Modenas has launched three new colour options for the Pulsar NS200 ABS motorcycle.
The new Pulsar NS200 ABS is now available in Plasma Blue, Burnt Red, and Pewter Grey paint scheme with matte finishes. The wheels also feature an all-white colour.
However, with over 8,000 units sold since its launch in 2017, the popular street bike continues to deliver the same technical specification.
As a result, the Pulsar NS200 continue to set the benchmark as the most affordable 200cc motorcycle equipped with an Anti-lock Braking System (ABS) and capable of delivering 24hp and 18Nm.
Despite the colour upgrade, the Modenas Pulsar NS200 ABS continue to be priced at RM9,655 (exclude road tax and insurance) and will be available at every Modenas dealership beginning October.
Bosch will begin the production of motorcycle ABS at the start of Q2 2022 in Thailand.
The Amata plant has been producing car components for the last 25 years, including the anti-lock braking system (ABS) since 2014.
The move to produce motorcycle ABS is in accordance with the Thailand Department of Land Transport announcement that all motorcycles must have ABS by 2024.
It is also mandatory that all existing motorcycles above 125cc have ABS by 2026.
The announcement is seen as an essential move to elevate the safety aspect of every rider in the country.
According to Bosch, around 25 per cent of motorcycles accidents can be avoided with ABS.
Moreover, Thailand has the highest rate of road traffic fatalities out of all the ASEAN countries.
Many modern motorcycles are equipped with electronic rider assist systems.
These systems include ABS and traction control.
But why do we still crash?
The TC and ABS lights blinked like Christmas lights gone crazy as the R 1250 RT’s rear end snapped to the right, threatening to overtake the front. MFG and CSS training told me to hold on to the gas, to not chop the throttle. So, I held a steady. The rear wheel reversed direction and slid to the left, then continued sliding the right and back to the left.
However, the intensity of the slide started to lose momentum, the slide was now smaller in degree and wound down to four right-left-right-left headshakes.
Still keeping the gas on, the bike and I continued down a straight line. Speed had dropped from 140+ km/h down to just below 100 km/h.
The above scenario wasn’t made up (no need to sumpah laknat), as it happened while I was testing the new BMW R 1250 RT. I had hit a huge rainstorm like a continuous ice bucket challenge on the way back from Ipoh to Kuala Lumpur. I steered too quickly over the white line, which triggered the slide.
Traction control did work, as evidenced by the blinking lights and lower speed at the end. But this episode brought up and important question: Why do riders still crash despite rider assistance?
What do we have?
Most bikes these days are equipped with ABS, while those higher up the scale (read: more expensive) feature a whole myriad of rider assistance systems such as lean-angle sensitive traction control and ABS, engine braking control, wheelie control, vehicle stability control (slide control, in other words), rear wheel lift mitigation, etc. etc. The list of rider assistance electronics would stretch almost from A to Z.
So why do we still crash?
Lowside crash due to too much speed – Courtesy of RNikeyMouse
Rider assistance electronics are just that: TO ASSIST. While they do compensate for clumsy riding and mistakes, it’s only to a small degree as it still depends on the rider to make the correct inputs. Think about it: If the systems take over, we might as well just sit back and let the bike ride itself.
There are a number of factors
Over confidence. That’s right. I’ve met riders who think that the rider assist systems will automatically make them better riders. Sorry to burst your bubble – they don’t. Never go out there and ride without thinking of the consequences of your actions just because the “bike has the most advanced traction control system.”
I’ve seen riders keeping the TC and power settings in “slick” mode when their bikes weren’t on slick tyres and riding on public roads. Sure, they probably liked the bike’s aggressive nature in those settings but keep the consequences in mind.
Not knowing how the systems actually work. Sure, the development of rider assist has come a long way. But remember, they still depend on the rider’s inputs to work.
Let’s go back to the opening story. Things could’ve been tragically different had I shut the throttle as soon as the wheel started sliding. Snapping it shut would cause weight to transfer abruptly to the front, taking the load off the rear wheel. Besides that, engine braking will take effect. These factors will in turn worsen the slide and the bike could’ve either slid out from underneath me or worse, having the rear gripping suddenly and sending me over the high-side.
Therefore, not shutting the throttle abruptly didn’t throw in extra variables into the equation and allowed the ECU to determine the best course of action effectively and quickly.
