will last for a long time provided that you go through the periodically-scheduled maintenance on time.

Take for example, the forks. Forks not only hold the front wheel, allow you to steer the bike and absorb shocks, they are also important in providing front tyre feedback to the rider.

Suspension service – Courtesy of jamespackwoodracing.co.uk

The service process for forks is needs a meticulous working etiquette as they consist of high-precision components. This is where you should really look for a workshop with a dedicated team of certified technicians to work on your bike. Trust us on this one, you’ll be thanking us later.

3. Valve clearance is vital!

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

Valve clearance check-up is one of the most important (and probably the biggest) service aspect for your motorcycle. Why? Because wear and tear and heat in the valvetrain will affect the position of valve and clearance size. Wrong valve clearance will first lead to a nasty-sounding valvetrain. If the issue is not addressed over time, your engine will start to lose performance, stutter and just will not run. In extreme cases, the valves may even contact the piston’s crown resulting in catastrophic failure!

Bikers love to hate this particular maintenance procedure as they are slightly more on the expensive side and it take time as it involves working and removing vital engine components. When to check the valve clearance is different for every bike so make sure you double check with your bike’s manufacturer manual and certified workshops.

Valve clearance adjustment – Courtesy of www.transmoto.com.au

For smaller bikes, this process is quite easy to do (provided that you have the right tools) but vital parts of the bikes like body panels, fuel tanks, and maybe more need to be remove in order to successfully complete the process. Having doubts? Keep calm and send your bike over to a certified superbike technician!

4. Keep cool with coolant!

Lastly, we’re going to touch on your bike’s overall cooling system. Those with air-cooled bikes can start riding because this advice is for those with liquid-cooling. Go ahead, we’ll meet you at the rendezvous point!

Why is it important to check your bike’s cooling system? First of all, the liquid coolant used in your bikes contains active ingredients or agents that help to control corrosion. These agents degrade over time and once it’s dirty, it won’t be as efficient to keep things nice and cool.

Like your brake fluid, replacing the liquid coolant is also advised to be done every two (or three, depending on the manufacturer) years. Doing it yourself is not difficult but you’ll need to find the proper way of disposing the used coolant as some types are toxic, and can damage the environment plus affect your health if it contacts your skin.

Apart from replacing the brake fluids, you also need to check the radiator, hoses, and clamps. Rubber hoses must be in good condition (pliable with no cracks). Hose clamps should be nice and tight, too. As for the radiator, look out for any physical damage. If there’s any bent cooling fins, you can easily straighten them out with a small screwdriver.

Overall, maintaining your motorcycle is more than just ensuring that there’s fresh oil and oil filter every time it is sent to the workshop. With proper workshops and certified technicians, keeping tabs of these five most overlooked aspects will be a whole lot easier on your machine as well as your ease of mind. So keep calm, ride safe, and practise proper bike care!

5. Certification guarantees satisfaction!

Worried about sending your bikes to shady workshops and characters? Well, you should! Your bikes are like your own body and when it comes to healthcare, you only want the best so why should it be different for your bikes?

Workshops, mechanics and technicians with proper certifications gained from programs coordinated by fine institutions like the TOC Automotive College offer, provide, and supply the nation with certified and highly-trained technicians who have experience in working with bikes ranging from small-capacity daily bikes to high-performance track racing machines.

It is always advisable to send your bikes to the manufacturer’s authorised service centres but when there’s none around, it’s always good for you to send your bikes to places with proper certifications when it comes to the workshops as well as the technicians working on the machines.

To know about the demand for certified superbike technicians, CLICK HERE.

Please visit the TOC Automotive College Facebook page or their campus (map below) or call call (+603) 7960 8833 for more information. Likewise, you can find more information about the TOC Bina Bakat Program here, or email info@toc.edu.my. Please click on this link for further information on the TOC Superbike Technician Course.

2018 BMW S 1000 R Test & Review – “Bavarian Bruiser”

The BMW S 1000 R is the “roadster” version of the frenetic BMW S 1000 RR.
It is tuned for road-riding in particular but won’t be out of place on the racetrack.
Priced from RM 82,006.32 (basic selling price with 0% GST).

