2018 Triumph Street Triple S Test & Review

The Triumph Street Triple S one of three models in the new Triumph Street Triple (765) range.

It is meant for the daily rider who wants a simpler motorcycle.

Simpler does not mean less entertaining.

“It’s same-same but different,” said Joseph when we spoke about something which looked uncannily alike yet there’s were some differences that we couldn’t quite put a finger on.
As with Triumph’s new 2018 Street Triple range launched in September last year (please click here for the launch event at the Sepang International Circuit), they do all look alike from a few metres away but each member has a distinct personality.

To recap:

The flagship Street Triple RS is the king of the 765cc street fighter, boasting fully-adjustable Showa forks and Ohlins monoshock, radially-mounted Brembo M50 Monobloc front brake calipers, quickshifter, 5 ride modes including TRACK Mode, lap timer and full-colour TFT display, besides 121 bhp from the engine.
The “middle” Street Triple R model, features fully adjustable Showa forks and monoshock, Brembo 4.32 Monobloc front brake calipers, no quickshifter. It’s equipped with the TFT display, however there is no TRACK mode and lap timer. The engine puts out 116 bhp.
The Street Triple S has standard non-adjustable Showa forks, preload-adjustable only Showa monoshock, two-piston Nissin front brake calipers and an instrument cluster carried over from its Street Triple 675 predecessor. It has only two ride modes, ROAD and RAIN. The engine is tuned to produce 111 bhp.

While it’s easy to see off the S as an “entry-level” model, it’s actually meant for riders who want an everyday bike without the fancy stuff. But does it mean the bike is “compromised?”

The Street Triple S’s seat height is a little lower than the RS’s, allowing me to place both feet securely on the ground without needing to move a cheek off the seat. The seating position puts you in a nice sporty crouch without being uncomfortable and all the controls are within reach of your fingers and thumbs.

Accelerating through the gears, there’s an additive warble from underneath the tank and howl from the exhaust, but it’s totally quiet when cruising at a steady throttle at any speed.

Speaking about acceleration, the Street Triple S turns out to have a much direct, rawer feel to it. Twist the throttle aggressively and you’re rewarded with an almost beast-like forward charge.

To overtake another vehicle, just roll up on the target and give the bike some throttle. The Street Triple S will howl forward without hesitation. Keep the gas on and the bright blue shift lights illuminate one after another until the fifth one comes on, all blinking unison. Time to hit another gear – blam! It goes in immediately without ponder. However, you don’t have to blast through the gears if you’re lazy. You could let the revs drop to just above 2000 RPM in sixth gear and the bike will still pull hard at the twist of the loud grip.

When it came to handling, the Street Triple S reminded us clearly beyond doubt of how the Street Triple lineup had been imbued with great handling from the very first model. The bike was composed yet ready to go anywhere you wished it to. It felt like riding a 250cc bike with three times the power. You’ll soon be entertaining yourself with picking your way around traffic, chucking the bike into sharp corners and flying through the long ones. Although shod with Pirelli Rosso Corsa tyres, it’ll be just as happy when riding through the rain – the tyres didn’t slide once – although we rode in ROAD mode.

The suspension on both ends were suppler that the RS’s, but big bumps and deep holes will produce big jolts. At the track, the standard setting had the footpeg feelers touching down early, but on the streets, it took very, very committed (read: high speed) cornering to have them sniffing the tarmac.

Last but not least, the Nissin brakes were strong although they required a harder squeeze further into the stroke.

To wrap up, the Triumph Street Triple S is a great commuter and weekend canyon blaster despite being devoid of the flashier stuff. In skilled hands, it’ll punish plenty of bikes out there when the road goes less than straight. Furthermore, the Street Triple S is rider friendly and practical for many uses, too.
So, being slightly different isn’t a bad thing.

TECHNICAL SPECIFICATIONS

ENGINE

Engine type
Liquid-cooled, 4-stroke, DOHC, 4-valves-per-cylinder, inline-Triple

Compression ratio
12.65 : 1

Bore X Stroke
77.99 mm X 53.38 mm

Displacement
765 cc

Fuel system
Multipoint sequential electronic fuel injection

Maximum power
111 bhp (83.1 kW) @ 11250 RPM

Maximum torque
73 Nm @ 9100 RPM

TRANSMISSION

Clutch
Wet, multi-plate

Gearbox
6-speed

CHASSIS

Front suspension
Showa 41 mm upside-down separate function forks, 110 mm travel

Rear suspension
Showas piggyback reservoir monoshock, adjustable for preload, 124 mm travel

Front brakes
Twin 310 mm floating disc, two-piston Nissin sliding calipers

Rear brake
Single 220 mm fixed disc, single-piston Brembo sliding caliper

ABS
Dual-channel ABS

Front tyre
120/70-ZR17

Rear tyre
180/55-ZR17

FRAME & DIMENSIONS

Frame
Front – Aluminium twin spar beam; Rear – 2-piece high pressure die cast

Trail
104.3 mm

Rake
24.8o

Wheelbase
1410 mm

Seat height
810

Kerb weight
166 kg

Fuel capacity
17.4 litres

PICTURE GALLERY

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200 Harley-Davidson Riders Gave Dying Man a Touching Final Sendoff

Photo credit WBST-TV

200 Harley-Davidson riders made a dying man’s last wish come true.

Jon Stanley was dying of cancer and wanted to hear the roar of a Harley V-Twin one final time.

A call to action brought 200 Harleys to his house, instead.

The general public may look at bikers, among them Harley-Davidson riders, as a rough and uncouth bunch, but truth is, bikers are just as human as everyone else. Think about it: Charity rides, toy runs, visiting orphanages, and the list goes on.
Jon Stanley was an avid biker who had recently purchased a Harley-Davidson Softail. Unfortunately, he was diagnosed with terminal brain and lung cancer soon after and was forced to stop riding.
As he laid dying, he had one last wish: To hear the roar of a Harley-Davidson V-Twin through his window for one final time.
Stanley’s brother contacted a local Harley rider David Thompson in South Bend, Indiana through Facebook and relayed the man’s wish. Thompson acted immediately by setting up a call to action also in Facebook.

About 200 Harley-Davidson riders responded in less than 12 hours. They got organized and rode en masse to Stanley’s house.
Stanley’s family and bikers carried him into a sidecar and a collective 250,000cc of American V-Twin thundered in unison.
Stanley fought his last battle with cancer and passed away later that night.
Here’s a big cheer to David Thompson who made the call and the bikers who made Stanley’s finish wish come true.
Source: WBST-TV
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Report Reveals Negative Impact Of Lithium Mining On Environment Amid Zero Emissions Push

A recently released report titled ‘Achieving Zero Emissions with More Mobility and Less Mining,’ authored by the Climate + Community Project, has shed light on the hurdles associated with the transition to zero emissions and the detrimental effects of lithium mining on the environment.

new study reveals lithium mining has negative impact on the environment.
latest findings explained that brine extraction as one of the most environmentally harmful.

The study emphasizes that electric vehicles (EVs) have led to a surge in lithium mining activities. Although lithium is not a finite resource, similar to fossil fuels, the report reveals that only approximately 25% of the estimated 88 million tonnes of lithium on Earth is viable for extraction.
To comprehend the lithium consumption scale, consider that a Tesla Plaid S, equipped with a 100kWh battery pack, utilises around 62kg of lithium, equivalent to 7,920 cylindrical 18650 batteries.

This relentless pursuit of lithium for EVs has been deemed unsustainable, as replacing every internal combustion vehicle with an electric counterpart would necessitate an alarming level of mining, devastating the environment.
Among the various methods of lithium extraction, the report highlights brine extraction as one of the most environmentally harmful. The process involves pumping salt-rich water from the ground into evaporation pools, where lithium gradually accumulates as the water evaporates.

Unfortunately, this technique leaves behind toxic chemicals that can seep into watercourses, contaminate soil, and even become airborne, posing health risks to local communities.
The Ganzizhou Rongda Lithium mine in Tibet serves as a stark example of the adverse consequences of brine extraction. The mine has been blamed for poisoning the nearby Liqi River, resulting in the death of fish and livestock that rely on its waters.

The study’s findings underline the urgent need to address the environmental implications associated with the lithium mining boom driven by the electric vehicle industry. It calls for sustainable solutions that mitigate the negative impacts of resource extraction while still achieving zero emissions targets.
That said, the motorcycle industry, has the potential to contribute to these efforts by exploring alternative energy sources and reducing reliance on lithium-based technologies.
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MSC: TOC Desmo Cup concludes maiden racing season

The TOC Desmo Cup concluded its final two races of the season in conjunction with the 2018 Pirelli Malaysia Superbike Championship (MSC).

Nine Ducati riders competed in two different race categories; Superstock and Supersport.

The TOC Desmo Cup is supported by the TOC Automotive College, Desmo Owners Club Malaysia (DOCM), Ducati Malaysia, Toyo Lube, Kratos Motorsports, and many more.

The previous weekend saw the conclusion of the first ever season of the 2018 TOC Desmo Cup held in conjunction with the 2018 Pirelli Malaysia Superbike Championship. The final two rounds which ran back-to-back on Saturday and Sunday saw an increase to nine participants in the maiden racing series organised by the TOC Automotive College and the Desmo Owners Club Malaysia (DOCM).

Supported by the likes of Ducati Malaysia, Kratos Motorsport, Toyo Lube, and TOC Automotive College, the final two rounds saw a wide selection of Ducati superbikes getting it on in two different race categories; Supersport and Superstock.

The Superstock category saw five powerful machines like the Ducati 1199 Panigale and Ducati 1098 go head-to-head and in both races, Kamarudin Azhar Radzuan took home the victories on board his Ducati 1199 Panigale. Yulina Tan Jade secured 2nd place in Race 1 on a Ducati 1098 followed by Mohd Shazman Bahrudin on another Ducati 1199 Panigale.

As for Race 2, Mohd Ridhuan Ahmad crossed the finish line in 2nd followed by Zulkiply Yahya where both riders raced on a Ducati 1199 Panigale and Ducati 1198 respectively. It was a close battle and it was indeed an amazing race to witness.

For the Supersport category, Ngo Kim Bee took home both victories in Race 1 and well as Race 2. Racing on the Ducati 959 Panigale, she was no match for the other riders when she quickly blasted away from the pack as soon as the starting lights went out.

