Motorcycle news, Motorcycle reviews from Malaysia, Asia and the world

Ducati Built a Formula One Engine!

Did you know that Ducati built a Formula One engine?

Speak of the name “Ducati” and there is no ambiguity to what they build. They have ruled the racetrack for so many years now and their current form in MotoGP has some detractors calling it “The Ducati Cup.” The Italian manufacturer is so proud of their achievements that the CEO Claudio Domenicali rubbished any suggestion of building mopeds and scooters recently.

But yes, they did build a Formula One engine.

Those years

The Italian icon found their calling of building motorcycles after WWII. They were producing radios, parts of radios and even artillery shells prior to that.

But the post-war era was tough on many companies other than those on American soil. Ducati’s factory was bombed to smithereens in 1944. All they had to go on with was Aldo Farinelli’s Cucuiolo (puppy) engine. So, Ducati had to find some money and they did so by trying on almost anything.

The car industry was starting to boom in Italy, so Ducati they put together a car prototype called the DU4 in 1946. It failed and that put the maker out of the automotive business for the next 14 years.

Changing rules in Formula One

In 1960, the deaths of three prominent drivers served as an impetus for the Formula One organisers to force manufacturers to downsize their engine sizes from 2500cc to 1500cc, to curb the speeds of their cars. This change appealed to the legendary Ducati engineer Fabio Taglioni. He went ahead and worked on an engine which he thought may do well in Formula One.

He came up with a 1500cc V8 featuring his signature desmodromic valve actuation (of course). It produced 170 hp, which was a big deal back then.

At the same time, the OSCA-Maserati Formula One team was looking for a new engine. But they had been losing so much money that they could not afford Ducati’s F1 engine. Besides that, other teams have already ironed out their engine supplier and have no place for Ducati.

It was thus that the Ducati F1 engine was never produced in volume. It would have been lost to history had not for their achievements in the motorcycling world.

Hong Leong Yamaha, DEL Racing, WR Performance Team Up for Rimba Raid 2024 Assault

Hong Leong Yamaha Motor Sdn. Bhd. supports DEL Racing and WR Performance to form Yamaha’s assault on the Rimba Raid 2024 rally.

The team, managed by Dato’ Eric Loo, will field Muhamad Fareez and Alan Ng. They will be the riding the Yamaha T7 Ténéré which had already proven itself to be the machine to dominate the race over the last two years. As for WR Performance, they will provide technical support and Motoz tyres to the team.

It marks Hong Leong Yamaha’s inaugural official involvement in Rimba Raid. The Yamaha T7 Ténéré puts them in the Class B for multi-cylinder motorcycles between 250cc to 999cc. This cooperation with DEL Racing and WR Performance is set to continue for Rimba Raid 2025.

Rimba Raid 2024 will take place from 25-29 September at Lenggong, Perak, moving away from their familiar territories in Pahang.

5 Ways to Get Killed while Riding a Motorcycle

Yes, the title sounds macabre and perhaps, too direct, but that is the reality of not respecting the risks of motorcycling and taking things for granted.

But, we can reduce some of these risks. On the other hand, we get into trouble because we choose to ignore them. Make a mistake in a car and you could very well survive, but make a mistake, even a small one, on a motorcycle and you are guaranteed to get hurt.

So here are mistakes that we should never make.

1. Riding the wrong motorcycle

Hitting the road on a Kawasaki H2 or anything with 200hp burning in its belly immediately after getting your license is a recipe for disaster. Always start with a bike that is manageable such as a 250cc or no more than 500cc and work your way up.

Even then, do seek out ways to improve your riding (oh, I dunno, by reading more articles?).

2. Riding above your skill level

This is a mistake any rider can make, no matter how new or experienced. New riders are usually rather careful since they’re still getting used to riding. After six months to a year, though, you might think, “I’ve got this,” and kick the pace up a couple of notches. That’s where you have just enough skill to be dangerous. It has a higher propensity to happen especially when you ride among competitive group.

If you find yourself constantly overcooking your corner entrance speed or panicking when a challenge presents itself, it means you need to work on your riding skills.

3. Riding like you are on the track

This can easily happen on your favourite road, thinking you can twist that throttle more and more each time. You should not be pushing the limits that closely anywhere outside a race track anyway.

Tracks do not have any traffic that is not paying attention or expecting you to be there, and hazards, among many other variables. If you want to ride like you are on the track, just go to a trackday. It’s more accessible than you might think, even if you have no interest in racing.

4. Not thinking of the consequences of your actions

Too many riders seem self-absorbed and do many stupid things like running the red light and riding against traffic. We have not even started mentioning riding haphazardly or without regard to their own safety and that of others.

A good rider will think of what would happen if he did this or that. It may sound un-fun but again, what is the point of getting hurt?

And stop listening to your ego that you are already good rider, or worse, better than all others.