Yes, the 2018 BMW S 1000 R is the “seductive” (as in “naked’) version of the king of superbikes BMW S 1000 RR, but I felt like I was living in the world of the movie, Real Steel.

In 2020, human boxers are replaced by robots. But as with any competitive sport, what started out as a simple idea soon became a venture for large corporations hell-bent to win at all costs. This stratagem meant that the boxing robots became more and more sophisticated and robots of yesterdays were cast aside.

But as the story went along (as with any underdog feel-good movie), the protagonist’s son found a low-tech sparring bot that he soon named “Atom.” A sparring bot, like real-life sparring partners in boxing meant he had to suffer being bashed around by the superstar boxer on his (the superstar) way to bling, spinners, and er… ladies.

On the other hand, Atom the sparring bot was a stripped-down machine, meant only to fulfill its one intended role.

The S 1000 R was first released in 2014 to complement BMW Motorrad’s inline-Four sportbike lineup, which was headed by the rip-roaring S 1000 RR superbike.

You could say that the S 1000 R is the stripped-down version of the S 1000 RR, fair enough, as there are many shared components, but BMW intended the former to be a “roadster” for the streets.

For starters, the engine is tuned for more low- to mid-range torque (as if the S 1000 RR’s tune isn’t torquey), making it useful for road riding. The R’s 160 bhp arrives at 11,000 RPM and 112 Nm torque at 9,250 RPM, while the RR’s 199 bhp is found at 13,500 RPM and 113 Nm torque at 10,500 RPM.

Secondly, this version we tested was in its basic configuration, hence it had Rain and Road ride modes only, no Dynamic Damping Control (DDC) electronic suspension. However, Race ABS and Automatic Stability Control (ASC), as well as shift assistant (quickshifter) and cruise control are standard.

First thing you’d notice is the ergonomics, of course. The wide tapered handlebar is set low but in a position that didn’t required you to stretch like a rubber band. My back and torso felt relaxed as I lowered myself into the seat with a satisfying sigh…

Typical of the S-series inline-Four engine, the powerplant idles with a symphony of its parts that produce forward motion. A soft tap on the gear lever engaged first gear while the clutch took up the power in a linear fashion.

Opening up the throttle past the halfway point predictably produced a forward thrust that turns your frown into an ear-to-ear grin. It pulls hard, oh yeah, but it doesn’t scare you like how some open-class naked sportbikes would.

We’ve ridden all bikes in the market that are equipped with quickshifters but BMW’s “shift assistant” still rules, if not technically then emotionally. Each shift was taken care of swiftly and more importantly, accurately without a harsh jolt. But it’s that signature “pop” from the exhaust that’ll get you. It soon became so addictive that you’d find yourself short-shifting through the gearbox just to enjoy the moment.

Oh yes, the shift assistant works for downshifts too. The engine doesn’t blip hard when you drop it down a cog but the engine’s electronics worked well in tandem with the slipper clutch to deliver jerk-free engagement without needing you to touch the clutch lever.

Forward motion was eerily linear, and the S 1000 R picked up speed so effortlessly that the only indication of speed is when you start to fly past traffic like someone had hit the pause button to freeze the world around you.

For more entertainment (or kicks), slow down to 60 km/h in sixth gear, then slam open the throttle. Some bikes we’ve ridden would judder like a Proton Saga taxi at this point. Instead, the S 1000 R seemed to create NOS from the air it sucked in and blasted forward. I BS you not. If you hold on to that throttle for a few more seconds, you’d be doing more than 200 km/h. Remember, 60 to 200 km/h in just a few seconds.

If going straight was impressive, you’d be fully sold when you hit the corners.

Heading down into the sharp right off-bridge from MEX to Bukit Jalil, the bike’s suspension had the tyres dig hard into the road. As soon as the front tyre pushed a little it was time to get back on the gas.