Due to a few DNFs (Did Not Finish), only two Supersport riders crossed the line in Race 1 where the other rider was Abdul Rashyad Afham who also rode the Ducati 959 Panigale. As for Race 2, Abdul Rashyad managed to finish in third as he crossed the chequered flag behind Syamsul Bakhtiar Esa and his Ducati 848. Ilyasa Ibrahim finished the race in P4 on board another Ducati 848.

All in all, the TOC Desmo Cup was a good initiative in getting Ducati owners more involved in circuit racing and also offering first hand racing experience for fellow students who are currently enrolled under the Superbike Technician Course at the TOC Automotive College.

It is indeed a very good platform in gaining more exposure for the national and grassroots racing scenes not only for motorcycle owners but other individuals who are interested in involving themselves in the world of high-adrenaline motorcycle racing.

What started off as an initiative to fuel the passion for racing ended up as a golden opportunity for young individuals to sharpen their skills in becoming the next top superbike technician in the country. Judging by their first even season, there’s no denying that the TOC Desmo Cup will return next season, bigger and more exciting than ever.

2019 Ducati Scrambler Full Throttle, Cafe Racer & Desert Sled launched at INTERMOT

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Triumph Tiger 900 Aragon Edition Confirmed In Latest Vehicle Certification

Two new special editions Tiger 900 is set to join Triumph’s lineup for 2023, according to the latest vehicle certification filed in Australia.

Latest certification confirmed the arrival of two special edition models.
The special Aragon Edition Tiger is to celebrate Ivan Cervantes 2022 success.

The special edition models will comprise the road-going Tiger 900 GT and the off-road equipped Tiger 900 Rally.
According to reports, it is likely that the pair is to celebrate Ivan Cervantes’ victory at the 2022 Baja Aragon.

That said, the special edition Tiger 900 GT and Rally is also likely to feature the same racing livery on the Tiger 900 Rally Pro ridden by Cervantes back in July.
Interestingly, the document reveals that the Tiger 900 GT Aragon Edition is 1.8kg heavier than the Tiger 900 GT Pro while the Tiger 900 Rally Aragon Edition is 3.1kg heavier than the Tiger 900 Pro.

While the certification did not explain the reason behind the extra weight, both Aragon Edition is likely equipped with extra goodies.
Mechanically, both the Tiger 900 GT Pro and Tiger 900 Rally Pro features the same 888cc inline triple.
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New BMW M2 MotoGP Safety Car debuts

BMW Group unveils its new BMW M2 MotoGP Safety Car ahead of the 2016 season.

Meet the new and potent BMW M2 MotoGP Safety Car for the sport’s 2016 season. The smaller yet still potent BMW M2 Coupe replaces the previous BMW M4 Coupe-based safety car and features a few special enhancements made by the German auto giant’s M performance division.

For those of you who are unaware, the BMW Group have maintained a special relationship with the world of grand prix motorcycle racing for several years now. The firm not only supplies a fleet of official and safety vehicles, BMW also provides prizes for riders who chart special achievements in the season too.

Back to the new safety car and things look enticing to say the least. Based on the Bavarian marque’s new and compact M2 Coupe, the MotoGP safety car was specially modified by the M performance division as it features things like an enhanced aerokit complete with a rear spoiler, most of which made using lightweight carbon fibre, plus a stripped out cabin to further reduce the sports coupe’s weight.

Underneath the front bonnet sits BMW’s new generation turbocharged 3.0-litre in-line six-cylinder engine that churns out 370hp to power the rear wheels.

Other notable modifications include the addition of a roll cage for added chassis stiffness, followed by the adoption of fully adjustable coilover suspension, M racing carbon ceramic brakes, as well as a set of special and grippy Michelin Cup 2 tyres. Completing the safety car package is an eye-catching livery with contrasting gold-painted accents, not forgetting the all-important roof-mounted LED lightbar with special flashing LED lights too.

You can check out more images of the new 2016 BMW M2 MotoGP Safety Car in our gallery below.
BMW M2 MotoGP Safety Car

Source: BMW Group Press
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Yamaha Thailand donates 100 motorcycles to COVID-19 frontliners

In the fight against the COVID-19 pandemic, Yamaha Thailand (Yamaha Motor Company Limited) has joined in the effort by donating 100 motorcycles to the country’s medical frontliners and personnel. These bikes were donated to Mr. Anutin Charnwirakul, Deputy Prime Minister and Minister of Public Health, to be distributed throughout its public healthcare system within 77 provinces of Thailand.

A range of Yamaha motorcycle models consisting of Fino, Freco, Aerox 155, and Finn worth around six million baht will assist the Ministry of Public Health to be more agile and efficient in their effort to curb the COVID-19 pandemic with the country. As of today, there are over 2,400 reported cases of infection with 32 deaths in Thailand, roughly half the numbers we’re facing here in Malaysia.

According to Mr Phongsathorn Euamongkolchai, Yamaha Motor Company Limited Executive Vice President, “Thai Yamaha Motor Company Limited would like to be a part of providing support to these ‘Gladiators’ medical personnel at the forefront to help prevent and conquer the virus, COVID-19. We are ready to be side by side with the Thai people to overcome the epidemic crisis this time.”

These bikes will be used to not only educate the Thai people regarding COVID-19, but also other medical services like delivering medicines and supplies as well as coordinating hospitals and other agencies easily and more efficiently. Kudos, Yamaha Thailand!
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This homemade bike washing machine is awesome

Australian man successfully builds a bike washing machine at home for his motocross bikes.

Some people enjoy the act of washing and cleaning their bikes, some don’t. But in this video, clearly the Australian motocross enthusiast falls in the latter, explaining his drive at building his own bike washing machine featured.
Reports indicate that Paul Adams, the brain behind said machine, has spent roughly AUS$15,000 in building it. Clearly, it was money well spent as the machine actually worked brilliantly.
Being from a motocross-loving family and the brother-in-law to professional motocross racer Mike Reefman, we reckon all in Paul’s family are grateful to have him create such a machine.
Paul’s bike washing machine design is fed using a standard garden hose where water is then blasted through four jets. Additionally, the machine can cycle through between a mild detergent soap spray and hot water rinse too. It can also have an air-compressor hooked up to the jets to dry the bike after washing.
Being able to clean a motocross bike in just about ten minutes, this homemade bike washing machine made by the Australian is pure genius if you asked us. We reckon that many of other motocross fans worldwide – us included! – would want one or two at home.
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Honda RC213V-S Becomes The Most Expensive Japanese Bike Sold At Auction

The Honda RC213V-S has become the most expensive Japanese motorcycle to be sold at an auction.
The road-legal MotoGP-spec bike was put on auction in a Japanese Bingo & Yahoo Auction on the final day of October 2021, for a price of JPY27.1mil (RM995k).

The bike broke the previous record held by a 1-of-4 Honda CB750 Prototype (1968) sold for JPY25.1mil (RM921k).
Build strictly based on a MotoGP replica, the value of the RC213V-S is said to go up each year despite over 200 units being produced in 2016.

According to reports, the particular model auctioned off comes with the Sports kit included with just 191km on the clock.
The RC213V-S makes around 212hp and is road legal.

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Shark Race-R Pro Replica Lorenzo Austrian GP “Diablo” released

Shark Helmets has introduced the Shark Race-R Pro Replica Lorenzo Austrian GP MAT aka “El Diablo”.
Only 1,500 units will be made available around the world.
Interested buyers can head to the Spartan Concept Store located in Bandar Sunway, Selangor.

Remember last year’s MotoGP round in Austria? It was the 11th round of the season where Jorge Lorenzo performed brilliantly throughout the race leading the first 11 laps before crossing the chequered flag in fourth. All eyes were on him and his Ducati Desmosedici GP17 which looked brilliant with his devil-inspired Shark Race-R Pro.

Now, Shark Helmets has released a limited run of the said helmet which has been dubbed the Shark Race-R Pro Replica Lorenzo Austrian GP MAT. It might be a mouthful for most of us but it has been nicknamed “El Diablo” for easy referencing.

It features an aggressive combination of red and black colour schemes with the devil as its main graphics inspiration (hence the nickname). The replica is following the theme of Jorge Lorenzo himself and his move to Ducati where he changed his racing number design with devil horns on both the 99 numbers compared to the previous halo and devil horns.

There are only 1,500 units available around the world and luckily for Malaysians, there are some available at the Spartan Concept Store located in Bandar Sunway. Priced at RM3,675 (price before discount), the Shark Race-R Pro Lorenzo replica comes with a matching helmet dust cover, a “Dark Smoke” tinted anti-scratch/anti-fog visor, a pair of Skull Rider ‘JL99’ sunglasses and sponsor stickers.

Designed to be lightweight, stable, comfortable, and aerodynamic, the Race-R Pro is constructed using carbon aramid fibre with impressive levels of shock absorbance. Weighing in at only 1,250grams, it features a flat class 1 optic visor, double D buckle, double rear spoilers, multiple ventilation points, and many more.

To know more about the Shark Race-R Pro Replica Lorenzo Austrian GP MAT aka “El Diablo” or any other Shark helmets, head over to the Spartan Concept Store in Bandar Sunway or any other authorised Shark Helmet dealers located across the country.

Image source: MotoGP & Spartan Concept Store
MotoGP: Suzuki wants Jorge Lorenzo in 2019?

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2023 Art Of Speed Concludes With A Resounding Success, Recorded 65,000 Attendees

The 12th Annual Art Of Speed (AOS 2023) concluded on Sunday at the Malaysia Agro Exposition Park, Serdang (MAEPS) with resounding success.

The premier Old-Skool & Kustom Kulture event witnessed a stellar crowd attendance of over 65,000 visitors across both days, reaffirming its position as Malaysia’s leading custom vehicle showcase.
The highlight of the event was the showcase of customized vehicles from overseas, featuring Wild Road Choppers and Cosmic Chopper from Japan, along with Side Yakotani presenting his Custom 1959 Volkswagen Type2 Safari.

The AOS 2023 tradition of inviting international guests continued this year, giving car and bike enthusiasts the chance to meet some of the most distinguished personalities in the industry. Notable guests included representatives from MOONEYES, Rough Craft (Taiwan), Kustomstyle, Joints Custom Show, and various other renowned names from Japan, Thailand, Australia, Singapore, Indonesia, and Brunei.

Art Of Speed also featured an abundance of Hot Wheels activities, including the 1st Official Hot Wheels Collector Convention in South East Asia, which offered visitors a chance to engage with Hot Wheels designer Matt Gabe from America. Additionally, the Hot Wheels Legends Tour Malaysia made its debut, with Mohd Shahlan Bin Mohd Nasir and his Custom Proton Arena being crowned as the Winner to represent Malaysia on the world stage.

