Penangan Cameron

14 April 2007
Misi membawa pulang moto panadol_sehat dari Cameron selesai dengan 3 rider kemalangan termasuk aku. Tayar botak membawa padah bila bertemu pasir.

Kawasaki Laverda Ghost

Tried this powerful bike during Teluk senangin ride. The bike is so powerful that it felt like controlling a wild beast. Although the exhaust does not have powerful superbikes sound but the power is fearsome. Great power for a 650cc. One more thing, it has a cute headlamp(haha)

Model: Laverda Ghost
Year: 1997
Displacement: 668.00 ccm (40.76 cubic inches)
Engine type: Twin
Stroke: 4
Power: 70.00 HP (51.1 kW)) @ 8000 RPM
Torque:60.00 Nm (6.1 kgf-m or 44.3 ft.lbs) @ 6500 RPM
Valves per cylinder: 4
Starter: Electric
Cooling system: Air
Gearbox: 6-speed
final drive:Chain
Dry weight: 185.0 kg (407.9 pounds)
Seat height: 760 mm (29.9 inches) If adjustable, lowest setting.
Top speed: 190.0 km/h (118.1 mph)
Power/weight ratio: 0.3784 HP/kg

Travelling Week

10 March 2007

Teluk senangin 2007

Almost 30 bikes and 3 cars depart from UTP Saturday evening. It’s quite along way for a big groups of convoy yet it so exciting riding with so many people conquering the road. This was my first time as the convoy Marshall, quite dangerous but somehow felt powerful sweeping all those cars aside and blocking cars from behind. Arrived there around 5 and used the time to gather firewood and doing prayers. Before night we played soccer with most of the kabukians gathered and played together.


That Saturday night was really great as there is barbeque which tasted so delicious. Thanks to the girls for the great recipe and the beverages. After dinner is the ice breaking session among kabukians and some of MBC's representatives. Then, some of us went fishing while some gather around campfires chatting and singing. I slept late that night.


Woke up early in the morning and went straight to the beach after subuh prayers. with some of my friends we walked all along the shore. Came back at our campsite and went straight into the water. The water was warm though the morning breeze was very cold. We played hours till the skin shrink. Some were searching for remis and later we boiled the remis. After that we packed and gather all the bikes and participants for photography session


Reached UTP around 3 and we make another photography session there. Then after giving my farewell to all of them i shoot straight to Fraser hill, Selangor.

I Stopped at a workshop in Kuala Kubu Baru to stretch my chain and bought some screws replacing the one lost during the journey. Reached the top of Fraser Hill around 6 and met my friends at the rendezvous point, Ye Olde Smokehouse. Took some pictures there and we stopped at a mosque up there before we rushed down the hill before dark. Went straight to Raub, Pahang to one my friend's house. Thanks to his family for the shelter and dinner.

11 March 2007, Sunday

We had a morning walk around the fish ponds there, rowing boats inside and taking some pictures. Head back to Kamala's house with his mother's homemade breakfast ready for us. Missed my mom..haha. Then we went to Lata Jarum in pahang after breakfast. Lata Jarum is the most magnificent waterfall i ever go. Its beauty untouched and its side were clean compared to other waterfall. It looks like no one ever reached there except for some developement like the toilets and walkpath. We only took a dip about an hour because the water so cold, done some 'terjun tiruk also'. After that we explored the waterfall further uphill. Then we headed back to kamala's home.

On the evening, we head for Temerloh visiting mazhar, a friend who just undergone an operation. Stopped at some workshop on the way to search for itik's RGV's engine fan. Found the fan but unluckily his piston was seized just after 3 kilometres after the workshop. So we went back to change piston. Reached Temerloh at 8 i think, have dinner and prayers at mazhar's house. After that we started our tiring jouney back to UTP around 11. Stopped at some R&R's along the highway to have a little rest and sleep. Finally we arrived at UTP safe and sound early in the morning. All my friends slept soundly till late evening.

15 March 2007

Civil engineering student trip to KL

Project Restoration 2007

Tapak Projek
Projek bermula pada petang rabu 7 mac 2007
hingga petang jumaat 9Mac2007. Setiap petang lepas abis kelas bermulalah aktiviti menyepray coverset dan menggosok apa yang patut supaya rata. Makcik cleaner mesti marah sbb lantai ada bekas-bekas cat sikit.