ABS control unit
That’s the same thing with ABS leading riders to think that they wouldn’t hit an obstruction. While ABS does allow you to brake at the maximum level, hence shorten the braking distance, it’s real function is to keep the wheel from locking up into an uncontrollable skid. It also means that you can steer away from the danger – not braking hard and heading straight towards it!
Also, some riders got spooked when the brake lever started pulsing when ABS activated, causing them to release the lever instead of holding on.
So, what should I do?
The first thing you should do is nothing if the bike slides. Yes, you read that correctly. A sliding tyre is actually looking for a stable position and will find that equilibrium if you let it. Fighting it makes it worse.
If the tyres slide when you’re leaned into a corner, all you need to do it countersteer slightly on the outside handlebar to lift a little and reduce the lean angle. Just don’t lift it with your entire body because that will send you wide and overshoot the corner. Keep looking through to where you want to go and keep the bike pointed that way.
2008 Ducati Hypermotard 1100 S
But most of all, keep the gas on. If you really need to slow down, roll the throttle off smoothly. Snapping the throttle off is tantamount to throwing everything down the road.
The best to do is to take up advanced rider training and learn the correct fundamentals of riding. For ultimate slide control, you can learn it at Most Fun Gym (MFG). For performance riding, you can choose from Alpha Track Academy, Ducati Riding Experience (DRE), PTD, Eric Yong, et al. Also, don’t miss California Superbike School Malaysia.
SYM VF3i 185 varian Limited Edition dan Pro telah diberi pengiktirafan sebagai motosikal paling selamat dengan penarafan lima bintang menerusi Program Penilaian Motosikal di Malaysia (MyMAP).
Motosikal tersebut diiktiraf Institut Penyelidikan Keselamatan Jalan Raya Malaysia (MIROS) dengan kerjasama Institut Automotif, Robotik dan IoT Malaysia (MARii).
Difahamkan, aspek penilaian tersebut mengambil kira empat ciri utama membabitkan pematuhan peraturan Suruhanjaya Ekonomi Pertubuhan Bangsa-Bangsa Bersatu untuk Eropah, Pematuhan Pengeluaran (COP), ciri keselamatan dan program sokongan keselamatan pengguna.
Pada masa sama, SYM VF3i 185 merupakan satu-satunya motosikal jenis moped yang ketika ini menawarkan ciri keselamatan Anti-lock Braking System (ABS).
Dengan adanya ABS, sistem membrek motosikal bertambah efisien di samping mengelakkan daripada berlakunya tayar terkunci lalu tergelincir ketika membrek secara mengejut mahupun agresif.
Menurut Ketua Pengarah MIROS, Dr. Khairil Anwar bin Abu Kassim, fungsi ABS pada model VF3i 185 telah diuji sendiri oleh pihak MIROS pada 17 Mac lalu.
“Dengan bantuan ABS, kita dapat mengurangkan jumlah kematian yang melibatkan penunggang motosikal,” jelasnya.
Kebanyakan motosikal moden ketika ini didatangkan dengan Anti-lock Braking System (ABS) tetapi masih ada segelintir daripada penungggang motosikal yang tidak tahu apakah fungsi ciri tersebut.
Bagi kami di MotoMalaya, sejak bertenggek di Modenas Powerstore Kota Damansara, rata-rata pelanggan yang masuk akan bertanyakan soalan ini, “Apa sebenarnya fungsi ABS?”
Pada masa sama, ada juga yang mempersoalkan mengapa harga sebuah motosikal yang mempunyai keupayaan ABS lebih mahal berbanding yang tiada ABS.
Sebagai contoh, harga bagi sebuah Modenas Pulsar NS200 sekitar RM9,300 namun Pulsar RS200 – yang memiliki ABS – berharga RM11,350 meskipun kedua-duanya mengguna pakai enjin yang sama.
Apa sebenarnya ABS?
‘Threshold braking’ merupakan teknik memperlahankan jentera dengan cara yang paling cepat sambil mengekalkan kuasa brek di tahan optimum.
Bagaimanapun, teknik ini sukar dicapai kerana memerlukan skil dan latihan yang kerap jika tidak tayar akan mudah terkunci.
Malah, setiap jentera mempunyai tahap ‘threshold braking’ yang berbeza jadi amat sukar untuk menentukan tahap membrek yang efisien agar tidak berlakunya kemalangan.