The event also saw the inauguration of The Inaugural Miss Art Of Speed 2023, a pin-up beauty pageant that showcased the elegance and allure of seven lovely participants, with Ms Fathmanny being crowned as the champion.
In commemoration of 10 years of Art Of Speed, the event collaborated with VANS to release two limited edition shoes and a special hardcover coffee table book. Several other event-exclusive collaborative merchandise was also made available.

Kustom & Koffee Talk, hosted by NoEqual.co, saw international panelists discussing the latest trends in the motorcycle industry, engaging enthusiasts in a lively and informative forum.
Numerous other activities kept the audience engaged throughout the event, including NEAT Fest, Off The Grid camping and outdoors exhibition, Hail Vintage, Streetware Con, Roda Rumble 2023, La Cultura, Food Park, Automotive Flea Market, Product Launching on Stage, and Test Ride Zone for bikes.

SoundCircus Festival, powered by Harley-Davidson and BRO ASIA, added to the excitement with a 2-day music festival that featured several renowned bands and artists, attracting over 6,000 attendees.
Lucky draw giveaways on both days rewarded visitors with exciting prizes, including a ZEUS e-bike, a fully customized 1979 Toyota Celica, and a Honda e-DAX motorcycle.

The winners of the Best of Show motorcycle and automobile categories secured package trips to the MOONEYES 31st Annual Yokohama Hot Rod Custom Show in December as Guests of Honor.
BRO ASIA, a local e-devices manufacturer, served as the Title Presenter for AOS 2023, expressing their pride and excitement to be part of the event and contribute to its success.

With another successful year in the books, Art Of Speed continues to leave an indelible mark on Malaysia’s automotive and Kustom Kulture scene. Enthusiasts eagerly await the next edition of this exceptional event, which promises even more thrilling displays and attractions.
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Suzuki Patents a Novel Single-Cylinder Engine

Suzuki patents a special kind of single-cylinder engine.

It has two conrods but only one piston.

The objective is to reduce vibrations.

Suzuki has just submitted the patents for a “special” kind of single-cylinder engine.
Single-cylinder engines may not get the cred for all-out horsepower, but they are quick-revving hence punchy. Besides that, having just one piston means fewer reciprocating parts resulting in a lighter engine which promotes agility. That’s the reason why dirt-bikes and lightweights such as the KTM 390 Duke are equipped with singles.

But the downside is lots of vibration especially at higher revs. It not only robs comfort but will also eventually loosen everything else on the bike.
That’s why single-cylinder engines feature counterbalancer shafts. The shaft normally sits low, in front of crankshaft.
Suzuki’s patent shows a different kind of layout.

Instead of using a balancer shaft, there is a second conrod without a piston. Doing so not only balances against the crankshaft, but also the piston, resulting in a much smoother engine.
Having a second conrod isn’t new by all accounts. Ducati did so with the Supermono. However, the Italian manufacturer employed a standard 90oV-Twin engine with one cylinder without a sparkplug, hence turning it into an airpump.
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Moto3: Khairul Idham Pawi cleared to fly to Jerez, Spain

Moto3 Petronas Sprinta Racing national rider, Khairul Idham Pawi, was set to fly off to Jerez, Spain earlier this week to begin preparations for the upcoming MotoGP round this month. Due to new EUR regulations, Malaysia was not listed as one of the 15 countries that were allowed to fly into the country.

Thanks to some help from Dorna, the Spanish government, and EU authorities, he was given the all-clear to fly off earlier this morning after receiving the necessary approval letter and documents. The other two Malaysian riders, Hafizh Syahrin (Aspar Team) and Kasma Daniel (Onexox TKKR SAG Team) will be flying off to the same destination later this week to compete in MotoGP’s intermediate class, Moto2.

The MotoGP 2020 championship will be restarting from 17-19 July 2020 for the Gran Premio Red Bull de España, quickly followed by the Gran Premio Red Bull de Andalucía on the following week (24-26 July 2020) at the same Circuito de Jerez track.
Moto3: Super KIP ready to race again in Jerez

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2018 Royal Enfield Himalayan 400cc adventure bike – RM18,370!

Royal Enfield has just previewed their latest offering for next year in the form of its 2018 Royal Enfield Himalayan.
The entry-level adventure bike comes ready with a 411cc single-cylinder engine which produces 24.5hp and 32Nm of torque.
Expect the 2018 Royal Enfield Himalayan to arrive at showrooms worldwide around June with a price tag of $4,499 (around RM18,370).

At the moment, we’re seeing the rise of adventure bike enthusiasts all around the world. With more and more manufacturers getting into the trend to manufacturer affordable adventure bikes for the masses, Royal Enfield is planning to hop onto that freight train with the preview of their 2018 Royal Enfield Himalayan scrambler.

Focusing more on shorter riders especially in the Asian market, the 2018 Himalayan by looks deserves a lot high praise. With a kerb weight of only 191kg, handling this baby both on and off the road should be easy even for newer riders. Lighter bikes also mean that if you happen to fall anywhere in the bushes, picking the Himalayan up should be a breeze compared to heavier ADV bikes.

Powered by a 411cc single-cylinder, air-cooled, fuel-injected engine, the Himalayan produces a nice 24.5hp at 6,500rpm and 32Nm of maximum torque at 4,250rpm. All that power is transferred down to the rear wheel via a five-speed constant mesh gearbox and a final chain drive setup.

Focusing on being quite a capable off-roader, the 2018 Himalayan comes with long-travel suspensions which come in the form of a 41mm telescopic fork with 200mm travel and a monoshock with linkage that provides 180mm of travel.

Paired with a 15-litre fuel tank and you got yourselves a machine that can cover quite a distance before having the need to refuel again. One would think that a single-cylinder machine would come with a lot vibration while riding but Royal Enfield took care of that with the use of a counter-balancer.

Stopping power comes in the form of a 300mm front disc with a two-piston floating caliper and a 240mm rear disc with a single-piston caliper. These babies are mounted on a 21-inch front and 17-inch rear tyre for some jolly good fun in the mud, snow and everything in between.

The 2018 Royal Enfield Himalayan is expected to arrive around showrooms worldwide sometime in the middle of next year with a price tag of just $4,499 (around RM18,370 after direct conversion). Not a bad price to pay where Royal Enfield claims it’ll be the perfect choice for all those looking for something affordable, efficient and robust in the world of adventure riding.
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New 2021 BMW S 1000 R unleashed – 176hp, 199kg

BMW Motorrad also took the opportunity to launch the new G 310 R’s bigger and more powerful brother, the 2021 BMW S 1000 R. Enhanced further than ever before, it’s safe to say that this new litre roadster is brand new from the ground up with better performance, handling and styling than ever.

Going straight into firepower, its 999cc inline-four engine is based on the S 1000 RR which offers a 5kg weight reduction while producing 165hp at 11,000rpm and 114Nm torque at 9,250rpm. This roadster is finetuned for greater comfort and dynamics, especially when hitting that sweet spot within the mid-range.

New gear ratios from 4th to 6th gears also further enhances the bike’s overall rideability, which goes hand in hand with more weight reduction coming from its new chassis by 6.5kg altogether. This can be further reduced by another 4.8kg if customers opt for either the forged wheels or carbon fibre wheels.

In its base form, the 2021 BMW S 1000 R only weighs 199kg (dry) which makes it the lighter dynamic roadster in its class. From as low as 3,000rpm, riders will get to experience over 80Nm torque and that fact alone is already very exhilarating to think about.

The chassis is also further refined with the addition of “Flex Frame”, a new suspension package that uses the engine itself as the main load-bearing function. This allows for a more compact design which offers the riders to have better riding ergonomics as it allows their knees to be closer to the body compared to the previous-gen model.

Comfort and performance upgrades also come in the form of its underslung swingarm with Full Floater Pro kinematics and a new suspension strut. These offer better riding feel as well as increased rear wheel grip, which in turn offer greater riding confidence.

Other new features include:

Lighter exhaust system
5-inch TFT screen
New front headlight design
New body panels with dynamic styling
Six-axis sensor box to control pitch rate and anti-wheelie function
ABS Pro with dedicated rain brake mode
WorldSBK-spec Dynamic Traction Control (DTC) with wheelie control
Selectable riding modes (Rain, Road, Dynamic)
Hillstart Control
DRLs and Adaptive Turning Lights (optional)
Shift Assistant Pro (optional)
Riding Modes Pro with adjustable wheelie control, Launch Control, Pitlane Limiter, and Hillstart Control Pro (optional)

BMW Motorrad launches 2021 BMW G 310 R

Written by: Sep Irran
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BMW GS Owners Club Malaysia Have A Taste At The New Ducati Multistrada V4 S

Ducati Malaysia invited a group of 22 riders from BMW GS Owners Club Malaysia to get up close and personal with the all-new Ducati Multistrada V4 S on Saturday.

The initiative was to allow every owner from other major brands to try out the new adventure bike capabilities, including understanding the electronics and features and radar sensor technology.

Also present was an automotive celebrity, Hezeri Samsuri from Careta, who owns the BMW F 850 GS.

The new Ducati Multistrada V4 S is the all-new adventure bike introduced globally in November last year and quickly garnered attention as the best ADV bike instead of the ever-popular BMW R 1250 GS range.

The Multistrada V4 is available in two variants, V4 and V4 S, priced at RM135,900 and RM146,900, respectively.
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SIC To Continue Talent Development, Part Ways With SRT

Sepang Racing Team (SRT) will continue to compete in the 2022 MotoGP season as an independent team, as confirmed by Sepang International Circuit (SIC) CEO Azhan Shafriman Hanif.
According to Azhan, while SRT will no longer be associated with SIC, the decision to rebrand the MotoGP team for 2022 is up to Datuk Razlan Razali.

“I leave it to Datuk Razlan to comment on this so that we (SIC) get a clearer picture of how he wants to lead the team in MotoGP after this.
“But as I mentioned before, they (SRT) will move as a new entity and no longer under SIC. Everything rests on Datuk Razlan’s shoulders moving forward,” said Azhan.
However, Azhan stresses that while the partnership with SRT has ended, SIC has no plans to set up a new MotoGP team.