Spray-spray yang digunakan:

TOA Spray: Hitam dan clear(x kilat lansung, sampah)

Crystal:Merah(not bad ar)

Anchor: Merah n clear(not bad gak) tapi cat dia agak cair

Samurai: spray terbaik, kilat dan pekat. Memuaskan

Terima kasih kepada Samurai spray atas hasil yang memuaskan

Kiri: Idea asal dari motor NSR jugak(250cc kot) tapi ada sedikit ubahsuai dilakukan sebab tak larat nak bawak turun coverset nak tarik lining tuk stripe. so main agak-agak je dan bahagian tail dikecikkan sedikit sebab tail 150RR memang kecik dari 250

Keadaan dapur rumah setelah selesai kerja-kerja spray.Agak berselerak tapi puas tengok coverset2 yang berkilau dan memukau. Susah jugak mengecat ni. patutla mahal kalau nak cat kat kedai. Nak bungkus buat stripe, tampal masking tape, buat layer dll memang memenatkan. Tapi puas hati sebab tu hasil kerja tangan sendiri. Walaupun ada sedikit kecacatan tapi memang puas

CBR400RR

Satu lagi moto yang pernah test ride. pinjam brader macx punya. bunyi dia memang kaw dan reka bentuk yang menarik. cuma, prestasi dia masa tu x sesedap cb4 rasanya. anyway this bike is still good. Its so good that sampaikan macx lenjan bawak naik cameron tiap-tiap hari.huhu.. Not bad ar!

The Honda cbr400rr 400cc is often described as small, but small/medium is nearer the mark, certainly compared to the latest generation of 600cc sports bikes. However the seat height is very low making it ideal for shorties. First gear is very tall on this bike (60MPH!) The handling is top class, far in excess of the average riders nerve/ability. Although at first glance there are no pillion footrests, there are, they are foldaway items hidden under the rear fender (very neat) however you wont want to carry a pillion too often as it kills the performance. This is a great grin factor fun bike and will keep up with the big boys on the twisty bits - in fact it rides like a race bike. In the real world the cbr600 is a better all rounder, but you don't buy a cbr400 for praticality! This is also a fantastic looking bike often described as a babyblade. One word of warning these bikes are nearly all imports, usally restricted not on power but top speed around 112mph or 180kph. There are two ways to derestrict it. The first is a black box (electronic gizmo) whichs fits in the wiring loom. The second a small gearbox/speedo converter which converts the KPH speedo to mph.

Model Honda: CBR 400 RR 1998
Type: 399 cc, liquid cooled, 4 - cylinders in line, 4-stroke
Bore x stroke (mm): 55 mm x 42 mm
Compression ratio: 11.7:1
Valves: DOHC, 4 valves per cylinder
Fuel system: VP 01
Ignition: Full transistor type (PGM ignition) battery ignition
Power: 53 hp (39.5 kW) @ 13000 rpm
Torque: 35.3 Nm (26 ft. lbs) @ 10000 rpm
Lubrication system: Force splash combined use system
Gearbox: 6 speed
Ratios: 1e 3.307, 2nd 2.352, 3th 1.875, 4th 1.578, 5th 1.434, 6th 1.318
Primary drive: 2.117
Final drive: Chain, 2.600
Starting system: Electronic
Front suspension: Telescopic system
Rear suspension: Swing arm system
Rake / Trail: 24.3 degrees / 91 mm (3.6 inches)
Front tyre: 120/60-17
Back tyre: 150/70-18
Front brakes: dual 275 mm discs with 4-piston calipers
Rear brakes: single 220 mm disc with 2-piston calipers
Overall length: 1990 mm (78.3 inches)
Overall width: 670 mm (26.4 inches)
Overall height: 1080 mm (42.5 inches)
Seat height: 750 mm (29.5 inches)
Wheelbase: 1375 mm (54.1 inches)
Ground clearance: 125 mm (4.9 inches)
Fuel capacity – reserve: 15 l (4 gallon US)
Dry weight: 163 kg (359.4 pounds)

Basic Cornering Preparation

Rider: wears safety jacket with padding, knee slider, and segala macam padding u can buy in the market. The better the safety gears, the better ur confidence are

Bike: Make sure the brakes in good condition, if possible change to braided steel hose to prevent hose line expansion. good brake pumps and calipers also make a huge different on braking power making late braking while entering corner meet ur satisfaction. Good braking power can save u from crashing(based on my experience)


Know ur limits and have a safe laps

A close call should reinforce ur confidence if u handle it sucessfully, reminding u that u have a reserve to tap.
It should also remind u of ur limitations. In other words;
Either Know ur Road, or Slow Down..

