Check out the uploaded videos on YouTube.
From Singapore to Johor Circuit
From Johor Circuit to Singapore
Ride safe.
Sunday, 28 July 2013
How to: Go to Johor Circuit from Singapore and back
I've made video turn-by-turn navigation guides on how to go to Johor Circuit from Singapore, and how to go back to Singapore from Johor Circuit.
Check out the uploaded videos on YouTube.
From Singapore to Johor Circuit
From Johor Circuit to Singapore
Ride safe.
Check out the uploaded videos on YouTube.
From Singapore to Johor Circuit
From Johor Circuit to Singapore
Ride safe.
Tweet
Wednesday, 17 July 2013
Review: Ohlins Steering Damper SD 020
I've been procrastinating the purchase of a steering damper for a really long time. Until recently, where I pushed hard enough while exiting a corner at the track and experienced a mild acceleration head-shake. Head-shakes can be caused by uneven surface, improper suspension setup, incorrect throttle inputs, and many other reasons. Most of the problems can be resolved by improving bike setup and rider skill, but you cannot fix surface imperfections. That's where a steering damper comes in handy, to save you from the dreaded tank-slapper.
I finally bought a steering damper. Not just any steering damper, but an Ohlins Steering Damper SD 020 for the Yamaha R6. Ohlins, a world-renowned suspension company, used predominately by the best race teams in MotoGP and WSBK, there is no question about their quality.
The Steering Damper
Everything you need for installation comes in the box. Just follow the instructions and install, a simple 10-minute job. Damping adjustment is done by turning a knob, which is conveniently on the side of your clutch hand, you can adjust it on the fly to accommodate to changing road conditions.
Adjustment
The steering damper has an adjustment range of 18 clicks. Turning the adjustment knob clockwise increases the damping, making it harder to steer; turning it counterclockwise decreases the damping, making it easier to steer. The owner's manual recommends an initial setting of 10 clicks from full clockwise. The recommended settings should work as a starting point to fine tune to your preference and road conditions.
Ideally, a steering damper should not hinder the operation of your motorcycle, and only react when it needs to. At the recommended settings, it seems to perform just fine. If you hit a bump hard enough, the steering damper should be able to react to prevent a tank-slapper from occurring.
Functionality
It does its job extremely well, period.
Price
The Ohlins Steering Damper SD 020 costs SGD$900. This is slightly more expensive than the previous model which did not come with the installation brackets. If you do your sums by adding the price of the older steering damper and custom brackets, it works out to be about the same, except that you have Ohlins branded brackets now.
Conclusion
A steering damper is not just for track riders, it is especially more important for street riders because of varying road conditions (e.g. pot holes). Race tracks are generally smoother, and are the same every lap. Public roads can be treacherous, and can differ every time you go past the same stretch of road. Invest in a good steering damper like the Ohlins', it could have prevented the terrifying tank-slapper in the video below.
RB Rating: 10 / 10
Ride safe.
I finally bought a steering damper. Not just any steering damper, but an Ohlins Steering Damper SD 020 for the Yamaha R6. Ohlins, a world-renowned suspension company, used predominately by the best race teams in MotoGP and WSBK, there is no question about their quality.
The Steering Damper
Everything you need for installation comes in the box. Just follow the instructions and install, a simple 10-minute job. Damping adjustment is done by turning a knob, which is conveniently on the side of your clutch hand, you can adjust it on the fly to accommodate to changing road conditions.
Adjustment
The steering damper has an adjustment range of 18 clicks. Turning the adjustment knob clockwise increases the damping, making it harder to steer; turning it counterclockwise decreases the damping, making it easier to steer. The owner's manual recommends an initial setting of 10 clicks from full clockwise. The recommended settings should work as a starting point to fine tune to your preference and road conditions.
Ideally, a steering damper should not hinder the operation of your motorcycle, and only react when it needs to. At the recommended settings, it seems to perform just fine. If you hit a bump hard enough, the steering damper should be able to react to prevent a tank-slapper from occurring.
Functionality
It does its job extremely well, period.
Price
The Ohlins Steering Damper SD 020 costs SGD$900. This is slightly more expensive than the previous model which did not come with the installation brackets. If you do your sums by adding the price of the older steering damper and custom brackets, it works out to be about the same, except that you have Ohlins branded brackets now.
Conclusion
A steering damper is not just for track riders, it is especially more important for street riders because of varying road conditions (e.g. pot holes). Race tracks are generally smoother, and are the same every lap. Public roads can be treacherous, and can differ every time you go past the same stretch of road. Invest in a good steering damper like the Ohlins', it could have prevented the terrifying tank-slapper in the video below.
RB Rating: 10 / 10
Ride safe.
Tweet
Monday, 8 July 2013
Review: Pirelli Diablo Supercorsa SC2 V2
The Pirelli Diablo Supercorsa SC2 has been updated for 2013, and I am glad I fitted a set to my R6. For easier identification, the updated Diablo Supercorsa has an additional "V2" suffix to its name.
The Tyre
Diablo Supercorsas have been known for their excellent dry grip at breakneck cornering speeds, if you need a reference for that, go watch WSS races. The Pirelli Diablo Supercorsa SC series are race compound tyres, the same tyres that WSS race teams are using for their race bikes.