“There are no plans yet; as you know, forming a team in the World Championship takes a lot of budget and sponsorship.
“But looking at the current situation, our focus is to look back at our program. Our concentration will be on MiniGP to CEV.
“Get our boys ready and competitive. I’m sure we will get there, God willing,” he added.
Nonetheless, SIC will continue to focus on riders development, especially talents in SIC MiniGP and CEV.
“Looking at the current situation, we need to review our program. Our focus is to bring riders from MiniGP to CEV,” he added.
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From PJ to India: 6300km’s of awesomeness

In this modern age of reliable machinery and a ‘connected’ world thanks to the internet, pure adventures are hard to come by. It is common to hear of a group of people getting together to ride to a distant land in the name of being adventurous, but how adventurous can that be when many others have already done the same thing?

All of us adhere to comfortable and convenient traveling, and to a lot of us it is a wonder why some people would still choose to take the route less traveled in the name of adventure.
We have heard of many who drive or ride to far away lands in treacherous conditions; for the regular person, it might not make much sense, but for a group of Sikh riders, and one Chinese dude, it was much more than just riding to a far away land.

The group from Kuala Lumpur are called the Punjabi Bikerz, and they recently embarked on a holy, never been done before journey from Petaling Jaya to the holy city of Amritsar in India. All to visit the holiest of Sikh Shrines, the Sri Harmandir Sahib, or more commonly known as the Golden Temple.

Headed by Gurwinder Singh and Ravin Singh, the group of six bikers departed from the Sikh temple in Petaling Jaya on the 3rd of November of last year. Every one of them rode adventure-proven Kawasaki Versys 650s, and during the interview for this article, Gurwinder was proud to point out that none of them faced any problems with their bikes. Except for broken horns from all the trashing around in the mud and rocks.

More interestingly, the plan for the ride was first hatched eight years ago! It began as an idea, a point of conversation but never anything serious until about four years ago when inquiries poured in. The opening of the Myanmar border actually made the ride more ‘do-able’ than having to travel up to China and back down again. Things however really began to get serious about two years ago.

“Because of the language barrier and the fact that this was very important to us, we actually flew to Myanmar to meet the officials from immigration and the tourism department. They helped us with our routes, hotels and ensured our safety. But we made it a point to not get any governmental assistance or anything of that sort from anyone, this is our journey, our pilgrimage to Sri Harmandir Sahib and we wanted to keep it that way,” explained Gurwinder and Ravin during the afternoon interview over virgin mojitos in Bangsar. A beer for this writer, obviously.

The two are passionate riders, it was clear to see from the start when the duo met for the interview. The hug and the “secret-handshake-only-a-bro-knows” was a clear indication of the brotherhood the duo shared from the ride, and a nod to their magnificent achievement. I secretly felt proud for them too.

The journey started from Malaysia, went through Thailand, Myanmar then on to India through the East. The total distance was a little over 6,300 kilometres through some of the harshest conditions this side of the world.

“We had factored in rest days but we never expected the roads to be so bad. Sometimes the distance was just 50 kilometres, but because the road and weather was bad, it would take us up to five hours to travel such a short distance. We had planned to travel in November because we figured it would not rain as much in Myanmar, but we were wrong. It poured heavily and we got caught out,” explains Gurwinder.

But it was not all tough going for the group of six, there were days they had a great time too. The rest days meant they had time to mingle with the locals and visit local temples and shrines and say a prayer. They found Gurdwaras (the Sikh temple) in the most unlikely places and were run by Myanmar-Sikhs who could say prayers in Punjabi but weirdly enough could not speak the language.

The toughest challenge however came when the group had to spend the night in the jungle with no supplies – no water, no food, low on petrol, nothing. Somewhere along the trip, the planning had botched because the torrential rain had turned some roads into nothing but mud. Because the bikes were weighed down by the heavy luggage and supplies, riding across the mud was challenging. And after a few hours in the heat and with no supplies, the riders were too weak to push, heave and shove the bikes across the mud. With the fading light and falling temperatures, they had to give up and make camp.

Gurwinder says that their luck changed when a group of villages stumbled upon them at night and after seeing their condition, the villages came back with some biscuits, water and coffee. And that meant carrying on with their journey on fumes till the next town. “There was so much mud on us and on the bikes, that it took several hours to just rinse it all off,” he concludes of that part of their journey.

The entire journey took 17 days to complete and despite the set backs, there were no delays, such was the precision of their planning. The trip cost each biker about RM22,000 with all expenses covered. The group has now made it back to Malaysia and celebrated as heroes where ever they go. Local radio stations are interviewing them live on air, documentaries are being put together to chronicle their journey and there are even plans for another ride.

All that matters for them though is that they fulfilled an eight year old vow to ride to the Golden Temple and back.
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GO RACE WITH ENEOS Building Excitement Towards Malaysian MotoGP 2019

The GO RACE WITH ENEOS tour is building up excitement for the 2019 Malaysian MotoGP.

ENEOS is Japan’s number one engine oil company.

They handed over prizes to winners of Leg One over the weekend.

Japan’s number one engine oil company ENEOS is building up excitement towards the fast approaching 2019 Malaysian MotoGP, through their campaign called GO RACE WITH ENEOS.

Local distributor MAYSHOWA is currently conducting a tour, consisting of 2 roving teams. Leg One of the tour targets 12 stops at Klang Valley motorcycle workshops in 6 days, between 14th to 16th October and 21st to 23rd October. Leg Two will see the teams complete the 44 scheduled stops by mid-November 2019.

The tour found that Malaysian bikers are familiar with the brand. Out of 330 surveyed, 282 said that they knew the brand and its ties with MotoGP. 110 of those survey participants have used ENEOS engine oil. The campaign also yielded 140 participants in the lucky draw. They stood to win grandstand tickets at the Malaysian MotoGP and smartphones worth over RM 6,000.

Representatives from ENEOS and MAYSHOWA handed over the tickets and smartphones for Leg One winners at Ah Hong Trading workshop, Jalan Sentul over the weekend.

The company offers a wide range of engine oils for different applications. Their flagship product is the 4T SL/MA2 10W-50 Fully-Synthetic. As for synthetic blend (semi-synthetic), there are the 4T SL/MA 10W-40 and 4T SL/MA 20W-50. The latter product is for scooters. There are also mineral oils.

They are currently associated with the Monster Energy Yamaha factory racing team with Valentino Rossi and Maverick Vinalez as riders.

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Honda CRF250L & CRF250 Rally Test & Review

The Honda CRF250L and CRF250 Rally were intended as a beginner offroader and adventure-tourer respectively.

Both utilise the same engine but different suspension rates.

Prices start at RM24,378.94(basic price with GST) for CRF250L, and RM28,618.94 (basic price with GST) for the CRF250 Rally.

Designing a bike for the masses isn’t an easy proposition in this day and age, despite motorcycles being super-segmented according to their intended usage.
Even so, there are bikes that could fit its primary role plus one or two secondary roles pretty well, earning the title as “all-rounders.” Conversely, there are bikes that manufacturers seemingly tried too hard to fit too many roles into one bike and came away as being diluted.
Boon Siew Honda launched the 2017 CRF205L and CRF250 Rally during the company’s special Iftar event for motojournalists at the Sepang International Circuit (click here for our report).

Being a dirtbike enthusiast, I was pretty excited to be present during the launch. Both bikes look great – the CRF250L certainly had some of the looks of the CRF250R motocrosser and looks like a proper enduro, while the CRF250 Rally looked like a proper adventure bike to have ran away from the Dakar Rally.

In typical Honda fashion, the bikes exuded the kind of quality hardly matched by other manufacturer, save one or two. The paintwork, fit between the panels, switchgear, front and rear lamps, frame, engine, swingarm, etc., etc., right down to the last bolt and nut were quality.

The instrument panel was simple but Honda managed to squeeze quite a number of good information, including a fuel gauge, and the rev counter bar is on top of the speedo. Good call.

The PGM-FI fueled 249cc, DOHC, four-stroke, single-cylinder engine started up without fuss. But also without sound from the exhaust. It was super quiet.

We set course for our Sifu’s MX school, Most Fun Gym (MFG).
Out on the road and as expected, the CRF250L felt unplanted. But dirtbikes have always been torquey and offer a different kind of entertainment on the road, right? Right?
Well, being in the middle of a gaggle of rempits revving their engines, I thought it’d be the right time to educate them about dirtbikes. First engaged, clutch in, I revved it up to 6000 RPM, popped the clutch as I moved my weight backwards on the seat for a wheelie. The CRF went brrrrrrrrrrrr and the handlebar started flick-flacking back and forth, and all I saw were the rear lights of those rempits as they disappeared up the road.
Fine, let’s see how it rides over the rest of the road.
The long-travel suspension soaked up most bumps, but running the bike through potholes had both ends hitting the hard part of their travel almost immediately. Too soft.
Okay, okay. Let’s do it in the dirt then.
The CRF250L was joined by the CRF250 Rally at MFG, where Oh Kah Beng, his understudy Ryan, Ahirine, Sep and myself took turns riding both bikes in the dirt.
CRF250L
Oh Kah Beng (OKB) took it up over the entire course at MFG. But the bike was visibly struggling up the steep inclines, necessitating OKB to use first gear. “The bike has a soft powerband and needs to revved to get it going,” the GP legend said. “Look at the rear sprocket,” he continued while pointing at it, “It seems to have been geared for the road.”

OKB also jumped the bike once. Only once. Observing and shooting photos from the trackside, I saw the rear suspension bottom out with a loud clunk. “I didn’t jump anymore after that. It just bottomed out too early and easily,” said OKB.

I took over while OKB continued with instructing his students. Coming off the humps, bumps and turns, the rear end squatted ominously. There was no point in pushing harder because we discovered that the CRF250L is much more suited for trail “cruising,” rather than as a hardcore enduro bike.

Ridden at a super relaxed pace without jumps and hard turns, the bike was comfortable and composed. It’s a shame since the CRF250L has a quick-revving engine, mated a superb frame and body but let down by being overly soft of both ends.

CRF250 Rally
As mentioned earlier, the CRF250 Rally really looked the part of an adventure-tourer.

It has a windscreen, super bright dual LED headlamps (the binnacles look like goggles – nice!), a large front bodywork which looked like it had extra fuel tanks, and a large rear section. The colour combination was really pretty too.

OKB first rode it with a student as his passenger to show him the different points around the track. He then went full tilt after dropping the kid off.

The Rally was visibly harder sprung than the CRF-L and it didn’t bottom out. That was probably because it had to carry more bodywork and load when the owner takes it touring.