Aprilia RS 250

Compared to NSR250, this bike got more power but lesser torque. This bike can be considered as favourite bike for beginners who demand the power of superbikes with cheap price. Now it ranged maybe around RM12000 on the malaysian 2nd hand bikes market. The best part of this bike is the unique design and the USD fork. Really look like a superbikes except for the pipe exhaust. I heard some complaints that this bike have high oil consumption and maintainance costs. But for a person who hunger for speed, it really worth it.

Model: Aprilia RS 250
Displacement: 249.00 ccm (15.19 cubic inches)
Engine type: V2
Power: 55.00 HP (40.1 kW)) @ 11000 RPM
Torque: 35.00 Nm (3.6 kgf-m or 25.8 ft.lbs) @ 10700 RPM
Compression: 12.0:1
Bore x stroke: 56.0 x 50.6 mm (2.2 x 2.0 inches)
Cooling system: Liquid
Gearbox: 6-speed
final drive: Chain
Weight incl. oil, gas, etc: 168.0 kg (370.4 pounds)
Front percentage of weight: 50.6
Seat height: 820 mm (32.3 inches) If adjustable, lowest setting.
Wheelbase: 1,360 mm (53.5 inches)
Front suspension travel: 120 mm (4.7 inches)
Rear suspension travel: 130 mm (5.1 inches)
Front tyre dimensions: 120/60-ZR17
Rear tyre dimensions: 150/60-ZR17
Front brakes: Dual disc
Front brakes diameter: 298 mm (11.7 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Speed and acceleration
Top speed: 203.0 km/h (126.1 mph)
0-100 km/h (0-62 mph): 4.300 seconds
60-140 km/h (37-87 mph), highest gear: 33.000 seconds
Other specifications
Fuel capacity: 19.50 litres (5.15 gallons)Fuel consumption pr. 10 km (6.2 miles): 0.66 litres (0.17 gallo

Honda NSR 250 MC

The legend of 2 strokers. The best in 250cc categories. This bike are one of the rare species in malaysia. maybe not more than 10 units. Seen in some old movie like Legend of Speed and Full throttle. this bike is so damn fast. Compared to RS250 i wonder which one is better.

Model Honda NSR 250 MC 21 1990
Type 249 cc, liquid cooled, 90° v-twin, 2-stroke
Bore x stroke (mm) 54 mm x 54.5 mm
Power 45 hp (33.6 kW) @ 9500 rpm
Torque 36 Nm (26.6 ft. lbs) @ 8500 rpm
Gearbox 6 speed
Final drive Chain
Front tyre 110/70-17
Back tyre 150/60-17
Front brakes dual 276 mm discs with 4-piston calipers
Rear brakes single disc with 1-piston calipers
Seat height 770 mm (30.3 inches)
Wheelbase 1340 mm (52.8 inches)
Fuel capacity - reserve 16 l (4.2 gallon US)
Dry weight R: 132 - SE: 134 - SP: 133 kg (0 pounds)

Kabuki Riderz

History of The Kabuki RiderZ Club The Club
This club was founded by :
RiderZ,action_kamen,kachak,ikan_lage,FeNo,Bully^Boy at UTP ( University Technology of PETRONAS )
Kabuki = Warrior which wearing Mask and fight during the ancient time.....like samurai arr
Logo Designer = adaM - Thanks for creating the " Soul of the club "
First establish on 10th February 2005 Motto = " We Ride, We Conquer, With the Spirit of Worrior " => idea FeNo !
First Meeting at RK " Rumah Kedai " = Kedai Mamak 24Hours Kat Tronoh....attend by almost 16Bikers
List Of The Kabuki RiderZ Members On The 1st Meeting :
RiderZ,Bob,Kachak,Cheesedale,Zaidi,FeNo,McYuz,Lubai,Zaki,Kemas,Mass,Bully^Boy,ikan^Lage,Cornflakes,Fauzi,Mior
First Convoy to Ulu Chepor...2nd..Lumut..
The FormaL Name For The Club is UBC ( University Teknologi Petronas Bikers Club ) - On Paperwork..
Second Branch at UNITEN ( Universiti Tenaga Nasional ) - also UBC ( Uniten Bikers Club) ... still need time to formally establish

