All sorts of problems are blamed on petrol that's 'gone off' either in a motorcycle's fuel tank, separate petrol can and even rumors of bad petrol at not so busy petrol stations. Is this really a problem and, if so, how should you combat it?

So we called a well known English-Dutch petrol company and talked to one of there research chemist to cut through the hype and give us the facts on bad petrol.

'Petrol in a sealed can does not go off, provided it is container made to hold petrol. Petrol stored at petrol tank underground storage tanks will be okay for years. About the only additive in fuel is the detergent, and it doesn't evaporate. In these lead-free days, octane number depends on the molecular make-up of the fuel, and all you need to do is stop evaporation. Even the smallest molecules in there (such as hexane) can't get through metal. Plastic, as used for fuel containers, is itself made up of long-chain hydrocarbons (usually high-density polyethylene) which have similarities with the short-chain petrol hydrocarbons, so small petrol molecules worm their way into the relatively large spaces between the plastic molecules and get out the other side. Losses can be several percent over long periods (months) but thick plastic helps reduce this. You can't beat metal with its compact atomic structure for storing petrol. This is the main reason why underground petrol storage tanks are made of metal.

Whether on road or track, everyone who get on a motorcycle want to get better. But how? The bad news is that there aren't any shortcuts or magic potions when it comes to improving your riding skills. But here are a few key things that will help you, ideas to think about, no matter what level your ride at.

When riding relax. We know, it's much easier said than. Those first few weeks or months after you start riding a motorcycle can be intimidating and nerve-shredding.

But for a whole host of reasons, relaxing when you are on the motorcycle is important. Being physically tense will give you back, neck and shoulder pains over a long distance and the strong grip on the handlebars will give you numb fingers and a lot less feeling for what's happening with your front tire and brakes.

So how do you relax? Well, until such time as you unthinkingly slump onto the saddle of your motorcycle, you've actually got to tell yourself to 'relax' and mentally go through a checklist of neck, shoulders and arms, letting them go limp. Consider the grip you exert on your handlebars and the throttle, and see how lightly you can hold on – we'll bet it's a lot less than you normally hold on. How little tension and pressure do you actually need to have on the handlebars? It it less than you think?

Baja Auto, one of India's largest motorcycle manufacturers, recently bought another 6.3 percent stake in KTM of Austria, thereby raising their total stake to just over 47 percent. The deal was made through Bajaj Auto International Holding, a wholly owned subsidiary of Bajaj Auto based in the Netherlands.

Although Bajaj official have confirmed the deal, no details have been divulged as yet. Stefan Pierer (KTM CEO) and Rudolf Knünz (Managing Director of Knünz GmbH and Chairman of the Supervisory Board at KTM) hold together about 51% stake in KTM.

In the knowledge that selling motorcycles alone is never going to be a profitable business, dealers make a much bigger percentage mark-up on parts, particularly those that we all need on a regular basis, the consumables. And since that mark-up is percentage based – often as much as 50 or 50 percent of what you pay stays with the dealer – difference in price between brands are exaggerated. For instance, a chain/tire/helmet that costs 5,000 THB probably cost the dealer around 3,000 THB, wholesale – 2,000 THB mark-up.

But something that retails for 10,000 THB would have an 4,000 THB mark-up. Still 40 percent, but the amount above and beyond the actual manufacturing cost that you're paying is on the increase.

That might give the impression that dealers are robbing you blind on certain products, but the truth is that while some carry big margins, just as many offer little in the way of profit. If all dealers cut their margins on tires, prices elsewhere would have to rise to compensate – even if you've only been riding a brief time, you've probably already seen motorcycle shops near you disappear; few people in the motorcycle industry make a lot of money, so to survive in the industry is to walk a tightrope – offering deals that will attract you, the customer, while still paying the bills.

One of the few areas where profits o seem to flow freely is towards the top end of motorcycle kit, where, it might be argued, you're paying for the 'name' rather than simply the cost of the product. Shoei's yearly figures reveal that the cost to make its kit was just 63 percent of the income it received for it, and even after transport (1.98 percentage), advertising (5.92 percentage), salaries and bonuses (5.61 percentage) and various other expenses were taken into account, it still left an operating income that accounted for 10 percent of its overall income from sales. Compared to the money in making motorcycles, that's an impressive margin, and the men at the top get to enjoy it, with 'directors' benefits accounting for 1.14 percent of the firm's entire sales income.