However, the engine response was the same as the CRF-L, which needed lots of revs over the harder parts. The rear sprocket is also geared for road riding. “It needs more kick,” said OKB.

OKB continued, “But in all, I liked the Rally better as it’s more composed around the track. It looks pretty sexy too.”
“On the other hand, it doesn’t ride too well on the road, so it means it’s meant for touring in the dirt.”

Sifu is right. I rode the bike on the road and it didn’t want to steer very well. However, once it started to lean, the front end plops into the corner. This was despite me riding it both road (lean in) and dirt style (push down).
Conclusion
I have my heart torn out for this Honda duo.
We understand that the CRF250L’s soft rear spring was intended to sag more with the rider on board so as not to intimidate with a tall ride height, but perhaps a more progressive spring would be good? It’s already using Honda’s wonderful Pro-Link set up anyway. As for the power delivery, it’s great for beginners as it’s not overwhelming. I guess you could always replace the rear sprocket for a bigger one when your skills improve.
As for the Rally. We can’t get over how beautiful it looked, but it too needs some improvements to make it the perfect all-rounder. It could be made to handle better on the road and in the dirt. But again, it was okay as a beginner bike.

PICTURE GALLERY

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MotoGP Winter Test 2017 – Vinales Fastest in Sepang

Maverick Vinales (Movistar Yamaha) set the overall fastest time (again!) at 1:59.368

Marc Marquez (Repsol Honda) just 0.138 seconds behind Vinales

Andrea Dovizioso (Ducati Team) third fastest on board the Desmo GP17

ALL top 10 riders separated within 0.404 seconds!

It was a hard-fought battle yesterday but the newly-appointed Movistar Yamaha rider, Maverick Vinales, set the fastest time again out of all the riders in the past three days. With a blistering time of 1:59.368, Vinales took the top spot in his 40th lap out of 72 around the Sepang International Circuit (SIC).
The current MotoGP Champion, Marc Marquez of the Repsol Honda outfit managed to set his fastest pace with an impressive 1:59.506 but Vinales managed to squeeze in just a tenth of a second faster than the world champion, putting him at P2.

The third fastest rider of the day was Andrea Dovizioso from Ducati who managed to set a 1:59.553, just 0.047 slower than Marquez. This is feat is made even more impressive with the fact that it was set on only Dovi’s ninth lap out of 56 around SIC whereas Marquez needed twice as many laps to come out with an almost identical time set by Dovizioso.

Dani Pedrosa (Repsol Honda) was a bit late to the front runners’ party but managed to bag P4 later in day during his 67th lap. His best time was 1:59.578. Another veteran who can’t be ignored is Valentino Rossi (Movistar Yamaha) who improved from Day 1 with a 1:59.589, putting him in fifth. Bautista surprised everyone again in P6 ahead of MotoGP living legend and Ducati test rider, Casey Stoner.

Cal Crutchclow (LCR Honda), Jorge Lorenzo (Ducati) and Johann Zarco (Monster Yamaha Tech 3) completed the top 10 of the day. All three of them managed to set their laps within 1:59:7s. Lorenzo managed to find a comfortable setting and made quite a dramatic improvement as compared to his first day of winter testing where he only managed 17th place down in the grid.

In total, all of the top 10 riders were only separated within 0.404 seconds!  This shows that the 2017 season is going to be more competitive and exciting than ever with more teams and riders fighting for the top spot. With the Sepang winter test over, the teams will now head back to the drawing boards and determine on how and who will be crowned this year’s MotoGP World Champion.

Stay tuned to Bikes Republic for more MotoGP updates.
Photo Gallery from the Sepang MotoGP Winter Test 2017

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I Will Make My MotoGP Debut In 2023 – Toprak Razgatlioglu

The 2021 WorldSBK Champion has spoken, Toprak Razgatlioglu will make his MotoGP debut in 2023.
After much speculation about his future, the 25-year-old Turkish rider has confirmed that he will make the jump to MotoGP in 2023.
It was a spectacular season for the Yamaha rider, not only winning his first WorldSBK title but also beating six-time WorldSBK champion, Jonathan Rea.

While the aim is to make the shift to MotoGP, Razgatlioglu is still set his sight of retaining the WorldSBK title in 2022.
In the meantime, he will get his taste of grand prix racing with the factory-spec YZR-M1.
“I will try the M1 in a private test, I will be on track with Cal Crutchlow and I will be able to make my MotoGP debut in 2023.
“I know that people who like me and accompany me want me to do this more than I do.
“So 2022 is very important for my transition to MotoGP. But for now, I want to be focused on defending the Superbike title in 2022,” he said.
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Moto Guzzi V7 III Carbon Shine: Black and chrome never looked so good!

The Moto Guzzi V7 III Carbon Shine features aesthetic updates to the popular V7 recipe.
The bike features no performance updates but some carbon fibre is sprinkled on for good measure.
Only 500 are to be produced worldwide, with some perhaps making it to the Malaysian market.

As far as retro styling goes, Moto Guzzi is the one brand that has remained true to form for many years now. The V7 has largely remained unchanged from the beginning except for some sprinkling of modern features here and there.

The V7 has spawned many special editions including the gorgeous Anniversario model. That model has completely sold out and Moto Guzzi went back to the drawing board to come up with yet another stunning model aptly called the V7 III Carbon Shine.

It may not have a lot of updates to its styling or to its performance as it is powered by the same 90-degree transverse V-Twin with the same shaft drive. In fact the updates are aesthetics only, with only black and chrome highlights.

The tank os chromed out with a black leather top strap which we first saw with the Anniversario which had a brown leather strap. There’s also some carbon fibre on the front mudguard and side panels, billet machined aluminium bits and a classy, hand-stitched saddle.

Only 500 of this beautiful authentic motorcycle are being made, and possibly a few might make it to the Malaysian market, considering the resurgence of the Guzzi brand in Malaysia.

Speaking of which, The Clan, which is the name given to the Moto Guzzi owner’s club, has been very active in Malaysia of late. Click here to read about their recent night ride to Penang, or check out the video below for their pre-Raya ride to Malacca where they spent time lounging at The Straits Werks Cafe.

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LiveWire S2 Del Mar Release Is Delayed

The launch of LiveWire upcoming electric motorcycle, the S2 Del Mar has been put on hold.

The announcement were made by LiveWire president, Ryan Morrissey during the company quarterly presentation.
According to Ryan, the S2 Del Mar which originally planned to start rolling out in the first half of 2023, has been pushed to a later date.

Also, LiveWire plans to shipped around 7,000 units of the S2 Del Mar has been adjusted downward to just 2,000 units.
Looking back, things have been moving slower since LiveWire inception and to this day, it’s still not clear how well the bikes are selling.
So the question is, when will the S2 Del mar eventually make its way to the public? Only time will tell but we’ll be sure to keep you updated.
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The posh commuter – Vespa GTS 150 Super 3v i.e. review

Want big-body style and comforts with an efficient small-capacity powertrain? Perhaps the Vespa GTS 150 Super 3v i.e. is the answer.
• Big-body style and convenience
• Small yet highly efficient powertrain
• Taut and very comfortable ride
• Timeless and classic looks
• From RM16,800*

At first glance, you could say that the Vespa GTS 150 Super 3v i.e. is a bit of an oddball in the Vespa range. This entry level variant in the Italian marque’s GTS range sees it merging the perks of a big frame with the advantages of small capacity powertrain.
It sounds as if it wasn’t an ideal pairing on paper at least, and it got our curiosity running. However, all our doubts were quickly silenced after testing the Vespa GTS 150 Super 3v i.e. over the weekend recently. The GTS 150’s concept proved to be a surprisingly good mix and here’s why.

Firstly, Vespas are cool and nothing else comes close to it. This GTS 150 Super is no exception to that, especially when dressed in our test unit’s matte grey paint job that Vespa calls ‘Grigio Titanium’. While you may think it is over the top, this shade of grey quickly grows on you, and this seemingly ‘current’ hue matched itself well with the signature Vespa classic design lines when seen in the flesh.

What we also loved here were the GTS 150 Super-specific ‘Super’ decals and the cooling vents donning on both sides of the rear quarter, the vents on each side of the front fairing, as well as the classic touches of chrome in the mirrors, pillion grab handles and engine trim covers. This modern-meets-retro rendition does look dashing, but we know many would settle for the more contemporary Monte Bianco white or Rosso Dragon red colour schemes instead.

Either way, you’d still look very chic and stylish, and you’d probably face the everyday dilemma of raiding your closet searching for the right Armani or Versace outfit to match with your ride instead of Alpinestars or Dainese gears. Furthermore, it also doesn’t look out place in an event like the Distinguished Gentleman’s Ride (DGR).
Thankfully, the GTS 150 Super’s large frame isn’t just about better looks, it also adds further to both comfort and practicality. Whilst all Vespa may look the same when viewed at a glance, modern Vespas actually come in both small- and large-body forms and sizes. Models like the LT and LXV make up for the former whilst others like the Sprint, Primavera and GTS falls in the latter.

In fact, the GTS range is the largest model platform in Vespa’s current line up, and the difference was very apparent when we put our GTS 150 test unit next to our editor’s own LX 150. If that wasn’t clear enough, the table below should give you a clearer understanding.

LT
LXV
Sprint
Primavera
GTS

Length
1,770mm
1,770mm
1,860mm
1,852mm
1,950mm

Wheelbase
1,280mm
1,280mm
1,340mm
1,334mm
1,350mm

Width
705mm
740mm
695mm
680mm
740mm

Seat height
785mm
785mm
790mm
780mm
800mm

Fuel Tank
7.5 litres
7.5 litres
9 litres
8.5 litres
9 litres

Near six-footers will rejoice with the Vespa GTS 150’s offer of greater legroom, taller seat height and handlebars positioned slightly higher and further forward. Adding to that is the more comfortable seat design, which is identical to the unit primed it the Primavera.

The other advantage of this larger frame is the enhanced practicality and convenience. Most notable here is the GTS 150 Super’s larger under-seat storage bin over other Vespa models below it. It has an electric release action via a button and a double partition that easily fits two open face helmets. More importantly, there’s enough space here to safely store that favourite designer messenger sling bag of yours when riding.