On first look, you would notice two distinct differences from the previous Diablo Supercorsas. Firstly, there is an embossed name on each side of the slick shoulder of the rear tyre, at the contact area where you are at maximum lean.
Secondly, and the most obvious change is the updated tread design, termed the single element tread design. This new tread design looks like streaks of lightning, and are more concentrated towards the centre of the tyre.
Grip & Handling
With less tread on the side of the tyres, the "naked" area of the slick shoulders are now 24% wider than the previous Diablo Supercorsas. The new Diablo Supercorsa provides a larger contact patch and increased grip at steep lean angles, which is an impressive update to a tyre that has been known to provide impeccable grip while leaned over.
The new 120/70 ZR17 front tyre has a 4 mm wider profile than its predecessor, which makes the front end feel slightly more predictable at maximum lean.
Practicality
From my own experience, the harder Diablo Supercorsa SC2 compound works well in Southeast Asia's hot climate. Pirelli also manufactures a SP version of the Diablo Supercorsa, which is a slightly more street oriented tyre. The Diablo Supercorsa SP favours tyre longevity over grip, and is still capable of handling a few track days. Personally, I would recommend the SC2 compound, to have the best grip available when you need it the most, especially at blistering speeds on the race track.
I use SC2s on the streets too, with a higher tire pressure to reduce tyre wear. Something like 32 PSI front and 29 PSI rear seems to suit my street riding style. My last pair of Diablo Supercorsa SC2s lasted me about 10,000 km, including 5 track days over 6 months of use. Though I must admit the grip on the last track day was not very confidence inspiring.
In the wet, I would be very careful with Diablo Supercorsas, including the SP version. On a wet track, Diablo Supercorsas should not even be on your consideration list, they are horrible in wet conditions. You should be fine with them on the street though, if you ride sensibly. Just use less lean angle (you shouldn't be scraping knee pucks on the street anyway), leave more room for braking, and you will finish the ride safe and sound.
Price
A 120/70 ZR17 front tyre and a 180/60 ZR17 rear tyre cost me SGD$550, including installation and balancing at HKL. Yes, it is expensive, but I would rather pay the difference to get the best grip that I can afford, than to spend more money repairing my bike after lowsiding it with a mediocre tyre.
Conclusion
If you are looking for the best track oriented tyre, look no further. If you are already a Pirelli Diablo Supercorsa fan, then get yourself the updated tyres and feel the difference. Don't judge based on my opinions, look at the WSS racers, and judge for yourselves.
RB Rating: 10 / 10
Ride safe.
The Tyre
Diablo Supercorsas have been known for their excellent dry grip at breakneck cornering speeds, if you need a reference for that, go watch WSS races. The Pirelli Diablo Supercorsa SC series are race compound tyres, the same tyres that WSS race teams are using for their race bikes.
On first look, you would notice two distinct differences from the previous Diablo Supercorsas. Firstly, there is an embossed name on each side of the slick shoulder of the rear tyre, at the contact area where you are at maximum lean.
Secondly, and the most obvious change is the updated tread design, termed the single element tread design. This new tread design looks like streaks of lightning, and are more concentrated towards the centre of the tyre.
Grip & Handling
With less tread on the side of the tyres, the "naked" area of the slick shoulders are now 24% wider than the previous Diablo Supercorsas. The new Diablo Supercorsa provides a larger contact patch and increased grip at steep lean angles, which is an impressive update to a tyre that has been known to provide impeccable grip while leaned over.
The new 120/70 ZR17 front tyre has a 4 mm wider profile than its predecessor, which makes the front end feel slightly more predictable at maximum lean.
Practicality
From my own experience, the harder Diablo Supercorsa SC2 compound works well in Southeast Asia's hot climate. Pirelli also manufactures a SP version of the Diablo Supercorsa, which is a slightly more street oriented tyre. The Diablo Supercorsa SP favours tyre longevity over grip, and is still capable of handling a few track days. Personally, I would recommend the SC2 compound, to have the best grip available when you need it the most, especially at blistering speeds on the race track.
I use SC2s on the streets too, with a higher tire pressure to reduce tyre wear. Something like 32 PSI front and 29 PSI rear seems to suit my street riding style. My last pair of Diablo Supercorsa SC2s lasted me about 10,000 km, including 5 track days over 6 months of use. Though I must admit the grip on the last track day was not very confidence inspiring.
In the wet, I would be very careful with Diablo Supercorsas, including the SP version. On a wet track, Diablo Supercorsas should not even be on your consideration list, they are horrible in wet conditions. You should be fine with them on the street though, if you ride sensibly. Just use less lean angle (you shouldn't be scraping knee pucks on the street anyway), leave more room for braking, and you will finish the ride safe and sound.
Price
A 120/70 ZR17 front tyre and a 180/60 ZR17 rear tyre cost me SGD$550, including installation and balancing at HKL. Yes, it is expensive, but I would rather pay the difference to get the best grip that I can afford, than to spend more money repairing my bike after lowsiding it with a mediocre tyre.
Conclusion
If you are looking for the best track oriented tyre, look no further. If you are already a Pirelli Diablo Supercorsa fan, then get yourself the updated tyres and feel the difference. Don't judge based on my opinions, look at the WSS racers, and judge for yourselves.
RB Rating: 10 / 10
Ride safe.
Tweet
Subscribe to:
Posts
(
Atom
)