CB 400 (super four)

Pernah test motor ni satu masa dulu. Gear 1 je boleh tarik lepas 60km/j dalam masa lebih kurang 3-4 saat. Bunyi dia garang jangan cerita. Enjin memang lancar dan penukaran gear sangat lancar. Memang selesa bawak motor ni. Rasanya, Super four ni antara naked bike 400cc yang tergarang.hehe

Model: Honda CB 400 Super Four
Category: Naked bike
Displacement: 399.00 ccm (24.35 cubic inches)
Engine type: In-line four
Power: 52.29 HP (38.2 kW)) @ 11000 RPM
Torque: 38.00 Nm (3.9 kgf-m or 28.0 ft.lbs) @ 9500 RPM
Compression: 11.3:1
Bore x stroke: 55.0 x 42.0 mm (2.2 x 1.7 inches)
Fuel system: Carburettor
Fuel control: DOHC
Cooling system: Liquid
Ignition: Full transistor type battery ignition
Starter: Electric
Dry weight: 170.0 kg (374.8 pounds)
Seat height: 755 mm (29.7 inches) If adjustable, lowest setting.
Wheelbase: 1,410 mm (55.5 inches)
Ground clearance: 130 mm (5.1 inches)
Front brakes: Double disc
Rear brakes: Single disc
Power/weight ratio: 0.3076 HP/kg
Fuel capacity: 18.00 litres (4.76 gallons)Fuel consumption pr. 10 km (6.2 miles): 37.00 litres (9.78 gallons)

CBR 600RR

Two years ago, Honda’s first RR-spec 600 was maligned for a 445-pound wet weight—30 pounds heavier than an equivalent Yamaha YZF-R6. For Hitoshi Akaoka, large project leader for the ’05 CBR600RR, saving weight was a priority from the beginning, but it had to be lighter in all the right places. “One of our main goals,” Akaoka says, “was to improve feel through transitions.” A simpler, lighter muffler and rear subframe help on both counts, saving weight high in the chassis where you notice it most. Akaoka found extra ounces everywhere. Thinner walls in the main spars and elsewhere took 3.6 pounds out of the ’05 frame without compromising rigidity. The Unit Pro-Link swingarm’s upper shock mount is cast in rather than bolted on, saving a few ounces and making the mechanic’s life easier in the bargain. The shock itself is shorter and lighter, with an aluminum adjuster replacing last year’s steel bit. A gull-wing–style top triple clamp allows shorter, lighter fork tubes. The front axle is shorter and lighter. So are the footpeg and handlebar mounts. Among obvious differences in the ’05 bodywork are less conspicuous ram-air intakes under the headlights. Strategic intake and exhaust tweaks aim at a more usable power curve: fatter in the middle without giving anything away on top. Honda’s Dual Stage Fuel Injection feeds each cylinder with a pair of new injectors—one in the roof of the airbox and another in each intake port—to deliver more fuel in less time. New intake ports accelerate fuel and air through a narrowed venturi section, filling the CBR’s cylinders more quickly than before. Revamped to match changes on the intake side, the lighter 4-into-2-into-1 exhaust system helps them empty in a hurry as well. Since we couldn’t drag our Superflow CycleDyn rear-wheel dyno up to Buttonwillow for the festivities, we can’t tell you how the ’05 engine stacks up versus its predecessor. We did bring our Intercomp SWII scales along, though. Complete with the same 4.8 gallons of fuel as last year’s bike, the ’05 version weighs in at 430 pounds—11 pounds lighter than our ’03 test bike. That’s a significant difference on paper. It’s a bigger difference out on the track. Ergonomics are essentially unchanged. The CBR is a better fit if you’re 5-foot-8 rather than 6-foot-3. Aside from a predictable shortage of legroom, this latest version is a surprisingly humane track tool. Midrange is a relative term to an engine that revs to 15,300 rpm, but there’s more of it here. Serious power kicks in just beyond 8000, building in a potent rush to nearly 14,000 revs with no obvious peaks or valleys in between. High revs and small cylinder volume make high-revving 600s the biggest challenge for Honda’s fuel-injection engineers, but you’d never know it from riding this one. With the tach needle between 7000 and 14,000 rpm, Honda’s new EFI sends a virtually seamless flow of power through the smooth-shifting six-speed. Credit some of that to a separate ignition map for each gear. a small bike for big people, but the CBR is your friend at speed. Looking for damp stretches between the puddles, CBR steering is dead-neutral, with the usual mix of quickness and stability. Honda’s testing crew had 3mm more fork tube showing above the top triple clamp than stock, so our bike turned a little quicker than it would have right out of the box. Despite the lack of a steering damper—Akaoka-san told us a 1000RR-style electronic HESD unit was unnecessary—the CBR600RR never felt even vaguely nervous. You notice the 13 missing pounds a little bit everywhere. After threading Button-willow’s stinky-fast esses a few times, you want to buy Akaoka-san an ice-cold Asahi. Quick transitions take far less muscle on the new bike. We never complained about its predecessor’s brakes, but this year’s CBR1000-spec calipers are astonishing: powerful enough to scrub off triple-digit speeds with a calm two-finger squeeze and not a trace of fade. onto an RR rim at Buttonwillow. The best sporting 600, more so perhaps than any other niche in sportbike land, has to have it all. Big power, light weight, sharp handling that doesn’t bite, reasonable comfort, good looks and a nice price. While it’s way too early to come anywhere near that kind of call, if one day at the track is any indication, Honda’s latest has enough of everything to run up front.