ABS berfungsi sebagai mekanisme keselamatan yang memastikan jentera membrek pada kadar selamat ketika sedang cuba memperlahankan kenderaan.
Menariknya, jentera dengan ABS akan memastikan cubaan membrek tidak akan membawa sehingga tayar terkunci.
Bagaimana ABS berfungsi?
Modenas Pulsar RS200 ABS
Sebagai penunggang motosikal, insiden terpaksa membrek dengan mengejut gara-gara berdepan pengguna jalan raya yang ‘tak sekolah’sudah menjadi senario harian di Malaysia.
Bagi jentera yang tiada ABS, tayar pasti akan terkunci ekoran menekan brek dengan kuat lalu boleh menyebabkan jentera hilang kawalan lalu terbabas namun, jentera dengan ABS dapat mengelakkan masalah tersebut berlaku.
ABS sentiasa memantau kelajuan dan keadaan tayar dan jika modul tersebut mengesan senario membrek yang tidak normal, ‘solenoid valve’ akan melepaskan tekanan piston pada pad brek – buka dan tutup tanpa henti – sehingga kelajuan tayar depan dan belakang kembali serasi.
Sebagai penunggang, anda hanya perlu menekan brek sekuat mungkin dan fokus mengawal jentera kerana insiden tayar terkunci tidak akan berlaku.
Penting atau tidak ABS?
Hakikatnya, ABS membolehkan jentera berhenti dan membrek dengan lebih efisien dan kelebihan ini sangat penting bagi setiap penunggang yang saban hari berdepan situasi jalan tak rata dan pemandu kereta yang gemar menukar laluan tanpa mengambil kira kehadiran motosikal lain.
Sementara itu, bagi yang berminat untuk mendapatkan Modenas Pulsar NS200 namun gusar kerana ketiadaan ABS, kami difahamkan Pulsar NS200 versi 2020 akan didatangkan dengan sistem ABS! Nantikan maklumat rasmi mengenai model baharu ini dari pihak Modenas dan Bajaj.
The recall for the 2019 Kawasaki Z900 line-up for a potential ABS issue applies to the US only.
There is no notice issued for Malaysian owners yet.
The issue arose after improper machining of the ABS pump.
The factory recall for the 2019 Kawasaki Z900 line-up over potential ABS issues is for the American market, only.
BikesRepublic.com has sought the confirmation from Kawasaki Motors (Malaysia) Sdn. Bhd. (KMMSB) over the matter. According to KMMSB, Kawasaki Heavy Industries have not issued a notice on the recall in Malaysia.
The current notice is issued by Kawasaki together with the American National Highway Transport Safety Administration (NHTSA). Therefore, it applies to Z900 line-up owners in the United States, at the moment.
The recall was made after the discovery of improperly machined ABS pump. The machining process has the potential of leaving aluminium debris inside. If this happens, the ABS pump could malfunction and cause the wheel or wheels to lock up.
Kawasaki USA confirmed that 497 units are involved in the recall and will notify the owners. If you are reading this from the United States, you may contact Kawasaki customer service line there 1-866-802-9381 (regarding recall number MC19-01). Please have your VIN ready. You may get in touch with the NHTSA at 1-888-327-4236 and quote campaign number 19V083000.
The brakes are often misused – they are not only for stopping.
The modern brake systems are there to assist the rider in many ways.
But it is the rider who has to use them correctly.
Of all the rider inputs, braking is often the most misunderstood or wrongly performed.
The main reason for this is due to how significant deceleration forces work on the rider’s body, in addition to how his bike’s behavior when the brakes are applied. As such, riders are often confused by how tiny fingers could slow a 300+ kg mass (the combine weight of the motorcycle and rider) from 200 km/h down to 50 km/h in a heartbeat.
1. Use the brakes to set your target speed
Start thinking of the brakes as a tool to help you set your target speed for a corner. For example, if you’ve ridden through your favourite corner on a daily basis, brake and note the speed before you enter the corner. Doing so will allow you to adjust braking point, braking force and entry speed as well as the turn-in point. Too slow through the corner? Apply the brakes later or release sooner. Too fast? Brake earlier or apply more braking pressure.
