Stay Safe When Riding Motorcycle

How to Stay Safer on a Motorcycle

Ride assuming that you and your motorcycle are totally invisible to motorists. Do not be paranoid and think that they are all out to get you, just pretend they don't see you.

Leave plenty of space in front and back and to the sides from all other vehicles. This is not always possible, but when you are forced to be close to other vehicles, you should always plan an "out."

Anticipate trouble situations and know what to do when you see them. It's not always easy to know what to do, but if it's on your mind constantly, you will be better prepared to deal with trouble if it comes.

Beware of motorists turning left in front of you at intersections. This is a leading cause of injuries to motorcycle riders. It is not always a case of not seeing you, sometimes it is a case of mis-judging the approach speed of the motorcycle.

Slow down as your motorcycle enters an intersection and be prepared to make an evasive maneuver if necessary. Watch from the sides, up front for left-turning cars, and behind you.
Never drink or take drugs and try to ride a motorcycle.

Don't ride if you are on medication that makes you sleepy. Read all warning labels of any meds you are taking before riding to make sure it is safe to do so.

Avoid riding at night, especially late Saturday night and early Sunday when drunken drivers may be on the road.

Beware of riding your motorcycle into sun glare.
Don't try to keep up with more experienced riders, even your friends. Know your personal limits.
Beware of taking curves that you can't see around. A parked truck or a patch of sand may be awaiting you.

Do not give in to road rage and try to "get even" with another rider or motorist.

If someone is tailgating you, either speed up to open more space or pull over and let them pass. In motorcycle vs. automobile accidents, the motorcycle almost always loses.

It does'nt matter you ride on small or big motorbike,
think your safety first!

Discover Honda CBR 600RR 2009

 

Here’s some info about CBR 600RR 2009

ENGINE: 

Engine Type
Horizontal In-line

Cylinders
4

Engine Stroke
4-Stroke

Cooling
Liquid

Valves
16

Valves Per Cylinder
4

Valve Configuration
DOHC

Compression Ratio
12.2:1

Starter
Electric

Fuel Type
Gas

TRANSMISSION: 

Transmission Type
Manual

Number Of Speeds
6

Primary Drive (Rear Wheel)
Chain

WHEELS & TIRES: 

Front Tire (Full Spec)
Dunlop 120/70 ZR17

Rear Tire (Full Spec)
Dunlop 180/55 ZR17

BRAKES: 

Front Brake Type
Dual Disc

Rear Brake Type
Disc

TECHNICAL SPECIFICATIONS: 

Wheelbase (in/mm)
53.9 / 345.4

Fuel Capacity (gal/l)
4.8 / 18.2

Vespa Scooter

Getting Close To Vespa Sccoter

The Vespa scooter, made famous by the classic movie, "A Roman Holiday" with Audrey Hepburn and Gregory Peck, has been an enduring symbol of European mechanics and beauty. And the Italian scooter has realized a recent surge in popularity again, especially among young drivers.

Vespa scooter is manufactured by Piaggio in Pontedera, Italy. The scooter itself has spanned more than 60 years with more than 130 different models produced. The initial scooter started out addressing the need for easy mobility within Italy that was affordable, especially after the destruction of World War II. Corradino D'Ascanio, a former Italian aviation general, designed the first model. Using aviation fabrication methods, Piaggio in 1946 introduced a scooter that used pressed steel for the body frame and came in painted versions for consumer tastes.

The Product

The original Vespa scooter had two seats, one for the passenger and driver respectively. As an option, the rear seat could be replaced with a rack or luggage box instead. More storage came soon after behind the legshield via a glovebox with a closable door. The engine had a strong 98cc capacity designed as a two-stroke model. This approach allowed for gas and oil to be mixed directly, reducing any complexity in the engine power conversion from the piston to transmission. Heat reduction was provided by a flywheel attached to the crankshaft and enclosed with a cover and cavity directing airflow to the hot cylinder. This same design still is used today in modern Vespas.

Scooters for the World
Early on, the initial Vespa models clearly emphasized their aviation-influenced design and monocoque construction (an approach that uses the body as the frame rather than in internal framework with body skin). Sales popularity was fueled by youth and fashion, with Vespa motoring clubs establishing themselves across Europe. To capture the momentum and increase sales, Vesparoadened its line to attract more and more customers.

The models began to split into two categories. "Small frame" Vespas provided a spiffy platform for smaller riders and beginner riders, offering power choices ranging from 50cc capable of 35 mph to a 125cc version that could cruise at 50 mph. The "large frame" options bore bigger engines and frames, and picked up where the smaller ones left off, ranging from 125cc engines to 200cc capacity for highway use up to 70 mph.