Cornering on the S 1000 R yielded its own sense of addiction: Starting from braking, the Brembos bit hard to a one fingered pull! The engine blipped itself during downshift “vroom,” “vroom.” Next, the wide handlebar translated my steering effort into leaning over instantly. Fourthly, the engine’s back torque (engine braking) was smoothly balanced to provide a smooth rolling speed in mid-corner. The exhaust gave a loud “POP” as I reached the apex and it was at this moment when the front tyre started to push, signaling throttle on. The bike responded to the continuous throttle action and started to stand up naturally. Soon, we blasted cleanly away from the corner while the left foot hooked another gear, and another, and another while relishing the accompanying pops and howl of the engine.

Instant gratification. You don’t even need to buy flowers, chocolates, expensive jewelry and a candlelit dinner for it.

It wasn’t just about going fast on the S 1000 R, otherwise there’s no point to BMW turning the S 1000 RR into this roadster.

The daily commute became fun since the bike had it all: Acceleration, brakes, light steering, agility and comfort (for a naked sportbike). It was also frugal on fuel if you ride at a sensible pace. The new S 1000 R exhibited a more gracious attitude in traffic, although it did feel like I was pressing the fast forward button on and off when I upped my aggression.

In all truth, the S 1000 R has become my favourite BMW S-series model. As much as I love the march of technology in motorcycles, I don’t mind having less of it. Furthermore, the S 1000 R’s limits are more easily attainable, especially for those who don’t ride regularly at the track. No, that didn’t mean you’ll outgrow it, instead you may accept it as the bike’s charming side and appreciate the fact that you’re a good rider on a good bike, instead of having a good bike but unsure if you’re a good rider.

I’m not knocking on the S 1000 RR and S 1000 XR but the R is also more practical for everyday use especially for someone with short legs like me.

Anything that I didn’t like? Yes, of course. The signature S 1000 buzz is there but you’ll get used to it.

In closing, the protagonist took that low-tech, stripped-down sparring robot which they found in the junkyard all the way to the top to meet the champion robot. The protagonist’s robot so nearly beat the super-advanced champion, by taking advantage of the latter’s technological advantages when they turned out to be disadvantages.

Hey, everyone loves an underdog. Just like the 2018 BMW S 1000 R.

2018 BMW S 1000 R
ENGINE
ENGINE TYPE	4-stroke, DOHC, liquid-cooled, inline-Four
DISPLACEMENT	999 cc
BORE x STROKE	80.0 mm x 49.7 mm
POWER	160 hp (118kW) @ 11,000 RPM
TORQUE	112 Nm @ 9,250 RPM
COMPRESSION RATIO	12.0:1
TRANSMISSION	Constant mesh, 6-speed with straight-cut gears
FUEL SYSTEM	Electronic fuel injection with ride-by-wire throttle
CLUTCH	Multiple-plate wet clutch, anti-hopping, cable-operated
CHASSIS
FRAME	Aluminium composite bridge frame, partially self-supporting engine
FRONT SUSPENSION	Upside-down telescopic ø 46 mm forks, adjustable for compression and rebound damping
REAR SUSPENSION	Monoshock, adjustable for rebound damping
SUSPENSION TRAVEL FRONT/REAR	120mm / 120 mm
FRONT BRAKE	2 X Radially-mounted 4-piston Brembo calipers, ø 320 mm floating discs
REAR BRAKE	1 X Single-piston caliper, ø 220 mm brake disc
ABS	BMW Motorrad Race ABS
TIRES FRONT/REAR	120/70 ZR-17; 190/55 ZR-17
STEERING HEAD ANGLE	24.6^o
TRAIL	98.5 mm
WHEEL BASE	1,439 mm
SEAT HEIGHT	814 mm
FUEL TANK CAPACITY	17.5 litres
WEIGHT (READY TO RIDE)	207 kg

Ten Things Motorcyclists Should Never Do (Part 2)

Riding is fun, but we motorcyclists should never cultivate a feeling of entitlement.
Respect others to earn respect.
There are things we motorcyclists should never do.

Here’s the conclusion to the “Ten Things Motorcyclists Should Never Do” list. (Please click here for Part 1.)

We are fully aware that we are all adults and that we can think for ourselves. But an advice and suggestion once in a while is good, for us included.