The 250cc segment is relatively new, but many motorcycle enthusiasts are keen on buying a motorcycle bigger than 150cc for the thrill of riding. Kawasaki blazed this trail when they brought the Kawasaki Ninja 250R onto the Thai market. Followed by some local and Chinese motorcycle manufacturers.

Honda has not so long ago introduced the Honda CBR250R. Recently KTM launched the KTM 200 Duke, a fast and lightweight streetfighter. Suzuki has shown interested in the 250cc market and has its 250cc Suzuki Inazuma 250 ready to be introduced on the Thai market.

There is one traffic rule above all others that it really is best to obey all of the time: Keep to the correct side of the road. It's easier than you might think to get it wrong.

This is generally done by European or American tourist renting a motorcycle in Thailand. It unleashes a chilling primeval fear when you round a corner to find a huge one-ton pickup truck bearing down on you. So how to avoid this dangerous behavior?

Write a reminder on the headstock or on some tape stuck on the fuel tank. You're likely to see it when you insert your key. Starting off is the most likely time to forget which side you should be on.

Tie a piece of ribbon around the left-hand mirror so it's flapping just enough to remind you periodically to be on the correct side of the road.

The raining season is coming and we should practice drills for bad conditions.

Knowing the road is an important part of wet weather riding because you'll know where puddles form, mud gathers or corners are slippery. If you know the corner ahead has a manhole in the middle, or the road under the flyover gathers water in heavy rain you can be prepared.

Having said that, a road surface can and will change on different days so reading the ever-changing surface is extremely important. You'll need to be more observant at this time of year, constantly scanning the surface, watching other traffic, adjusting lines and adjusting speed. Not forget that the average Thai car driver will hit the brakes when more than 7 rain drops land on his front window.

PT Astra Honda Motor (AHJ), Honda's joint venture company in Indonesia responsible for motorcycle production and sales, determined to build the Fourth Motorcycle Plant that produces scooter model exclusively with 1,100,000 units production capacity per annum, in order to satisfy the vigorous demand of remarkable Indonesia markets.

The annual production capacity of AHJ through the construction of Fourth Plant including the existing First, Second and Third Plant will become 5,300,000 units in total, and AHJ is continuing to establish the production system throughout the concept of "To supply 100% good products, with speed, affordability, and low carbon". This plant, which will be built in Bukit Indah Industrial Park about 70 kilometers east from central of Jakarta, is planned to start the operation in the autumn of 2013. The investment amount for the new plant is approximately 3.128 trillion Indonesian rupiah (approximately 27.5 billion yen), and AHJ plans to employ around 3,000 new employees, so in total the employees will become around 21,000 associates altogether with the existing plants. Reduction of CO2 emissions, utilization of the natural power sources by wind power generator and solar power generator, and adoption of automation at process are also tackled positively for this new plant, aimed to be an environmental green plant for employees, community and natural environment.

Have you considered the effect your body can have on the motorcycle when you're riding? It's a subject that's full of myths and it comes right from the very top of riding and racing. You may have heard some of these things; “You need to press the outside peg to make the motorcycle grip,” or “you use your body weight to lean the motorcycle over,” or “steering a motorcycle is done through the foot pegs.”

But if we are to look at what your motorcycle needs it becomes easier to see that these statements lack an understanding of what a motorcycle needs to go round a turn.

How much do you weight? Even a light rider, say 50kg or less can have a massive effect on their motorcycle if they are imprudently or abruptly moving that weight around on the motorcycle – particularly in corners.

Motorcycles aren't designed to deal with your mass moving around when you want to carve an arc. Motorcycles are designed to deal with the surface in a bid to keep the tires on the surface and therefore give you traction so you can counter those cornering forces trying to push you to the outside of the turn via the tire's contact patch.

Some motorcycles are restricted to 300km/h, but not all. In 2000, the Japanese manufacturers had a gentleman's agreement to limit motorcycles to 300km/h. The Suzuki Hayabusa was already on sale, capable of more and the big four manufacturers were nervous that if they didn't impose a speed limit on themselves, someone else might introduce a far stricter one.

From 2001, Suzuki Hayabusa's were restricted, and Kawasaki's ZX-12R was the next to be limited.

Since then, several Suzuki and Kawasaki motorcycles have been made with top-speed limiters: both Hayabusa models, the GSX-R1000, the ZX-10R, the ZX12R and the ZZ-R1400. Limiters are just on top speed and don't affect power or acceleration in lower gears.

Honda says its motorcycles aren't limited, and the latest 2012 Honda Fireblade can exceed 300km/h, at least in theory. Yamaha says its motorcycles won't hit 300km/h but that's because they're designed for decent mid-range, not purely for top-end.