By the end of the 1970s, the large frame P-series Vespas were well entrenched both in Europe and in the U.S. The P-series models carried the company into the 1980s, were it began to run into strong opposition from environmental regulations due to the Vespa's two-stroke engine.

Will the Vespa Survive?

Some American markets eventually found themselves closed out due to air regulations. New Vespas after 1979 became illegal to sell in these California and some other states and cities. Additionally, European regulation under the European Union (EU) increased efforts destroy and crush gross polluters. Finally, Asian competition was producing plastic body scooters cheaper and in higher numbers. It was a one-two-three punch for the Vespa. The PX, the last of the P-series models began to wane, and the business horizon was not looking good. By the 50th anniversary of the Vespa, more than a dozen million units had been sold as Vespas, making it a worldwide mechanical influence as a simple scooter. But the company itself, Piaggio, was reeling, facing a potential bankruptcy.

The Modern Vespa

There was no question that Piaggio's Vespa success depended on both European and U.S. market support. And to continue, Vespa needed to design and sell a cleaner machine. Vespa launched a modern version of its scooter in the mid-2000s with a four-stroke engine designed specifically for cleaner emissions. The model line ranged from a simple 50cc to a 250cc scooter choice, all of which add a modern look to an old classic design.

The new Vespa has again enjoyed renewed popularity among American and European youth. As such, both hard-core aficionados and brand new riders who had never seen a Vespa before are buying the scooters again.

SUZUKI HAYABUSA 2009

The amazingly powerful and long haul comfortable Suzuki Hayabusa is now presented as a 2009 model and gets stylish new color schemes to mark the pass. White is the most easily distinguishable, but riders end up in its seat because of the whole other bunch of advantages that come at a bike closely priced to the GSX-R 1000. Now addressed to those who can’t decide between the Gixxer and the Hayabusa-derived B-King, the future Hayabusa rider is just an easy target.

A machine like this simply needs no presentation as the name says it all. It was the fastest production bike ever made before the Kawasaki gave an answer to it in the form of the ZX-12R back in 2000 and it would still be today if it wasn’t for the 186mph limitation that followed. Also, this is probably the most highly worked on and modified motorcycle ever as all the outrageous modification that passed through tuners minds would have first find their place on the Busa and then on smaller bikes.
In 2009 the Suzuki Hayabusa features the best power-to-weight ratio and presents as one of the sharpest looking motorcycles ever made after the 2008 redesign. Powered by the smooth-accelerating and fuel-injected 1,340cc, four-stroke, liquid-cooled, DOHC engine that started a revolution in its earliest form, it would seem that the drag track is the only place to exploit it, but the thing actually goes on legal roads and that’s where part of the fun actually begins. In order for that to happen smoothly, this model features the Suzuki Drive Mode Selector which is de adequate solution for different riding styles or conditions. Mated to a smooth six-speed transmission, that overwhelmingly powerful engine gets down to business in the GSX-R style.
The frame, swingarm and rear shock are all made out of aluminum alloy for proper weight reduction while the inverted front forks are compression, rebound damping and spring preload adjustable in order to give the bike a versatile part too. On top of that, the standard steering damper is a must on this bike, but that can also be said by the radial mount front brake calipers and the 260mm rear disc. ABS is also available for extra safety.

Price Tag? app. $13,200.00.

ER-6N 2009 Specification

Below is the spec of Kawasaki ER-6N 2009


ENGINE
Type Liquid-cooled, 4-stroke, Parallel Twin, DOHC, 8 valves
Displacement 649 cm³
Bore and Stroke 83.0 mm x 60.0 mm
Compression ratio 11.3:1
Performance:
a) Maximum power 53.0 kW {72.0 PS} @ 8,500 rpm
b) Maximum torque 66.0 kW {6.7 kgf·m} @ 7,000 rpm
Fuel system Fuel injection: ø38 mm x 2 (KEIHIN)
Starting Electric
Ignition Battery and coil (transistorized)
Lubrication Forced lubrication (semi-dry sump)

DRIVETRAIN
Transmission 6-speed, Constant mesh, Return shift
Gear ratios:
1st 2.438 (39/16)
2nd 1.714 (36/21)
3rd 1.333 (32/24)
4th 1.111 (30/27)
5th 0.966 (28/29)
6th 0.852 (23/27)
Final reduction ratio 3.067 (46/15)
Clutch Wet multi disc