5. Having too much faith in other road users

Let us start by saying that there is no sane driver who wakes up in the morning and decides to harm a motorcyclist on purpose. Every road user is another human being, just like you and I. We make mistakes, they make mistakes, so do not take it personal.

And because everyone makes mistakes, do not take your own safety for granted.

Never think that the car ahead would not cut across your front wheel, or if that truck would not pull out of the intersection. While some motorcyclists may feel that takes the “flow” out of their riding because they have to be paranoid, it sure beats being worm food. So, always ride with a sense that others can hurt you, although no sane person wants any trouble.

Deaths from Illegal Racing Increase Sharply, Parents can be Charged

Police statistics show that the number of deaths due to illegal racing increased sharply in the Sungai Buloh district between January and August this year.

Sungai Buloh District Police Chief, Superintendent Mohd Hafiz Muhammad Nor said, “So far, 11 motorcyclists have been reported dead as a result of racing activities with seven investigation papers opened compared to the same period last year when three motorcyclists died and three investigation papers were opened.

“This increase is very worrying. Therefore, parents or guardians must be sensitive and careful in controlling their children’s activities.

“Especially minors, especially at night so that they don’t get involved in any illegal racing activities that can threaten and take their lives and endanger other road users.”

According to him, underage motorcyclists and guardians can be charged according to Section 39 of the Road Transport Act 1987 which is the offense of underage driving and allowing others who do not have a driving license.

“If convicted, a fine not exceeding RM2000 or imprisonment not exceeding six months or both will be imposed.

“Parents can be subject to action according to Section 31(1)(a) of the Children’s Act 2001 which outlines offenses involving abuse, neglect, and abandonment or exposure of children.

“They can be fined a maximum of RM50,000 or jailed for 20 years or both if convicted,” he said.

Mohd Hafiz said in this issue of illegal racing, the community also needs to play a role by being the eyes and ears of the authorities, especially the Royal Malaysian Police (PDRM) in efforts to eradicate the activity.

He said this regarding a case in which two 13-year-old boys died due to a collision while they were pulling wheelies. The incident happened at Jalan Elmina Business Park, Aman Putri, Sungai Pelong, Shah Alam, last night.

5 Reasons why Changing the Tyres is the Best Performance Upgrade

This writer has been riding motorcycles for nearly 40 years and he can safely tell you that changing the tyres to better ones is the best and immediate performance upgrade.

Bikers always talk about making their motorcycles go faster. It usually involves modifying the engine, changing the exhaust system, replacing stock parts with lighter ones, and even recalibrating or replacing the suspension.

In truth, a new set of good tyres can make all the difference, because your engine may gain 30 extra horsepower, but you are unable to explout this gain because the tyres are crappy.

1. Safety

This goes without saying. An old or bad tyre does not grip as well. It may hop over irregularities in the road, resulting in less grip on less than a completely flat surface. The compound may have already harden also making it less pliable to grip the road’s surface.

More critically, a sub-standard tyre also compromises braking performance which results in instability or worse, loss of traction. On bikes with ABS, you can feel the ABS being triggered prematurely. As such, you will compensate by applying less braking pressure, resulting in increased stopping distance and time.

2. Traction

Good tyres provide the necessary traction to maximize the engine’s power during acceleration and high-speed riding, optimise the brake’s performance, and help the suspension work better in all aspects. It also helps to pick the right type of tyres for the right type of motorcycle and riding, for example, sport-touring tyres when you want to ride your sport-tourer cross border.

3. Handling

This is another obvious advantage. Certain tyres may feel great when they are new, only to keep standing up in corners. A set of good tyres that fits your bike’s characteristics goes a long way in helping your bike steer better at all lean angles.

4. Comfort

An old tyre may have lost its elasticity, causing it to feel hard. Consequently, you can feel every bump it hits, leading to your hands going numb and your body feeling like you wrestled with a bear.

The caveat here is to find the best tyre for your bike and needs. Generally, Bridgestone has the hardest construction, followed by Michelin, then Pirelli, and the supple being Metzeler. It also depends on the type of tyre, for example, sport vs. sport-touring vs. dual-sport.

5. Confidence

A good, new tyre provides the necessary performance when it comes to all aspects of traction including steering feel, cornering feel and traction during braking. These aspects add to your confidence which in turn letting you feel more relaxed when you ride.

Conclusion

So, think about upgrading your tyres first the next time when you want to go faster. Plus, modifying your engine and other components costs a lot more money, will void your warranty (if your bike is still new), and may result in higher maintenance costs.

Good tyres offer a whole lot more and is a better value for your hard-earned money.

Why are Carbon Brakes only in MotoGP

Carbon brakes are only used in the top echelons of motorcycle (MotoGP) and automobile racing (Formula One).

But why do only MotoGP bikes use them?