Complementing the bin is the nifty glove compartment in the front fairing. Also considerably larger than other Vespa models below, it is perfectly sufficient at storing typical pocket items such as a smartphone, wallet, a set keys and et al. There’s even a neat hook placed next to the ignition key port that easily allows anyone to hang tapau lunches or even teh tarik packets from your neighbourhood mamaks.
The only thing the GTS 150 Super lacks is a USB port or a 12-volt socket, meaning you’d best be carrying your powerbank with you to charge your smartphone under the seat or in the glovebox.

Of course, the GTS 150 Super’s big-body style and perks come at a price. It tips the scales at roughly 20kg more than the Primavera, and this was something we immediately noticed when we first rode it. Much of this comes from the large body and frame itself, along with other accompanying bits like the rear disc brake plus the stiffer and heavier centre stand assembly.
What is also apparent is this Vespa’s deficit in power against its size. After a while though, these became small niggles once we got used to its characteristics.

Power comes from the same LEm 3 air-cooled 154.8cc single-cylinder four-stroke engine as found in the Primavera. Boasting three valves, electronic fuel injection and a convenient electric starter, the mill healthily develops 11.67hp @ 7,500rpm and peak torque of 12Nm @ 5,000rpm. All that is then transmitted to the rear wheel using a twist-and-go CVT automatic transmission that features a dry centrifugal clutch and vibration dampers.
Off the line sprints are less perky in this GTS 150 compared to smaller and lighter LT and LXV, but the super-smooth delivery is something we know many will enjoy. This 154.8cc LEm 3 engine has proven to be very frugal and efficient unit too, offering a longer maximum travel range as well when paired with the GTS 150’s larger 9-litre fuel tank. Notably, the GTS 150’s powertrain was perfectly setup for cruising. The sweet spot for cruising is anywhere between 90km/h to 100km/h.

With any Vespa, power isn’t a top priority. Nevertheless, the more powerful Vespa GTS 300 Super and GTS 300 Super Sport variants should fit the bill, but be prepared to pay the exorbitant prices they command – from RM37,009.69* and RM40,800* respectively. Crucially, you don’t need a B-full class license to own the GTS 150 thanks again to that small capacity powerplant.
What we loved most with the GTS Super 150’s package was its ride and handling. This model’s longer and wider body does impede traffic filtering abilities, but only slightly. It is still very easy to manoeuvre in town and is still small enough for anyone to park it just about anywhere in the city. Much of this also boils down to the excellent suspension and dampers primed.

The GTS 150 is equipped with Vespa’s signature single arm with coil spring and hydraulic shock absorber up front, followed by the rear’s hidden coil spring with hydraulic dual action and 4 preload adjustable settings. Being good enough to conquer cobblestone streets of Rome and Milan with great stride and finesse, the setup soaks up our roads’ typical imperfections beautifully. At the same time, it still felt very taut and compliant, even when doubled-up with a pillion too.
The stopping power from the all-round disc brakes was equally excellent. This setup is undoubtedly more superior than the typical front disc with rear drum setup found in the LXV and Primavera. Furthermore, the levers don’t require strong tugs as each is easily modulated with just one or two fingers too. ABS is absent here as it is reserved for the more powerful GTS 300 variants, but it isn’t a necessity in a small capacity scooter like the GTS 150.

Overall, the Vespa GTS 150 Super 3v i.e. does have its quirks, but these drown out quickly thanks to its big-body style and convenience, plush ergonomics and brilliant ride comforts. Perhaps the GTS 150’s last but biggest challenge for anyone is its premium price tag that starts from RM16,800* set by official importer and distributor Naza Premira Sdn Bhd.

One can argue that a similar-sized Japanese rival is both more practical and perhaps just as capable at half the Vespa GTS 150’s asking price. However, they lack the chic styling and cool charms that all Vespas naturally possess. After all, nobody said that style and substance was cheap, and this GTS 150 has them both in great abundance.
Check out more pictures in the gallery we’ve prepared at the end of this post. Also, don’t forget to check out our previous launch report and review of the Vespa LXV 150 3v i.e. as well (Launch report)(Review)
(*All prices quoted are nett prices excluding 6% GST, road tax and insurance)

Vespa GTS 150 Super 3v i.e. Specifications

ENGINE
LEm 3 four-stroke 154.8cc
single-cylinder with three valves,
electronic fuel injection and
electric starter

POWER
11.67hp @ 7,500rpm

TORQUE
12Nm @ 5,000rpm

TRANSMISSION
CVT automatic

CLUTCH
Dry centrifugal clutch
with vibration dampers

CHASSIS
Pressed Steel Frame
with welded reinforcements

SUSPENSION
F: Single arm design with
coil spring and dual action
mono shock absorberR: Twin Coil spring with
adjustable preload (4 settings)
and hydraulic dual action

BRAKES
F: Hydraulically operated
200mm steel discR: Hydraulically operated
200mm steel disc

TYRES & WHEELS
F: 120/70 R12 (tubeless)
R: 130/70 R12 (tubeless)

LENGTH
1,950mm

WHEELBASE
1,350mm

WIDTH
740mm

SEAT HEIGHT
800mm

FUEL TANK
9 litres

PRICE
RM16,800 nett
(without 6% GST, road tax and insurance)

Gallery – Vespa GTS 150 Super 3v i.e.

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Forks versus Hub Centre Steering (Part 1)

Besides the Bimota H2 Tesi, Kawasaki is now rumoured to be working on their own hub centre steering motorcycle.

What is hub centre steering (HCS)?

To understand HCS, we need to look at what forks go through first.

While we await the new Kawasaki Ninja H2 powered Bimota Tesi H2, Kawasaki themselves are rumored to be working on a hub centre steering (HCS) bike themselves.
It may be of no coincidence that Kawasaki bought out 49% of Bimota’s shares, after all. It now appears that the Japanese manufacturer needed Bimota’s extensive experience in building HCS motorcycles (besides superb frames).

We don’t see this sort of front end on many production bikes, truth be told. Those that did were just more than a handful: Yamaha GTS1000, four models from Vyrus, and of course, the Bimota Tesi 3D. Interestingly, Vyrus was working hand-in-hand with Bimota in developing the Tesi 3D but chose to split away to produce their own HCS bikes.
There were also HCS bikes in the 500cc World GP Championship in the late 80s. Powered first by Honda then ROC, they turned in some encouraging results.

What is actually HCS? How does it work? And why is it considered revolutionary?
But first, we have to understand how the front end of a motorcycle works, starting with the age-old telescopic forks. (The term “telescopic forks” applies to both conventional and upside-down forks.)
What are the functions of the forks?
We’ve described how forks work in a previous article. But let’s describe their functions.
The roles of the forks are to:

Support the weights of the bike and rider through preloading the springs.
Provide compression and rebound damping.
Steer the front wheel, hence the bike.
Hold the front wheel in place thereby “attaching” the front wheel to the bike.
Carry the brake calipers.

That’s a lot, don’t you think?
What happens when the bike is moving?
When a bike is travelling straight up, the wheel is deflected upwards when it contacts a bump. The forks compress, the re-extend after passing the bump. Changing directions is also easy as no other forces are acting on the front end, except for the bump.
The suspension on this dirt bike has fully compressed during landing off a jump. Try to steer the bike when this happens – Credit Dirt Legal
Imagine the rider braking hard for a corner.
The decelerative forces from the brake calipers are pushed into the forks. Weight of the rider and motorcycle is shifted to the front due to inertia and compress the forks.
Now imagine the front tyre contacting a bump at this very moment. Much of the forks’ travel have been taken up due to braking and now more is requested by the bump.
The results are the bike will be difficult to turn as the tyre is hopping over the bump or worse, subsequent bumps. Also, more forces are being directed into the front tyre (as the suspension doesn’t have more travel) causing it to be squished out sideways. Consequently, the increased footprint makes turning the bike much harder.
Apart from that, provided that the front brake doesn’t lock up, all the weight will be shifted to the front and inertia forces the rear end to slide out.
Rear tyre sliding under braking. See how compressed is the front end – Credit Cycle World
In extreme cases of weight transfer will lift the rear end of the bike. As a result, the bike becomes squiggly, unsettled, unstable. This is also when rear brake becomes redundant, hence braking distance is increased. Worse, the rear end’s lifting while the front-end hops over bumps.
It’s spectacular to look at Marc Marquez  doing this and still make the corners, but it’s not a great idea on the road! What do most riders do in this situation? Answer: Let off the brake and run straight off the road.

Using a heavier (harder spring) or dialing in more low-speed compression damping helps but neither or both will eliminate the problem completely. Besides, the front end will become less compliant.
Additionally, extreme braking or sharp bumps or a combination of both can force the fork legs to bend backwards slightly, but enough to cause the sliders and legs to touch each other, thereby creating stiction. Stiction is the combination of two words, namely static and friction. It may also be influenced by the word stick. When stiction occurs, a large amount of force is needed to break the friction. The rider would feel as if the front suspension has stuck in its stroke. The solution is to make bigger diameter and stiffer forks but doing so creates their own set of problems. This is why high-end fork sliders are TiN (titanium nitrate) coated.
TiN coated fork slider – Credit reportmotori,it
Additionally, the length of the forks creates a leverage against the headstock (where the triple clamps are mounted to). Again, engineers respond by making larger forks, headstock and frame to compensate.
However, creating stiffer forks and headstock adds weight. But more critically, it will cause loss of feel of the front tyre especially when the bike is leaned over in a corner. In fact, extreme stiffness can induce front wheel chatter. When the rider losses feel or the tyre chatters, he’ll lose confidence, and loss of confidence forces him to slow down.
Check out the size of the headstock and centre spar of this Kawasaki Ninja ZX-10R frame. Some riders complain of lack of feel in corners. It’s due to lack to lateral flex
So, it’s a constant battle between fork, headstock and frame stiffness against stiction and leverage.
There are advantages of the forks, of course. However, these were brought on by the familiarity of how they feel and how we compensate. Other plus points are that forks require less complex architecture, are lighter and comparatively cheaper than HCS.
That’s it for now, we’ll look at how HCS functions, besides their pros and cons next time.
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2018 Yamaha MWT-9 three-wheeler finally ready for production?

Yamaha Motor Europe has released a teaser video entitled “Ride the Evolution” which may point towards the 2018 Yamaha MWT-9 three-wheeler.
Set on 25 October 2017, Yamaha will introduce a host of new bikes at the 2017 Tokyo Motor Show.
Rumours also pointed out that there will be a brand new Yamaha MT-09 which will receive a bunch of new upgrades for 2018.