Anyway, to that guy who wears a songkok tinggi and commented with vulgar words rather than offering anything constructive, you are a munafik. If you can’t be intelligent, you should never a ride motorcycles and your kind of attitude is exactly why motorcyclists are despised by some in the populace. Stop riding. Stop driving. Take the train before you endanger other people.

Hoo-sah… Okay, let’s count to ten, shall we.

6. Parking haphazardly

Yes, motorcycle parking lots around the Klang Valley seemed to have been designed by someone who thinks motorcylces are as wide their tyres and as long as four paces to a US size-5 shoe. And yes, there are car drivers who park in motorcycle bays. But that doesn’t mean we can park haphazardly, too. Our favourite spots are on sidewalks, between parked cars and aside parked cars. Yes, I know you’re worried about your bike’s security. But that doesn’t mean motorcyclists have not lost their calipers while their bikes are parked at home, does it? Let’s try to be more civilized and be considerate. Let’s park our bikes properly and laugh at car drivers who can’t find parking (and still pay when they finally do).

7. Not locking up

Speaking about locking up, we should never trust the bike’s steering lock only, or worse not lock it at all, thinking that big bikes don’t get stolen. Thieves usually work in pairs: One jumps on your bike and his friend pushes along on his bike. Goodbye.

So, please lock up. Buy extra locks and chains, special bolts for your Brembo calipers.

8. Not using the motorcycle lane

Let’s get this straight. We HATE… no, we ABHOR using motorcycle lanes but if the law requires it, then we have to use it. Or take another route. No, we aren’t defending the indefensible, but there are other ways of letting the authorities know about just how the motorcycle lanes are. Riding in the middle of the highway amongst other vehicles is not an effective way to protest for one single reason: It’s dangerous! Riding amongst cars is the riskiest thing any motorcyclist could do, regardless of type motorcycle.

Of course, this discounts the fact if certain parts of a motorcycle lane are closed for contruction or impassable, but we should always use the designated lanes, otherwise.

9. Hogging the overtaking lane

If we don’t like other vehicles hogging the overtaking lane, do you think other drivers appreciate us doing the same? We should either keep overtaking or stay in the left lane (remember what we learned in driving school? “Ikut kiri jika tidak memotong (keep left if not overtaking) to allow the faster vehicles to pass. For motorcycle convoys, there should be a runner who sits just in front of the sweeper. From his position, he could then ride up the column of bikes, instructing his buddies to move over to let faster vehicles pass. The vehicle passing you might be someone who wants to drive the wheels off his car but do remember that he might have an emergency to attend to.

10. Hallucinating

Surely you’ll agree with us. How many times have you seen a motorcyclist meandering around in the middle of the road, completely oblivious to everything around him, like he’s in some kind or trance or stupor? They’d sometimes swerve into the path of a car behind without even realizing it! Stop it. Or tell him to stop it if you know someone like this, because that’s exactly how to get rear ended and contribute to the national accident rate statistics. Concentrate while riding, there’s no other way to stay safe!

Ducati Worldwide Sales Down 7.4% in First Half 2018

Ducati Motor Holdings is the latest to report a decline in sales.
It was in Q2 2018 which dropped more over the first half of 2018.
Ducati is just one of the manufacturers who are seeing the decline in a soft worldwide motorcycle market.

When analysts said regarded the worldwide motorcycle as “soft,” they weren’t kidding. Ducati Motor Holdings is the latest to announce a sales decline of 7.4% in the first half of 2018 compared to the same period last year.

Total units sold were 32,250 motorcycles, representing €448 million revenue for the Audi-held motorcycle brand.

To analyze further, Ducati’s second quarter sales were down by 8.9% compared to Q2 2017, translating to 20,319 units compared to 22,300 in the same quarter last year.

Sales in all segments took a hit except for the manufacturer’s sport category which includes the SuperSport and superbike models. This sport category is what keeps them doing reasonably well despite the slump in sales for the other models, as there was a 29% increase with 7,683 units sold in the first half of this year.

That report leads to the Panigale V4 being the key driving force. Sportbikes are dead? We don’t think so. The manufacturer had also iterated that the Mutlistrada 1260 had also performed well.