Displacement: 599.00 ccm (36.55 cubic inches)
Engine type: In-line four
Compression: 12.0:1
Bore x stroke: 67.0 x 42.5 mm (2.6 x 1.7 inches)
Fuel system: Injection. Dual Stage Fuel Injection (DSFI)
Valves per cylinder: 4
Fuel control: DOHC
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
Starter: Electric
Cooling system: Liquid
Gearbox: 6-speed
final drive: Chain
Dry weight: 163.7 kg (361.0 pounds)
Seat height: 820 mm (32.3 inches) If adjustable, lowest setting.
Wheelbase: 1,384 mm (54.5 inches)
Rake (fork angle): 24.0°
Trail: 95 mm (3.7 inches)
Front suspension: 41.0mm inverted HMAS cartridge fork with spring-preload, rebound and compression-damping adjustability
Front suspension travel: 119 mm (4.7 inches)
Rear suspension: Unit Pro-Link HMAS single shock with spring-preload, rebound and compression-damping adjustability;
Rear suspension travel: 130 mm (5.1 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc. 4-piston calipers
Front brakes diameter: 310 mm (12.2 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Fuel capacity: 18.16 litres (4.80 gallons)
Color options: Black, Black/Tribal, Metallic Silver/Black, Red/Black

NSR150SP

Honda NSR 150 SP Thailand. Dicipta khas untuk memenangi ASEAN Cup dan juga untuk memenjadi motosikal terunggul di Thailand dan juga beberapa negara Asia di timur.Standard datang dengan scheme Repsol Racing .

-Power is up by 2.5 horsepower compared with the RR model. This bike is the King of the Road in Thailand for 150 cc bikes. -One of the most noticeable differences between the SP and the RR are the rear swingarm suspension.
-The SP has the cool looking PRO ARM similar to the MC28 NSR 250. Plus the rear tire size is slightly larger. Also the chamber and silencer have been revised for a improvement in performance while not effecting emissions. -The oil tank holds 1.5 liters and requires the removal of the rear tandem seat cushion to reach the lever on the bottom of the side to open up the oil tank. -The meters offer a clear view with the large centered tachometer and the speedometer reads up to 240 km/h plus. A temperature gauge keeps you informed before any over heating problems occur. -The bodywork of the SP is the same as the RR. The only difference being the Repsol colors. Now in Japan, two stroke motorcycles over 50 cc in displacement have been discontinued. Recently a few of these Thai SP models have been showing up in bike shops throughout Japan. Their price between 420,000 Yen to 430,000. Thai Honda NSR 150 SP SpecificationsModel : NSR 150 SP Engine type : single cylinder, two stroke Engine size : 149cc Bore x stroke : 59 x 54.5 Horsepower : 39.5 ps at 10,500 rpm Torque : 2.75 kg-m at 10,000 rpm Gearbox : 6 speed return Ignition : Electronic CDI unit Length : 1,970 mm Width : 685 mm Height : 1,060 mm Wheelbase : 1,355 mm Weight : 122.4 kg Tire size : (F) 90/80-17, (R) 120/80-17 or 130/80-17 There seems to be some discrepancies about the actual power that the NSR 150 SP makes, though the factory Honda catalog claims 39.5 horsepower, it is unclear if this is actually true. Some people report that 28 - 31 Horsepower is correct.