Yamaha Motor Europe has just released a short teaser video entitled “Ride the Evolution”. Although the short clip doesn’t show much except for a few ninjas doing what ninjas do (I think), there’s a strong indicator that this might just be something that will make waves in the motorcycling industry. We are of course talking about the infamous Yamaha MWT-9 three-wheeled monster.

After a short showcase of a Japanese warrior and his two katanas, the scene moved on to another person holding something that we strongly believe symbolises two set of front forks which could also mean two front tyres.

The scene quickly moved on to some amazing on-board footage before ending with the message “Ride the Evolution, 25 October 2017, 5:50am CET”. This timing indicates that Yamaha will make the big unveiling right in the middle of the 2017 Tokyo Motor Show.

The high-powered trike first made its appearance back in 2017 during the Tokyo Motor Show, the previously named LMW-MWT-9 concept was planned to run the same 847cc three-cylinder power plant as Yamaha’s super successful MT-09 series.

What seemed like an oversized Yamaha Tricity is actually something way more complex due to all the power, torque and weight the MWT-9 needs to handle. To know more about when the Yamaha LMW-MWT-9 first made its debut back in 2015, CLICK HERE.

Another clue that points to the production of this very special Yamaha machine is the fact that a few patents have emerged in the past couple of years. This shows that Yamaha is not just keeping this in the books but instead has invested heavily on making this baby a fully-functional machine prepped for the production line.

To know more about the patented files on the Yamaha MWT-9, CLICK HERE.
Apart from the MWT-9, rumours also pointed out that the big boys from Yamaha will also introduced an updated version of the MT-09 range with a host of different upgrades. We’re not quite too sure on what the changes might be but based on its current and upcoming competitors, Yamaha will need to bring out the big guns to the new 2018 Yamaha MT-09 in order to once again make it into one of the most appealing high-performance naked bikes around.

Apart from all this exciting news, we just have to sit back and wait for one more week before everything has been made official. Stay tuned to Bikes Republic for more updates.
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Local HOGs on Kinabalu adventure

The Harley Owners Group (HOG) chapter of Malaysia announced that it embark on a specially organised “Rock & Roll” expedition up to Mount Kinabalu in Sabah.
A total of 23 riders will participate in the six-day trip where they will attempt to carry a disassembled Harley-Davidson Dyna motorcycle that weighs 480kg up to the mountain’s Low Peak. The unique adventure, supported by Harley-Davidson of Kuala Lumpur (H-DKL), is scheduled to take place this week from March 22 to March 27. Leading the expedition will be Malaysian HOG Chapter president Choo Kai Mun.

Once the expedition reaches its destination, the participants, together with H-DKL’s technical crew accompanying them, will reassemble the bike and start it up. The aim here is to use the bike’s trademark engine sound as a fitting soundtrack whilst participants enjoy the breath-ttaking view from the mountain’s infamous Low Peak. The group will then disassemble the bike once again prior to their descent down, and will reassemble it once again upon reaching ground level.
Not only a feat never before attempted, the expedition also acts as a precursor to the upcoming 1st Malaysia International HOG Rally scheduled for September later this year.
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KMSB organises Kawasaki Road Safety Campaign 2019

Kawasaki Motors Malaysia (KMSB) organised their annual Kawasaki Road Safety Campaign.

Held at the Sungai Besi toll plaza, the campaign entered its fourth year focused on improving overall road safety for bikers.

Complimentary 16-point bike checks were conducted for all bikes of different brands and models.

In conjunction with the upcoming Chinese New Year 2019 celebrations, Kawasaki Motors Malaysia (KMSB) organised their annual Kawasaki Road Safety Campaign 2019 or “Kempen Keselamatan Jalan Raya Kawasaki 2019”. Held at the Sungai Besi toll plaza (Southbound), the campaign entered its fourth year which was jointly-organised with the Malaysia Motorcycle and Scooter Dealers Association (MMSDA) to promote riding safety.

Launched by the Director General of the Road Safety Department of Malaysia (JKJR), Dato’ Rosli bin Isa, the programme focused on promoting overall road safety for all fellow bikers and riders who had the opportunity to attend the event. The road safety campaign was also supported by other companies and agencies such as JPJ, KKR, PLUS, PDRM, JKJR,  Tokio Marine Insurans (Malaysia) Berhad, AEON Credit Service, KHI Helmet, Bridgestone and many more.

The highlight of the day was a complimentary 16-point check for all bikes no matter brand, make, or model. These checks were conducted by experienced technicians supplied by the Kawasaki Exclusive Service Centre (KESC) to ensure that all machines are in proper working order. Those who participated were also given an offer to purchase the Kawasaki Genuine Oil where you can purchase two bottles for the price of one.

In dire need of a new helmet? With the support from KHI Helmet, attendees can freely trade in their old worn lids for a brand new one free of charge! Participants were also given a high-visibility safety vest to ensure that the riders are extra visible on the roads no matter day or night.

KMSB is one of a few motorcycle manufacturers in the country who invests a lot on the overall safety of motorcycle riders here in Malaysia. Apart from this annual safety campaign which has been successful for the past four years, they’ve also started with the Kawasaki Safety & Responsible Riding Course since last year.

Their CSR effort in organising all these is all because of the fact that around 62% of accidents here in the country involved motorcyclists and their efforts are focused on bringing those numbers down. In most cases, these accidents are caused by human errors and carelessness but as riders ourselves, we have to ensure that we are at our level best when it comes to overall road safety.

The Road Safety Campaign Kawasaki 2019 will take place until 6 pm today so head over to the Sungai Besi toll plaza (Southbound) to enjoy complimentary bike health check-ups and other great offers in store for you!
2019 Kawasaki Ninja ZX-10RR & ZX-6R now in Malaysia! From RM79,900

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OFFICIAL: Suzuki Malaysia Unveils New GSX-8S Middleweight Naked Bike – RM50,800

Suzuki Malaysia has officially introduced the highly anticipated GSX-8S, a middleweight naked bike that aims to make a bold statement in the segment.

powering the new middleweight naked sports bike is the firm’s newest parallel-twin platform.
the GSX-8S is equipped with bi-directional quickshifter as standard.

Priced at RM50,800, this new offering from Suzuki promises to deliver an exhilarating riding experience with its impressive specifications and advanced features.
One significant change in the GSX-8S is the departure from Suzuki’s traditional V-twin configuration. Instead, it adopts a parallel twin engine, aligning with the prevailing trend in the mid-size naked bike category.

The 776cc twin has been designed from the ground up by Suzuki and features an 84.0-mm bore, 70-mm stroke, and a compression ratio of 12.8:1. Like its rivals in the segment, the GSX-8S benefits from a 270-degree crank, providing power pulses and character reminiscent of a V-twin engine. On paper the 2023 GSX-8S makes an impressive 81hp @ 8,500 rpm and 78Nm @ 6,800 rpm.

The GSX-8S boasts a robust steel backbone frame, with the torquey twin engine serving as a stressed member. Suzuki pairs this frame with a steel subframe and an aluminum swingarm, ensuring both stability and agility on the road.
The motorcycle features an inverted KYB fork for nimble handling, while a link-type KYB monoshock offers a balance between comfort and responsive feedback.

Dunlop Roadsport 2 tires are fitted on the 17-inch wheels, providing excellent grip and extended tread life to handle diverse road conditions. The braking system comprises dual four-piston radial-mounted front calipers from Nissin, gripping twin 310mm discs, while a two-pot binder bites a 240mm rear rotor, offering reliable stopping power for the 445-pound naked bike.
The Suzuki Intelligent Ride System enhances the GSX-8S’s performance with a range of electronic aids. Three ride modes—Active, Basic, and Comfort (A, B, and C)—offer different throttle responses to suit various riding preferences.

Additionally, the motorcycle features multi-level traction control, a bi-directional quickshifter, and Suzuki’s clutch assist system, catering to the needs of performance-minded riders.

All the electronic settings can be easily adjusted through the GSX-8S’s five-inch full-color TFT display. The display offers Day and Night modes to adapt to different lighting conditions, while LED indicators enhance visibility and provide essential information at a glance.
Suzuki Malaysia will offer the 2023 GSX-8S in three captivating color schemes: Pearl Cosmic Blue, Pearl Tech White, and Metallic Matte Black/Glass Sparkle Black.
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Video: We test the new Ducati Multistrada 1200S

About month and a half ago, frequent readers of Bikes Republic would have noticed an increase in news on the 2015 Ducati Multistrada. Not a new bike in the “just introduced globally” sense of things, but new to Malaysia after its initial introduction towards the end of 2014. Sad that it took that long for the bike to get here but we are glad that it eventually did.

The test ride was organised in two stages; first a local test ride of the Multistrada 1200 up the winding roads of Cameron Highlands organised by Ducati Malaysia. And the Multistrada 1200S in Chiang Mai organised by Ducati Thailand. I don’t know why it happened that way but both rides were great fun.

The Multistrada 1200 on a near 700 kilometre ride to Cameron Highlands was impressive, with ample time to get to know the 1200 better. I described it then as a bittersweet experience because it was a good package let down by shocks that were too limp for a Sports Adventure bike.

In the first review, which you can read here, I said, “The suspension up front and at the rear was set at soft and though it was nice and comfortable on straight roads, it felt nervous and twitchy in the corners. The front end seemed to pick up the slightest inundations and rarely settled down to grip into a corner. This made it tough to muscle the bike around corners.” — That’s how I described the suspension here.

But I should have adjusted the suspension accordingly before leaving. Both front and back shocks were set at the softest and so the bike behaved strangely. We will be running a retest of the bike with the suspension adjusted so watch this space for that.

The Multistrada 1200S though (yes the one with the S, pronounced as twelve hundred essss), is something else, but what’s different? I’ll break it down for you:
Colour
You can buy the Multistrada 1200 in Ducati Red with black wheels only.

But you can have the the 1200S in Ducati Red AND in Iceberg White with black wheels, which looks really good actually.
Colour LCD screen

The 1200 gets the boring non-colour LCD screen (shown below) while the 1200S gets the superb 5-inch full colour TFT screen shown above. No prizes for guessing which is the better screen of the two.

Ducati Multimedia System
This is an entirely new system that comes as standard on the 1200S. Utilising bluetooth technology, the system allows incoming phone calls, selecting your favourite songs and shows a new SMS whenever you get one.
The system connects to your phones and displays all the main multimedia functions like the song that is playing, a new SMS icon, or the name of the incoming caller. And just in case you are wondering, both rider and passenger are able to tune in to the music that is playing via earphones. The system also allows both rider and passenger to speak to one another. Watch the video below to see how it all connects together, making the 1200S Ducati’s first ever “connected” motorcycle.