Ducati did not reveal their performance in individual markets, however. However, we do know that the Italian motorcycle market is seeing a resurgence of late, driving up not just Ducati’s sales but also BMW as we reported earlier.

Will 2018 see the end of Ducati’s eight-year sales increase? In fact, Ducati barely grew in 2017. Do note that this current motorcycle sales slump hit all other manufacturers, too. In our opinion, the industry-wide slump shows that it’s not due to one brand being more popular that the other.

And of another intriguing note is how will VW Group treat this news (although we feel they won’t divest in Ducati yet).

It’ll be interesting to see what the other European manufacturers such as KTM and Triumph will report, as they had been doing very well for many years. Triumph, in particular, has seen great growth year-on-year.

John McPhee to Join SIC Moto3 Team?

Ex-British Talent Cup rider, John McPhee is rumoured to be riding for the SIC Moto3 team next year.
McPhee made a huge impression in his debut season.
It all depends on whether Ayumu Sasaki or Adam Norrodin heads up to SIC’s Moto2 team.

There has been much talk about John McPhee joining the SIC (Sepang International Circuit) Moto 3 Racing Team for the 2019 season, despite the Scotsman remaining tight-lipped about his future.

“It certainly looks like I’ll be continuing in Moto3, although it was nice that there were a couple of Moto2 offers there,” he told Crash.net, “Hopefully I should know for sure in the next couple of weeks, which team it’ll be and which bike I’ll be on.”

The Scotsman made a great impression in his first Moto3 season last year by regularly challenging for the lead and running in the top 10. He went on to win his first race at the 2017 Czech Republic Grand Prix, in addition to a total of five career podium finishes including at the Sachsenring recently.

He eventually finished seventh overall in his first season with the Dorna-funded British Talent Cup team, and was then moved to the CIP Green Powerteam for the 2018 season. He was without a ride at the beginning of the 2018 season after the project ended.

The SIC Moto3 seats are currently occupied by Asia Talent Cup Champion Ayumu Sasaki and our local boy, Adam Norrodin. Needless to say, both riders would want to move up to SIC’s Moto2 team, which has Niki Tuuli as the sole rider. SIC could very well expand the team to two bikes and riders for 2019.

Besides that, SIC will also run a MotoGP team from next year. The rider line-up has to be announced, they are set to do officially do so later at the Silverstone round.

Benelli Starting Up Motorcycle Factory in India

India has become the largest motorcycle market, beating out China in 2017.
A total 17.7 million motorcycles were sold during last year.
Benelli is the latest manufacturer to open up a factory in the sub-continent.

Chinese-owned Italian brand, Benelli will be the latest manufacturer to set up a motorcycle factory in India. India is currently the world’s largest motorcycle market.

Benelli is setting up the plant near Hyderabad and have also signed a deal with the Adishwar Auto Ride India-Mahavir Group to market the bikes in India. Remarkably, this new factory will start production beginning October 2018, albeit making motorcycles for the Indian market first.

Needless to say, manufacturing motorcycles in the country for domestic consumption avoids having to pay hefty levies.

India has naturally become the market where motorcycle manufacturers are flocking into, either to market or manufacture their motorcycles. In 2017 alone, a total of 17.7 million motorcycles and scooters were sold. Divided that number with 365 days and that’s a whopping 48,000 units per day!

KTM Motorrad AG was among the first to partner with an Indian motorcycle company, namely Bajaj Auto, to produce small capacity motorcycles for the Asian region before exporting them worldwide.

Other manufacturers include Harley-Davidson who built their Street series there; BMW who partnered with TVS to produce the G 310 lightweight series; all the Japanese Big Four; Triumph Motorcycles had signed an MOU with Bajaj Auto; and Polaris had announced lately that they will assemble Indian Motorcycles and ATVs.

The largest motorcycle companies in India are Hero MotoCorp, Bajaj Auto Ltd. and Eicher who currently owns the Royal Enfield brand. When it was speculated that Ducati was up for sale last year, Eicher made a bid of €1.8 billion.