-I've tried sprinting once with this bike at Sungkai. The rider left me behind almost about 3 (3 tiang beb)poles. This bike can compete side by side with a CB400, Damn fast. Not expected to be left behind that far.
-Other different parts i notice that was different from my RR is the wiring, block, meter. Though NSR SP use the same set of engine base as RR, it is a lot more powerful than RR because of the block double valve. RR have two cdi unit while SP use one only and all other parts like servo and coils were slightly different form RR

NSR150RR

The front of the bike is different than NSR models in Japan. It features dual diamond headlights with sealed beam halogen bulbs.The rear of the bike is pure NSR with it's twin round lights. The rear passenger handle grip is unique for the NSR and offers security when you ride with someone else ( quite common in East Asia ).The NSR 150 RR is quite quick and requires some serious brakes, so it is equipped with disc brakes for the front and rear with dual piston calipers.The engine of the bike is a single cylinder dual exhaust port RC valve water cooled engine with 37 horsepower. It also has HECS which stands for Honda Evolutional Catalyzing System that reduces exhaust emissions from the bike. Model :

NSR 150 RR

Engine type : single cylinder, two stroke

Engine size : 149cc

Bore x stroke : 59 x 54.5

Compression : 6.8 : 1

Horsepower : 37ps at 10,000 rpm

Torque : 2.74 kg-m at 9,000 rpm

Gearbox : 6 speed return

Ignition : Electronic CDI unit

Length : 1,970 mm

Width : 685 mm

Height : 1,060 mm

Wheelbase : 1,355 mm

Weight : 120.9 kg

Tire size : (F) 90/80-17, (R) 110/80-17

Used this bike for more than 3 years without problem. Use it to go home from Tronoh,Perak to JB with maintain speed of 140km/j. Really have good times with my RR. MY beloved NSR RR

Kabuki Riderz banner unleashed

The new handmade Kabuki Riderz banner completed on 24 Feruary 2007 by Kabuki members. We will launched an official ride to Teluk Senangin very soon. Please stay tuned for the review

kiri: antara peserta-peserta yang bertungkus lumus menyiapkan banner.

X dapat join aktiviti ni sebab ikut civil family day kat Teluk Batik. Anyway tahniah kepada semua

Hardcore Rider?

25 Februari 2007, 10.30pm

Anda seorang Hardcore Rider/rider tegar jika?

1. Duit di dalam akaun simpanan anda banyak dihabiskan untuk motosikal
2. Anda masih single sehingga sekarang. Cinta anda hanya untuk motor
3. Sanggup menghabiskan masa berjam-jam hanya untuk minat anda terhadap motor
4. Jiwa tidak tenteram jika tidak dapat menunggang motor walaupun sehari
5. Bunyi memekak motor tak kira sbk atau kapchai potong exzos ialah halwa telinga anda
6. Jikalau anda tumbang bersama motosikal, anda lebih rela dihempap motosiakl daripada melihat walau segaris calar di coverset
7. Berasa ghairah membaca majalah motosikal
8. Tidak melepaskan peluang untuk mengikuti setiap ride yang dianjurkan kelab anda
9. Tidak akan berasa penat walau memandu berjam-jam lamanya
10. 70 peratus hayat anda dihabiskan di atas motosikal
11. Mampu tidur lena di atas motosikal kesayangan anda
12. Motosikal ialah sahabat karib anda, teman suka mahupun duka

Live to Ride -Ghost Rider-

Fraser Hill

MBC is the best.

It was a ride organized by MBC for kapchai on 25-26 Februari 2006. Went there with some of my collegeous including MBC riders. The scenery there was the best so far compared to other hills. It have lots of short and quick corner making Fraser Hill the corners very challenging. Even the slightest mistake uphill can send u down the cleft. Overall, cornering on Fraser hill needs a lot of braking but it is best to enjoy the wonderful scenery uphill and the fresh air. Lap mana lagi yang belum ku jejaki?