FRAME
Type Tubular, Diamond
Caster (rake) 24.5º
Tyre:
a) front 120/70-ZR17M/C (58W) Tubeless
b) rear 160/60-ZR17M/C (69W) Tubeless

SUSPENSION
Front: Type Telescopic fork
Rear: Type Swingarm

BRAKES
Front: Type Dual disc
Rear: Type Single disc

DIMENSIONS
Overall length 2,100 mm
Overall width 760 mm
Overall height 1,100 mm
Wheelbase 1,405 mm
Ground clearance 140 mm
Seat height 785 mm
Curb mass 200 kg
Fuel capacity 15.5 litres

Kawasaki ER-6n 2009

No other motorcycle released in recent years in our country has changed the landscape of motorcycling as much as the ER-6n. When it was introduced in 2008, it created a sensation with it's sub RM30k price tag. In a country where the tax structure is severe on big bikes, and where the majority of motorcycles on the road are mopeds - the 650cc naked was a breath of fresh air. You no longer needed to be part of senior management at a multinational company to own a proper motorcycle.

Now, you could be a young executive, or maybe a well paid blue collar worker, and still be able to fulfill your dream of owning a cool motorcycle. That's why this bike is so important to the Malaysian biking scene, and to Malaysian bikers. The ER-6n sure isn't a Ducati 1198, but it's capable enough to fulfill the needs of the majority of motorcycle riders.
Since it's introduction, rumour has it that the ER-6n sold so well that it even outsold the iconic Ninja 250r.

At one point, the waiting list to get one of these bikes was up to four months, although now - Kawasaki has managed to step up supply to meet demand.
For the 2009 model year, the ER-6n has gone through tremendous improvements. It is still the practical daily commuter for the daily trip to the office, but improved brakes and suspension now make it more competent as a weekend bike for the blast up Genting Highlands and make it easier to keep those guys on their ZX-6s and 10s in sight.

It is a tremendous improvement over the previous model year, and you notice the changes right away. Steering is more precise, and the frame feels more composed under hard braking and gives you the confidence to take those tight corners.
The exhaust is the same, and the bike still makes the same uninspiring blatting sound whenever the engine is revved.

The engine is similar to the previous model - and the bike tops out at about 200km/h flat out.
While the bike was designed with beginners in mind, it will also appeal to more experienced riders. It can charge through the corners with ease. With a short wheelbase of just 55.3 inches the bike corners almost like a pure sports bike, despite it's relatively simple swing arm set up. The upright sitting position gives a feeling of control over the bike, and there is no doubt that a new rider on a ER6-N will make much quicker progress on this bike compared to a more difficult to master 600cc inline four supersports.
Despite this, I find it a bit odd that a lot of newbies here are ignoring the ER-6n when they go shopping for big bikes. Some people tend to look down on the ER-6, terming it just a commuter - and prefer to aim for more glamourous bikes like the ZX-6s and 10s.

While these motorcycles are no doubt terrific machines, it takes a great deal of skill and experience to fully utilise their capabilities.
They are also a great deal more expensive. A 600cc in-line is almost double the price of the 650cc parallel twin. So if you want to get the best bang-to-the buck ratio - the ER-6n is probably it.
One reason why the ER-6N is so easy to ride quickly is because of how the power is delivered.

The ER-6 produces - 43.1 ft-lbs at 7200 rpm, which is surprisingly even more than a ZX-6R churns out at its peak at 12,000 rpm.
This torque translates into strong acceleration on the road - and because you are not gunning the engine at sky-high rpms - it is much easier to use it practically.
The Dunlop Roadsmart tire provided with the bike are adequate for most riding conditions.

However, if you plan to go around scrapping your knees and getting down dirty with the supersports - an upgrade to better tires is advisable.
The ER-6n chassis is pretty capable - and you will find out that the bike is capable of a lot more with better tires.

Ground clearance is good, although the highly placed foot-pegs will cramp some of the taller riders.
While most of the bike is sensible and well-designed, the meters are rather difficult to read.

While it is still possible to read - with much difficulty - the odd anologue speed meter, the digital bar that represents the rev-meter flickers so quickly that I found it nearly impossible to read the rpms - especially during fast acceleration.

It would have been much better if Kawasaki reversed the layout and used a digital speed meter and analogue rev-meter instead.
However, this minor annoyance hardly detracts from the fact that the 2009 model ER-6n is probably the best bike you can get in this price range right now.