It's sad, but true, fact that some motorcycles, albeit not many, are made with crappy brakes. And if your motorcycle is more than a few years old, the chances of a marginal stock setup increase. The old Suzuki Hayabusa is a case in point – it's extraordinarily fast, long and heavy, and the stock six calipers can't really cope.

With these motorcycles, fitting braided brake hoses, more aggressive brake pads and even new discs may not make enough difference. In which case, the only answer is to buy new calipers and, ultimately, a new master cylinder and lever unit. The output force of braking system depends on the relationship between the input force at the lever, the area of the master-cylinder piston and the area of the caliper pistons.

So, you've got more power, faster acceleration and higher top speed. But it's no good arriving sooner unless you can also stop quicker – as any racer will attest. Are your brakes keeping up with your motorcycle's ever-faster performance? If not, it's high time to consider how you can help them catch up.

When it comes to upgrading your brakes, there are all kinds of different options available. You can spend anything between 1500 THB and 80,000 THB on improving your motorcycle's stopping power, so you need to have a long think about what you can afford and what you really need. Of course, the best aftermarket solution for you also depends on what kind of riding you do: Are you a trackday addict who wants to out-brake your friends into the corners, or do you just want more confidence in avoiding dopey motorists on your daily commute? Whether you want more power, improved feel, or sharper initial bite – you can tweak your brakes to suit your needs.

Many modern motorcycles come with excellent brakes as standard, and if they're poor, then maintenance may be the first issue. Make sure the basics are covered before taking the upgrade route – fresh pads, fluid and bleeding can transform a tired stock brake setup. If you still need more, then the first and most obvious improvement is a set of braided brake lines.

The most recognizable motorcycle engine in the world is the V-Twin. Whether it's chugging along for cruising the Thai country side in a Harley-Davidson or screaming its way to yet another world superbike championship inside a Ducati there's no doubt the V-Twin engine layout is successful. But why is it that? And more to the point, what does layout mean anyway?

It's not uncommon for men to fantasize about riding V-Twins. I'm told it's the same for women too, which only goes to prove how universally popular this particular engine configuration really is. And it is popular. In terms of how long it's been powering motorcycles, the V-Twin is second only to the single-cylinder layout, which had to come first for obvious reasons. So what is it about the V-Twin engine arrangement that makes it so enduringly popular, and are all the stories about exceptional grunt really true?

Before we go too far we should point out that there's more than one way to twin an engine – the most obvious being to stick two single cylinder engines side by side to create what's called a parallel twin. If we fail to line the two cylinders up of course, we'll get a V-Twin.

The term V-Twin actually covers a number of designs as the V doesn't relate to a specific angle. In the past manufacturers have used V-angles ranging from 42° - 70° while the rest seem to have settled in the region of around 60° to 65°. Then of course there's Ducati and Moto Guzzi who favor the 90° twin, which can be referred to as an L-twin or, more commonly, a 90° V-Twin.

BMW continues to push the boundaries of motorcycle technology. Just 3-years, BMW introduced its first superbike, the S1000RR a move that distinctly disoriented the major Japanese motorcycle makers. Now, BMW has come up with Adaptive Headlight technology as option for its BMW K1600GT mega-tourer.

BMW's Adaptive Headlight Technology overcomes the problem of cornering blind on a motorcycle at night, for the headlight turns according to the amount of lean angle dialed in. It's surprising that other motorcycle manufacturers haven't thought of this solution earlier, given how widespread the technology is in the car industry.

Check out these Alpinestars Durban Boots guys! When a call came through from one of our suppliers asking if we'd like to try out some high-tech Alpinestars Durban motorcycle touring boots, I jumped at the chance. My previous Alpinestars boots has served me incredibly well over the last few years, so the only thing I had to think about was what size and color I wanted.

Size is straightforward, of course, but I thought I'd take a bit of a risk on the color and selected the black/champagne ones. Also they had that color on stock, while the black/grey would take another 14 days. So a pair of size 43 Alpinestars Durban Boots in Black/Champagne color turned up in a few days. Laugh if you want – everybody else in the office has – but, lacking any sense of fashion, right or wrong, I've been trying them out. And they're really good.

Color choice aside, my initial fear was that they'd be a pain to get on and off, but somehow they're not. The three motocross style buckles and Velcro flap take no more time than the zip and Velcro of my old boots. Once on, they feel reassuringly solid without the smothering feel of true off-road footwear. They did take a bit of breaking in, but they've been worth it so far.