Cornering tips

Ni sedikit tips yang aku jumpa

Maintaining TractionBefore going into the techniques you can use to improve your cornering ability, it is worth going over the basics of traction (grip). It is essential that you maintain grip throughout your cornering manoeuvre as it highly likely that that a skid or slide will result in a spill.
Any moving object carries momentum, when you change the direction of an object, it's momentum will want to carry it in the direction it was travelling. On your motorcycle the force of the engine and the grip of your tyres is the only thing making you turn. Too much momentum against too little grip will result in a slide. The following lists some factors which will affect your grip:

Surface conditions - Rain, grease, ice, paint, mud, oil etc., will all reduce tyre grip, as will a poor road surface or worn out tyres.

Balance - Changing the balance of your bike during the corner will cause the force to shift on your tyres. Braking will cause the force to move towards the front, accelerating will move it to the rear. Too much of either will result in a slide.

Angle - The camber of the road and the amount you lean the bike over will determine the area of the tyre you use and ultimately how much grip you will get.
Your tyres are only capable of providing a limited amount of grip, you have to decide how you want to use it. If you need too much for braking, you'll have less available for Accelerating and Cornering. If you are running out of corning grip, braking will increase your chances of loosing traction. Also too much braking will compress the forks and make it harder to steer.

Basic Approach

Throughout the cornering manoeuvre you should constantly seek information about the changing situation which may require you to react. At each stage think about the potential hazards that can occur and how you might manage them. Constantly ask yourself ‘can I stop safely if I need to?’ - Always expect an oncoming car with two wheels in your lane, just around the bend.
-Position-As you approach the corner adopt the most appropriate position for the bend. When choosing your position, consider in order your safety, stability and information (view) needs, when determining the best position. Resist the temptation to smooth the bend too early as this will impact your view and limit your options.

-Speed - Aim to settle your entry speed in good time, remember slow in = fast out. This will allow you to gather information as you prepare to round the bend and keep the power on around the bend, which will improve your stability. Use the vanishing point to check that your speed remains appropriate, if it moves within your safe stopping distance, you'll need to slow down, if it moves away you may speed up.

-Gear - Selecting the appropriate gear will have a huge impact on your control as you take the bend. Choose an appropriate gear that will allow you to adapt. If the bend tightens, you'll need to slow down. If you have selected a low gear you'll be able to engine brake to wash off speed. This will affect the stability of your bike much less than applying the brakes

-Accelerate - As you reach the end of the corner (vanishing point moves away) and providing it is safe, smoothly roll the power back on as you bring your bike upright continue to accelerate until you reach the desired speed or other conditions apply. As soon as the bend hazards have past, start searching for the next hazard, resist the temptation to power out of the bend, as there may be a speed limit change or another bend ahead.

Key Tips:

1. Keep the power on slightly as you round the bend, to counter the effect of the turn and maintain your bike's stability. This also encourages the rear wheel to track outwards, which will increase the tightness of the turn, requiring you to lean the bike over less. Closing the throttle will reduce this and encourage the bike to stand up and run wide.


2. Keep your head up and physically look where you want to go, this will help you put the bike where you want it to be and the position will feel more natural. If you stare at the edge of the road, it's where you'll end up.


3. Avoid using the brakes when cornering If you need to slow down use engine braking, if that is not enough use only the rear brake with extreme caution. In 9 out of 10 situations applying the brakes will not improve things and is likely to make the steering heavier and encourage the bike to sit up and run wide. The only time braking will help, is if the bend goes down hill. Physically leaning your body toward the turn will tighten your line and reduce your lean angle.


4. Keep your arms loose and your weight off the bars, as this will increase your control. If you press down slightly on the pegs you'll find the steering becomes a lot lighter and the bike will be more responsive.


