What sort of bike will keep its cool on a desert ride?

Why are my brakes buzzing? Q Your le­gal ques­tions Am I to blame if the other ve­hi­cle was on my side? Q ‘ The court said the biker should have been closer to the mid­dle of his lane’ Andrew Camp­bell

Motorcycle News (UK) - - Garage -

I have re­placed the front brake pads on my Kawasaki ZX-6R, from stock pads to EBC dou­ble-h sin­tered. They stop the bike a lot bet­ter, but I have no­ticed a buzzing or hum­ming noise from them when I brake. It’s not loud and the brakes work well but it wasn’t there with the stock pads. The stan­dard discs are still in mint con­di­tion. Alan Hunt, Wal­worth

An­swered by Ian Ed­wards, Mode Per­for­mance In the same way that a vi­o­lin bow pro­duces a sound when rubbed across the in­stru­ment’s strings, dif­fer­ent pad ma­te­rial will res­onate with the vary­ing pat­terns of cool­ing holes in discs on dif­fer­ent bikes. It’s noth­ing to worry about and you may find that clean­ing the discs with brake cleaner will tune it out. Con­sider re-fit­ting the stan­dard anti-rat­tle back­ing plates if you’ve re­moved them.

An­swered by Chris Scott, Sa­hara ex­pert and au­thor of the Ad­ven­ture Mo­tor­cy­cle Hand­book

The ben­e­fits of one en­gine-cool­ing sys­tem over an­other are not clear cut. Liq­uid-cooled en­gines don’t nec­es­sar­ily run cooler than air-cooled, if any­thing the liq­uid en­ables them to run hot­ter, but the in­ter­nal tem­per­a­ture varies less and is more evenly spread, which en­ables cleaner, more pow­er­ful and more ef­fi­cient en­gines. The prob­lem is that the liq­uid-cool­ing sys­tem causes more than half of en­gine break­downs in the desert, and stuck in traf­fic on a hot day, some ra­di­a­tor fans are barely bet­ter than waft­ing a news­pa­per.

Be­fore you set off into the wilds, check the con­di­tion of the cool­ing sys­tem and con­sider fit­ting a ra­di­a­tor guard to pre­vent flicked stones caus­ing holes.

Air-cooled en­gines, mean­while, need to run rel­a­tively rich (higher fuel-air mix) to keep the ex­haust port cool, which means fumes that con-rods spin­ning a crank. When a dyno tech­ni­cian talks about torque, that’s what he means (un­less he’s bolt­ing down a cylin­der head). In the UK 1 lb.ft (or 1.4 met­ric New­ton-me­tres) is de­fined as one pound of force act­ing one foot from its pivot. At 2000rpm, a KTM 1290 Su­per Duke’s crank will turn as if it had a one foot lever with 32 one pound bags of sugar on the end.

But that’s a snap­shot. En­gine torque changes with revs, as per a curve on a dyno plot. Two things mat­ter: the shape of the curve, and the quan­tity of torque. The shape (and where peak torque oc­curs) is in­flu­enced by fun­da­men­tals such as the num­ber of cylin­ders, their lay­out, the bore, stroke and cam tim­ing. If you’re designing a new en­gine, these are the foun­da­tions for its char­ac­ter.

But quan­tity of torque de­rives mainly from en­gine dis­place­ment: ‘ain’t no sub­sti­tute for cubes, al­though vol­u­met­ric ef­fi­ciency (how well fuel and air get into and out aren’t good for the daisies. But they are sim­ple and they work.

The down­side is that there’s no cool­ing when stood still with no air run­ning over the cool­ing fins, they run richer than wa­ter-cooled, are less fuel-ef­fi­cient and can wear out sooner than wa­ter-cooled en­gines.

De­spite the com­pli­ca­tion, liq­uid­cool­ing is best in the long run, they have im­proved en­gine longevity, are more fuel-ef­fi­cient and they of­fer higher per­for­mance and re­duced emis­sions. of the com­bus­tion cham­bers) and ther­mo­dy­namic ef­fi­ciency (how well it burns it in be­tween) also mat­ter. I had an off in a near col­li­sion with a re­cov­ery ve­hi­cle on a coun­try road. There was one lane go­ing each way with a dou­ble white line. I came round a long bend and the van was a bit over my side of the line. I tried to avoid him but lost con­trol. Un­be­liev­ably the re­cov­ery com­pany’s in­surer is blam­ing me.

Chris Roberts, email

The start­ing point is that one should not cross the dou­ble white line un­less it is safe to do so and is nec­es­sary for a spe­cific pur­pose, for ex­am­ple pass­ing a horse. The re­cov­ery driver was over the line so one would think he is al­ways go­ing to be held li­able in such cir­cum­stances, es­pe­cially if you stayed on your side of the white line. How­ever, this is not al­ways the case. The Court of Ap­peal de­ci­sion in White­ford v Kubas UAB ap­pears to be rel­e­vant al­though the width of the ve­hi­cle may be the dis­tin­guish­ing fac­tor.

In that case it was ac­cepted that the truck was over the white line and that the mo­tor­cy­cle was close to but not touch­ing his side of the white line. The truck was a wide one. In or­der to drive along the road with­out hit­ting the near­side verge he had to be slightly over the line. This was ac­cepted as be­ing rea­son­able as any closer to the verge and that could have led to an ac­ci­dent from col­lid­ing with the verge. The court held that the biker should have been closer to the mid­dle of his own lane and the case went against the biker. You need to con­sider the full judg­ment of the case to try and dis­tin­guish it from your case and as I say the width of the re­cov­ery ve­hi­cle should be in­ves­ti­gated.

It can be ex­pen­sive but NZ is well worth tour­ing by mo­tor­cy­cle Cool­ing prob­lems are a night­mare in the desert Big V-twins are torquey, right? It’s not quite that sim­ple

Newspapers in English

Newspapers from UK

© PressReader. All rights reserved.