In the beginning

Braking duties began with drum brakes, which gave way to disc brake systems. But these had several limitations including overheating because they are enclosed (despite the efforts of having air inlets), and needed to be adjusted manually as the pads wear. Also, the swingarm’s movements drag the actuation arm along with it i.e. applies the brakes when the rear compresses, and unloads when the rear jacks up.

MV Agusta was the first manufacturer to fit disc brakes to their bikes in 1965, albeit on a small scale, but it was the Honda CB750 in 1969 which popularized the disc brake for road bikes.

The disc brake offers many advantages as is self-adjusting as the pads and disc wear down, it does not influence the movements of the swingarm; it is self-cooling as the disc(s), caliper(s), and pads are exposed to air flow.

Consequently, brake makers started making them more and more powerful by upgrading the master pump, calipers, discs, and pads. The calipers started from containing a single piston, to two pistons, increasing to four, and even six at one point in time.

As power increased, riders discovered they could brake harder and harder. Likewise, motorcycle manufacturers introduced bikes that went faster and faster. The more aggressive braking did not give the disc enough opportunity to cool sufficiently, especially at the track. This resulted in the disc being warped like a dinner plate i.e. the braking track began to turn outside or inside away from the carrier. When this happens, the pads couldn’t bed themselves completely onto the braking track (where the pads contact the disc). For the rider, the brake lever kept coming backwards towards the handlebar. The disc warp may not be seen with the naked eye, but the effect is there.

Brake manufacturers overcame this by producing better materials for the discs and pads to promote faster cooling. However, bikes continued to get faster and faster, so once again braking power increased and riders braked even later and harder. The lever started coming back to the bar again!

How’s that for a solution creating another problem?

The beginning of carbon brakes

The answer came from the aviation sector. As aircraft grew larger and heavier, they had to land at higher speeds otherwise they would stall. They thus needing more braking power to stop them when they touched down.

Then there was the supersonic Concorde airliner: Its delta wings required higher landing speeds. The kind of forces needed to stop the plane would melt conventional steel brakes.

Hence, Dunlop developed the first carbon-reinforced brake discs and pads in 1969.

Use in competition

Formula One cars were also getting faster and faster, especially after Lotus engineer Colin Chapman discovered the benefits of aerofoils and fitted to the Lotus 49 in 1968. From then on, the cars gained more and more downforce – grip, in other words. Consequently, drivers soon found they were stomping their brake pedals all the way down!

Brabham decided to seek out Dunlop who had developed the brakes for the Concorde, resulting in the first Formula One car to be fitted with carbon brakes in 1976.

As for motorcycles, Wayne Rainey tried them on at the 1988 British GP and was impressed by their performance and went on to win the race. Carbon brakes was here to stay in the 500cc Grand Prix class.

Benefits of carbon brakes

Carbon brakes need heat to work, in other words, heat needs to be generated and stored in the discs for the system to work at its optimum level.

This is in direct opposite to steel or iron discs, which needs to cool down, otherwise continuous heat would soon warp them or even push them into the melting point.

The first carbon brakes needed the riders to apply some pressure on the front brake lever in the first few laps to keep the discs hot. But further research and development has resulted in the materials of today.

The latest system doesn’t require the rider to keep holding on to the bar to warm the brakes up. Instead, the riders only have to perform some hard braking during the Warm Up Lap. The discs will reach their operating temperature of 200 deg Celsius by the start of the race and would continue to work when kept between 200 deg to 800 deg Celsius.

But because they need heat to work, teams would swap them out for the venerable steel discs and sintered pads when racing in the rain. However, this changed when Bradley Smith finished in second place at the San Marino Grand Prix in 2015 with carbon discs and pads despite the rain. Still, it was due to the nature of the track which calls for heavy braking that manages to build up the required heat, whereas certain other tracks do not call for crazy braking.

The new brakes have much higher friction coefficiency and are so powerful that they could slow a bike from 355 km/h down to 90 km/h in less than 300 metres, in less than 5 seconds.

Another benefit of using carbon brakes is the lower unsprung weight hence reduced gyroscopic forces.

So, no wonder they cost USD 20,000 each!

But why aren’t they used in other classes?

Cost, hence the organiser Dorna and FIM decided that is would be best to mandate steel brakes for the other classes to encourage more participation. This is why carbon brakes are used only in MotoGP, while steel is the material in Moto2, Moto3, World Superbike and so forth. They were used in the 250cc class at one time but the Moto2 class has since reverted to steel brakes.

Can I use them on the streets (if one could afford them)?

No, it is too impractical for road use. There will be no way one could keep build up and hold the operating temperature in the discs in dry weather, what more when it rains and during the colder months. The only way to generate enough heat and retain it would be to keep the brake lever pressed at all times. On the other hand, steel brakes on road bikes work between -50 to 600 deg Celsius.

Besides that, the carbon discs last for only about 1000 kilometres.

The current carbon brake systems are all supplied by Brembo who had invested heavily into the technology.

Bikesrepublic

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