5. Use Counter Steering to initiate the turn - Counter Steering is steering the bike in the opposit direction

Cameron

Sabtu, 3 Februari 2007

-Bersama beberapa orang Kabuki_riderz mendaki Cameron disamping menyambut kedatangan GhettaScootz Clan di Cameron


-Ni kali ke3 naik Cameron dan kali ni yang paling bes sebab dapat ikut brader Macx masa turun. Brader Macx ni kira regular Cameron la. Dulu naik CBR400. Aritu naik 125Z je. Tapi dia tetap laju

-Jalan kat Cameron ni memang cantik. Jalan besar so kalau overshoot pun x risau sangat, banyak ruang lagi. Cameron mempunyai gabungan koner labuh dan koner pendek membuatkan ia cukup sesuai untuk semua golongan rider yang inginkan kepuasan melayan selekoh dibukit. Cuba jagan tak cuba. Naik atas boleh beli strawberi dan macam-macam lagi

Awana dan Bukit Tinggi

Ahad, 11 Februari 2007

-Perjalanan bermula pada pagi Ahad kira-kira jam 8.30 bersama MatSP dan Exzos. Termakan kata-kata MatSp dan rakan-rakan untuk menakluk Awana dan Bukit Tinggi

-Berhenti di Petronas dan bersama dengan rakan-rakan yang lain lalu meneruskan perjalanan medaki jalan di Awana. Jalan di Awana agak besar dan menampilkan lap-lap yang agak mencabar. Cuma keadaan jalan kurang baik di sesetengah kawasan menyebabkan rider terpaksa lebih berhati-hati. Keadaan bukit agak tinggi memerlukan panduan dalam rev yang tinggi(macam nak tercabut exzos rasanya).

-Berhenti di kawasan rehat untuk mengalas perut buat seketika. Di perhentian ini dapat dilihat barisan-barisan superbike menyebabkan rider-rider yang membawa 150cc kebawah agak cemburu melihat motor-motor besar yang masih belum mampu dimiliki.

-Turun Awana x berapa seronok sebab ada bonggol dan jalan kurang elok. Tetapi masih boleh di'layan'.

-Seterusnya menawan bukit tinggi. Walaupun jalan agak sempit, tetapi lap-lap di bukit tinggi mencabar dan menyeronokkan. Jalan pun masih baru maka x berasa risau ketika mengambil lap. First time rasa layan gila amik lap sampai ke kawasan rehat

-Jalan turun pun keadaan sama. Punyalah syok sampai lupa diri, akhirnya mendapat habuan cantik di suatu selekoh akibat mengikut dewa bukit tinggi Pak Arshad. Tengah sedap baring kat selekoh tiba-tiba panik kerana tidak mampu membuat baringan seperti Pak Arshad dan CBR150nya. Akhirnya terpaksa membuang motor kerana kuasa brek tidak mencukupi untuk memperlahankan motor dalam masa yang singkat.

-Nasib baik bro Exzos datang menyelamatkan keadaan bersama dua orang lagi rakan rider menaiki. Maka turunlah dari bukit tinggi bersama NSR RR naked.

-Bertolak pulang ke Tronoh kira-kira jam 5.30 petang bersama kenangan manis di Awana dan Bukit Tinggi

kesuluruhannya, awana dan bukit tinggi memang bes bagi mat leper terutamanya bukit tinggi. perasaan yang berbeza ketika menawan selekoh di Bukit Fraser dan Cameron

My Ride

My First Ride NSR 150RR

The front of the bike is different than NSR models in Japan. It features dual diamond headlights with sealed beam halogen bulbs.The rear of the bike is pure NSR with it's twin round lights. The rear passenger handle grip is unique for the NSR and offers security when you ride with someone else ( quite common in East Asia ).The NSR 150 RR is quite quick and requires some serious brakes, so it is equipped with disc brakes for the front and rear with dual piston calipers.The engine of the bike is a single cylinder dual exhaust port RC valve water cooled engine with 37 horsepower. It also has HECS which stands for Honda Evolutional Catalyzing System that reduces exhaust emissions from the bike.

Model : NSR 150 RR
Engine type : single cylinder, two stroke
Engine size : 149cc
Bore x stroke : 59 x 54.5
Compression : 6.8 : 1
Horsepower : 37ps at 10,000 rpm
Torque : 2.74 kg-m at 9,000 rpm
Gearbox : 6 speed return
Ignition : Electronic CDI unit
Length : 1,970 mm
Width : 685 mm
Height : 1,060 mm
Wheelbase : 1,355 mm
Weight : 120.9 kg
Tire size : (F) 90/80-17, (R) 110/80-17

Used this bike for more than 3 years without problem. Use it to go home from Tronoh,Perak to JB with maintain speed of 140km/j. Really have good times with my RR. MY beloved NSR RR