Kerajaan Malaysia sedang pertimbang cadangan mewajibkan fungsi Anti-lock Braking System (ABS) pada motosikal 150cc ke atas.
Perkara itu dimaklumkan Menteri Pengangkutan, Datuk Seri Wee Ka Siong.
Menurut beliau, penguatkuasaan sistem ABS itu akan diperincikan sebaik pihak Institut Penyelidikan Keselamatan Jalan Raya Malaysia (MIROS) selesai membuat kajian.
MIROS telah diberikan tempoh enam bulan bagi menyempurnakan kajian tersebut sebelum pelaksanaan dikuat kuasakan dalam tempoh dua tahun daripada tarikh keputusan kajian dikeluarkan.
Tambah Wee Ka Siong, kajian tersebut adalah menyeluruh dan membabitkan semua pihak termasuk industri pengeluar motosikal dan wakil pengguna.
“Ini bermaksud kita ada tempoh transisi ynag kita boleh benarkan. Mana-mana pembuat atau pengilang yang sudah bersiap siaga tidak ada masalah, boleh teruskan.
“Kalau mereka yang masih ada masalah, dia boleh gunakan tempoh diberikan untuk melakukan. Kita akan lihat keberkesanan apabila dipasang pada mereka penunggang motosikal lebih 150cc seterusnya kita akan melihat ke bawah,
” jelasnya.
Berdasarkan kajian yang dijalankan MIROS setakat ini, kehadiran sistem ABS pad motosikal mampu mengurangkan peratusan kemalangan dan kematian penunggang motosikal sehingga 30 peratus
ABS merupakan sistem yang membantu dalam menghalang motosikal daripada tergelincir dan hilang kawalan terutamanya sewaktu brek mengejut.
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.
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?
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.
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.
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.
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.
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.
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.
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.
‘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.
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.
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 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.
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.
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).
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).
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.
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.
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.
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.
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.
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