It doesn’t help to charge into every corner based on “feel” or “mood”. More often than not, too slow a corner entry will force the rider to add too much throttle in mid-corner, thereby risking the tyre breaking traction suddenly. Too fast into a corner will cause the rider to panic and jump on the brakes, causing the front tyre to either break traction and slide under (low-side) or the bike to stand up and head straight toward the outside of the corner (overshoot).
2. Use both brakes
There’s a myth that the rider shouldn’t touch the rear brake pedal unless he’s coming to a stop. Now, unless you’re braking so hard to lift the rear tyre completely off the ground like Marc Marquez, using the rear brake keeps the chassis stable, even if you should feel that using it does not decrease your stopping distance.
If the rear brake is truly defunct in its purpose, why do manufacturers equip their bikes with it in the first place, or lately, the rear-wheel lift mitigation (RLM) electronic rider aid? As the name suggests, it keeps the rear tyre on the ground, allowing the rider to utilize the rear brake. In fact, this rider aid is used extensively in MotoGP (to different degrees among different riders).
Courtesy of Sport Rider
Dragging the rear brake softly while leaned over in a corner helps the bike maintain a tight line. Besides that, it slows the bike slightly without rolling off the throttle or tapping the front brake lever, thus not introducing major abrupt inputs to upset the chassis balance and tyre adhesion.
3. Squeeze, don’t grab
Brakes should be applied progressively (gradually) and not not grabbed or stomped on.
Progressive braking transfers the motorcycle’s and rider’s combined weight progressively to the suspension and tyre. Conversely, abrupt braking causes the wheel to lock. Additionally, mass is slammed forward and eats up suspension travel, causing the front wheel to hop over road irregularities.
If abrupt braking is bad when the bike is straight up, it’s even worse when it’s leaned over on its side. The tyres are already loaded with cornering forces and doesn’t need much more overbraking to overload them. The tyres will either break loose, resulting in a low-side or have the bike standing up and going straight.
So, stop treating the brake levers as ON/OFF switches.
4. Ride loose
Using the arms to support the torso when braking “locks” up the wrists, arms, elbows and shoulders. This in turn means that the rider could only take so much braking forces and gets fooled into thinking that he’s already braking too hard.
Besides that, he would not be able to steer his bike through the corner or out of harm’s way. Ever notice some riders braking hard and still go wide or overshoot a corner?
The trick is to always clamp your thighs onto the fuel tank. That’s the reason why motorcycle designers create knee cutouts (depression) on both sides of the tank. So, clamp your knees onto the tank, and leave your torso and arms as loose (relaxed) as possible. If you’ve never done so during hard braking, you’ll soon discover that you could actually brake so much harder than before, while still being able to steer the bike.
5. ABS helps, not avoid
With all this talk about braking techniques, how does ABS (anti-lock braking system) figure into the equation? Or more accurately, doesn’t ABS take away the need to learn the fundamentals of braking? Oh yes, I’ve had people tell me, “The bike has ABS. The bike will never crash.”
Let’s review what ABS does. Braking is strongest at the point where the tyre is about to break traction. However, that margin between full braking and losing traction is very thin, and once the tyre loses traction, there’s no telling what’ll happen next. When a tyre loses traction, ABS relieves the braking pressure just enough to let the tyre roll then reapply pressure to brake caliper pistons (this happen many times per second).
That’s all good and nifty. However, riders who are unaccustomed to the brake levers pulsing during ABS activation may actually let go of the levers. So, it all comes back to square one: Learn the basics of braking without intervention.
BONUS TIP: Have faith
Frame, chassis, tyre and brake engineering are so advanced these days; more often than not surpassing the skill levels of the majority of road riders.
This is not a criticism of your riding skills, but it serves as a reminder that the limits of the said components are so high, hence there’s plenty of room to go to save your skin at the time when you thought there’s no hope. The point is, have faith in your tyres, suspension, and bike in general and perform the correct actions when you get into trouble, rather than just giving up and letting fate decide.
The ABS (Antilock Brake System) is now integral with motorcycling.
It allows the rider to apply maximum braking pressure without locking the wheel(s).
ABS technology has evolved to the stage that it allows for added functionalities.
We covered the basics on how a motorcycle brake system works in Part 1 and now let’s expand it to the Antilock Brake System (ABS). The basic premise of ABS is to prevent the wheel or wheels locking up (stop rolling or jem brek, as we call it locally) when the rider grabs a handful of brake lever or when braking hard on slippery surfaces.