Head injuries suffered by motorcyclists are a leading cause of death and disability, and are proportionately more severe than those sustained from other road traffic or sporting accidents. The specific types of brain injuries following motorcycle accidents tend to have prolonged consequences and often incomplete recoveries. Your helmet is important.

Motorcycle helmets do more to protect us than any other piece of kit – they reduce the incidence of death and head injury, reduce hospitalization, and reduce the chance of intensive care admission. The overall head injury reduction risk is about 72 percent; well worth a few extra thousand Baht invested in a good motorcycle helmet. It's worth noting though that you have to invest to get the benefit, or you might as well not bother. If you compare study outcomes from countries with 'type approval' law and countries without type approval law, riders with non-type approved helmets actually sustain head injuries more frequently, and of greater severity, than those riders who crash with no helmet on at all!!!

Cheap and heavy motorcycle helmets are a bad investment – not only are they less effective at dissipating the force of an impact, the extra weight of a heavier helmet on your head has to pivot somewhere, and this puts additional strain on the cervical spine, increasing the likelihood of a neck injury.

Dunlop's Sportsmart is a tire with some serious ground to cover; it'll butt-up to the track-focused 'GP- Racer' at one end and tramp all over the very capable 'Roadsmart' road tire's capabilities at the other. In a bid to clean up the old, confusing list of Dunlop tires, Dunlop has introduced a 'one tire for all' approach for sportsbike riders.

The Dunlop Sportsmart is a NTEC motorcycle tire. What is NTEC you ask? The NTEC acronym gives a nod to Dunlop's race-developed technology, giving better tire life and grip consistency. The 'continuously wound' construction of NTEC (New Technology, NT was registered by Microsoft) means cooler running temperatures, a multi-compound tread and, importantly, a larger contact patch.

The Harley-Davidson FXRG textile suit, this could be a very short feature. The Harley-Davidson FXRG textile two-piece is, without doubt, the finest all weather riding gear I have ever used. There I've said it.

I started using the Harley-Davidson FXRG suit back in 2008, along with the H-D Electra Glide Ultra that was once my favorite touring bike. I'm normally a leather motorcycle suit man, weather permitting, but the arrival of the bike, and the suit, coincided with a very wet weather, so it was quickly pressed into service.

As you might have expected from Harley-Davidson the quality is first class, despite not being cosseted a quick wipe down with a dam cloth returns the clean look. What you might also expect from Harley-Davidson the quality reflects in the price, with the jacket costing, in 2008, 21,000 THB and the trousers 18,000 THB. But what you wouldn't expect, perhaps, is how understated they are, with not a hint of orange to be seen.

Those clever direction finders at Garmin have been at it again, ensuring that us motorcyclists aren't ignored when it comes to satellite navigation. We've had the Zumo 660 and 220 for a few years now, and we use them extensively to navigate our way around Thailand and South-East Asia. Why them? Because they work – impeccably.

Technology doesn't stand still though, and soon we will see the launch of of the new Zumo 350LM GPS navigator – a waterproof, stylish, rugged, sunlight readable, high-resolution and glove-friendly 4.3-inch touchscreen satellite navigation for motorcycles. It's the first motorcycle navigator with lifetime maps too, so you won't have to worry about updates. And if you know which route you want to follow, you can even prepare in advance using Garmin's free Basecamp software to plan your route before you go. Clever stuff indeed.

If you must go to work, then at least grant yourself an enjoyable journey and go by motorcycle. The benefits are multiple; extra minutes in bed, as you'll save time, and you'll arrive feeling awake and alive – whatever the weather. Home-time will be even sweeter, too, when you high-tail to freedom with the twist of a wrist. Why save your motorcycle for the weekends? Commuting unites the pleasure and practicality of motorcycling, and your kit needs to reflect this purpose.

Most commutes involve a variety of roads and entail a range or speeds, so you need a motorcycle helmet with all-rounder credentials. Racy full-face helmets are okay, but the noisy ventilation can give you a headache, and there's no point flaunting a lairy paintjob just to ruin it with road grime. A utility full-face or flip-up helmet is the order of the day, providing good performance at all speeds and in all weathers. Real-world benefits like a removable/washable lining, anti-fog insert and flip-down sun-visor are all worth considering.

Once you recognize the benefits of motorcycle commuting, you'll want to use the motorcycle all year – or a least until the rain starts flooding the roads. So you need a decent multifunction jacket that will keep you dry, safe and not to hot, and which zips to a pair of leather or textile motorcycle trousers. A good all-season Cordura jacket should cover all bases, all year round. Make sure the armor 'sits' securely on your elbows and shoulders, and wear a back protector. Go for the best jacket you can afford, from a reputable brand.