ABS is now an integral part of motorcycling, although there are a number of models not equipped with it in Malaysia. The European Union has mandated that all motorcycles above 125cc are equipped with it since 2016.
BMW was the first to introduce an electronic/hydraulic ABS on a motorcycle, on the 1988 K100. It added 11 kg to the bike. Honda and Yamaha followed suit in 1992, offering the system as an option on the ST1100 and FJ1200, respectively. In comparison, the current system offered by Bosch weighs a scant 0.7 kg for the base version and 1.6 kg for the enhanced variety.
ABS was once viewed as a weight handicap, besides added complexity and cost, as such, most motorcycle manufacturers offered it as an extra option.
The first versions were adopted from cars. Whereas cars have all four tyres on the road and isn’t very prone to large fore-and-aft weight transfers, certain challenges were faced when adopted to motorcycles. For example, the system triggered too early even before a rider could really brake hard enough, in addition to the brake lever and pedal pulsating upon activation and surprised riders into releasing the brakes. It was an unnecessary distraction riders could live without.
However, the continual advancement in electronics has brought on many positive improvements in ABS technology to where it is presently. New ABS systems work almost imperceptibly.
Maximum braking force for any wheeled vehicle is when the wheel is just about to lock. However, it’s a different story when the wheel does lock up as there are many variables depending on road friction which in turn depends on weather and road conditions. Moreover tyre wear, tyre pressure, different tyre sizes, suspension, the dynamics of weight transfer during acceleration or deceleration, and cornering.
This is where ABS comes into play.
Wheel speed sensors are mounted above slotted rings on each wheel to measure and compare wheel speeds. The signal is sent to the ECU (electronic control unit) for monitoring. The ECU calculates based on information from both wheels for two parametres: whether the deceleration of one wheel exceeds a fixed threshold, and the other whether there is brake slip. These factors indicate a locked wheel.
The ECU signals the hydraulic unit to hold or release brake pressure, just momentarily before reapplying the brake pressure, to get the wheel back to the point of maximum braking force just prior to locking up. This pressure modulation allows the tyres to regain grip and enable the rider to control and steer his bike. In other words, ABS allows the rider to apply maximum braking force without locking the wheels and losing control. That’s why ABS is banned from top echelon racing such as superbikes, and all classes of MotoGP.
There are a few types.
The first and older ABS I (in 1988) was also known as piston systems. Using a spring-tensioned piston, a motor pulls back the plunger piston to open increase the space for the brake fluid, effectively lowering its brake pressure. ABS II (in 1993) still uses the spring-tensioned piston, but replaced the plunger with an electronically controlled friction clutch. Both were used on BMWs although Honda used the second system on their touring and large bikes.
The newer valve and pumps systems uses solenoid inlet and outlet valves, pump, motor and accumulators/reservoirs. When the system is activated, the brake fluid is stored in accumulators to release the pressure. A pump er… pumps back the fluid. That’s what cause the pulsation on the brake lever or foot pedal.
The best ABS systems cycle through this process at 24 Hz (Hertz, times per second). No human could possibility emulate this feat.
Again, with the advancement of electronics, the ABS has seen some intriguing added functionalities, too, such as dual-channel, combined braking, cornering, rear lift-up mitigation (anti-stoppie, or anti-wekang), supermoto, and offroad ABS. Even traction control depends on the sensors and ECU for speed and tyre slip signals.
ABS , LED headlights and taillights and adjustable front suspension
Two colourways; Graphite Black/Energy Orange and Matte Gunpowder Black Metallic
Attention all fellow bike lovers, this is the updated Honda CBR500R for 2017. The latest generation now comes with ABS as standard equipment, LED lights for both front and back end and a new front suspension with adjustable preload feature. (more…)
Bosch telah dianugerahkan dengan “Anugerah Teknologi Keselamatan: teknologi motosikal inovatif untuk penunggangan selamat” oleh New Car Assessment Program for Southeast Asian Countries(ASEAN NCAP).
Anugerah ini diiktiraf atas usaha berterusan “Two Wheeler & Powersports” dari Bosch dalam inovasi menunggang yang lebih selamat dengan teknologi dua roda seperti sistem motosikal anti-kunci brek (ABS), kawalan kestabilan motosikal (MSC), dan bantuan pandangan sisi (SVA). (more…)