Engine
Both the 1200 and 1200S share the same liquid-cooled engine; the 1198.4cc Ducati Testastretta DVT with Desmodromic Variable Timing, with L-Twin cylinders, 4-valves per cylinder with Dual Spark.

It outputs 160hp @ 9,500rpm and 136Nm of torque @ 7,500rpm. It is 10hp more powerful than the old Multistrada and yet is 8% more fuel efficient. How Ducati does it and how the DVT system works is a little sophisticated, so I suggest you watch the one minute video below.

Skyhook suspension system

Now this is what makes the 1200S so much better than the standard 1200. Officially the system is called the Ducati Skyhook Suspension EVO. It consists of a 48mm front fork and Sachs rear monoshock. Together, the system works as a semi-active suspension control that automatically and continually adjusts damping according to road conditions and the riding mode selected (Sport, Touring, Urban and Enduro).

It is the evolution of the earlier Skyhook system, hence why it is called Ducati Skyhook Suspension ‘EVO’. The EVO here basically means evolution, and there are three things that are new to the new EVO suspension system: new hardware with a new pressurised 48mm Sachs fork. New electronics with a new rear spring travel sensor, and lean and pitch angle data from the new Inertial Measurement Unit. There is also a new software strategy that works synonymously with the riding modes better enhance comfort, handling performance and better stability on trails.

4-bikes-in-1 concept
With four different electronically adjustable riding modes, the new Ducati Multistrada 1200S has been described as a four bikes in one package. But it is not just the electronics that give it that four bikes in one feel, the bike has also been designed to balance the demands of sport riders, tour riders and those who do most of their riding in urban conditions.
The chart below perfectly dissects power delivery, and electronic interference like ABS, Ducati Traction Control and Ducati Wheelie Control. Click here if you don’t understand what I’m talking about.

Sport mode

Gives you maximum power with direct throttle response, meaning it reacts to every single input. Traction control is at mid-setting (4 out of 8), ABS is also at mid-setting (2 of 3) and Ducati Wheelie Control is almost not on (2 out of 8). Suspension is set to stiff, and the bikes picks up every bump and tortures your spine on highways.
Touring mode

Also gives you maximum power but with a more gentle throttle response. It is perfect for those long highway rides when you are tired of hooning and just want to cruise. Traction control is set higher than in Sport (5 out of 8), ABS is set at max, and wheelie control is set at 3 out of 8.
Enduro mode

Limits power to just 100hp, also with a gentle response. All electronics are off or set at the lowest for those slippery, sandy moments.
Urban mode

Power is again limited to just 100hp with a gentle throttle response. Electronics are almost at their highest because the last thing you want to do is start sliding around on tarmac with cars following close behind. Traction is at 6 out of 8 (8 being the safest), ABS is fully on (3 of 3), and Ducati Wheelie Control (DWC) is at 5 out of 8.
Ducati Cornering Lights (DCL)
Utilising the onboard Inertial Measurement Unit (IMU), the LED lights on the 1200S light up bends and corners which otherwise would have been dark. When the sensors detect that the bike is leaning, the LED lights are turned on and illuminate the path ahead, revealing objects which otherwise would not have been visible.
What TF is the Inertial Measurement Unit?
It is a system developed by Bosch that uses complex algorithms derived from sensors located at strategic points around the bike to provide the information needed to create a greater level of safety and riding experience. It is basically small little sensors that that tell the bike when you are riding beyond your skill set, and to save your a** when grip, or luck, runs out.

To break it down further, the sensors measure five things, roll rate, yaw rate, longitudinal acceleration, transverse acceleration and vertical acceleration of the motorcycle. This information is then processed at light speed to determine the lean and pitch angles, which is then used by systems like the cornering ABS, Ducati Wheelie Control, Ducati Skyhook Suspension, and Ducati Cornering Lights. This information then decides how much slide you can have or how close the front wheel gets to meeting the sky.
Superbike spec Brembo braking system
Different from the 1200, the 1200S features a braking system Ducati describes as ‘superbike spec’. The system is sharper, reacts quicker and generally feels better than the standard system. It comprises a race oriented PR16 brake pump managing two 330mm front discs and is coupled with Superbike-spec Brembo Monobloc M50 callipers. The rear is kept in check by a huge single 265mm disc gripped by a single 2 x 28 floating Brembo caliber with sintered pads. The hardware is in turn kept in check with a dual channel Bosch 9ME multi-calibration ABS with cornering functionality that provides maximum braking performance in straight lines and in corners.
Pirelli Scorpion Trail II tyres

The first generation Pirelli Scorpion Trail was impressive with a good balance of grip, reliability and durability. The new Scorpion Trail II tyres picks up on this and offers better grip on the edge of the tyres with light and precise handling. Pirelli says that the new tyre is a whopping 60% more durable than the model it replaces, and with the new central tread pattern and compound, offers maximum mileage on the street.

Verdict
The Ducati Multistrada 1200S still isn’t the ultimate Sports Adventure bike, but it is much closer to that title than ever before. The suspension system is pin point accurate, hops and skips in sports mode for maximum control and absorbs bumps and creases in all other modes for maximum comfort.

As for power delivery, it is absolutely savage in Sports mode. The other modes are great and balance power, comfort and efficiency beautifully. You don’t get that annoying sharp jerk from the electronic throttle; throttle responsiveness is smooth and predictable. Of course the suspension adjusts itself accordingly as well; comfortable in Touring, Urban and Enduro, and brutally stiff in Sport mode, a feature not available in the standard 1200, manual adjustment only.

Electronic interference also depends on which modes you are in, for example Ducati Wheelie Control is set at maximum in Sport mode for maximum performance, while Enduro mode gives you nearly no electronic aid at all, because you may want to slide around in the sand and may need wheel spin to get you out of a tough situation.

Is there anything we do not like? Not really, build quality is good and those big clear switches for the cruise control are great to to fiddle with even at 160km/h, and is one of my favourite updates to the new Multistrada.

But there is also the fact that the screen adjustment still needs to be done by hand, which is quite primitive for a bike that costs RM135,999. The seat is nice and it is worth pointing out that I chose to opt for the highest seat setting (yes the seat is adjustable), which made the bike a lot more comfortable than the standard seat on which I rode to Cameron Highlands with (I am 5’10” in case you are wondering).

Other than that, the Ducati Multistrada 1200S is still a damn good bike, and one that offers a lot of fun and has plenty of style. In fact in the design department, there is no other Sports Adventure bike that comes close, and for some, and a part of me, that is all that matters.

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Be a Smart Consumer When Choosing Tyres

A workshop wanted to con me by selling an old Bridgestone Battlax BT23 front tyre.

That was after he said that the new Bridgestone Battlax T31 front tyre causes the front to wobble.

It turned out that he was talking about the GT version which is meant for heavyweight bikes.

“Be a smart consumer.” That’s what I always tell my friends.
The tyres on my 2012 Kawasaki ER-6f had worn smooth. I was using the Bridgestone Battlax T-30 Evo prior so it’s only natural that I selected the new Battlax T31.
When I went hunting for the Battlax T31 about two months ago, it was out of stock at my regular workshop for more than 20 years, Sunny Cycle. But I needed a new rear desperately as the old tyre’s carcass was starting to show.
But another shop along Jalan Ipoh had them in stock.
However, the head mechanic said, “T31 rear is okay, but the front causes the bike to goyang (wobble).” I was surprised because apart from the old BT21, the subsequent BT23, T30 and T30 Evo didn’t cause any “wobbles.”
“You sure you still want the T31 front?” he pressed. “I recommend that you use T31 at the back and BT23 in front,” he continued.
That set the alarm bells in head my ringing. I rejected the BT23 insisted on the T31 front. Bridgestone had stopped producing the BT23 more than 5 years ago! It was succeeded by the excellent Battlax T30.
He went into his store and came back with a set of T31. I was surprised to find the Battlax T31 GT for the front! Now wait a minute. The T31 GT version is meant for heavyweight sport-tourers such as the BMW R 1200 RT, Kawasaki 1400GTR, Yamaha FJR1300, Honda VFR1200, …. You get the idea.
The carcass and sidewalls of the GT version are stiffer to support the weight of such heavy bikes. On the other hand, middleweight bikes such as the ER-6, Versys 650 and all the way to the 900cc sport-tourers lack the weight to deflect the GT tyre into their intended form. Consequently, the tyre doesn’t have enough contact patch with the road. Apart from that, the compound on GT tyres are slightly harder, again to compensate for the extra weight. Both these factors will cause the front end to goyang if fitted to lighter bikes!
So, I decided to stick with the worn T30 Evo in front and mount the new T31 at the back. I later found out that there were stacks upon stacks of new BT-23 tyres in his store when I went to the bathroom!

There’s more heartache to come.
The mechanic laid the wheel on the bare concrete floor and pried out the tyre. I’ve now got scratches all around the rim. He then used an impact wrench to pound in the rear axle’s nut. I’m going to have trouble unlocking that nut to adjust the chain.
I paid for the tyre and got the heck out of there.
I got a call from Sunny Cycle when the T31 arrived. JS, the head mechanic tended to my bike.

He removed the wheel and stuck his fingers into the hub cavity to check if the bearings were still good. He then used a tyre change machine to remove the old tyre. He followed up with balancing the tyre.
He locked the wheel and brake calipers in place with a torque wrench, instead of the dreaded pneumatic impact wrench. Finally, he checked everything one more time before inflating the pressure to my preference.
I rode the bike with the new tyre to Jitra, Kedah and back, for a total of 912 kilometres. We even rode in the type of rain which obscures almost all our vision. We rode at crawling speeds all the way up to more than 180 km/h.
Did the Battlax T31 front tyre goyang? NOT ONE BIT!

I hope you got the message. I found out about the T31 GT through research and reading and insisted that I didn’t want it.
So, please do your research. Read more. Be a smart consumer instead of trusting some unscrupulous mechanic.
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Bikers Kental 2 movie announced

Bikers Kental 2 movie sequel announced with Awie and Zizan Razak reprising lead roles.

The long-anticipated Bikers Kental 2 film production was officially announced in a special gala dinner held in the Palace of the Golden Horses, Seri Kembangan earlier this evening.
The follow up to the 2013 Malay blockbuster action comedy about bikers will again see the collaborative work between MRB Network Sdn Bhd and Califwork Studios Sdn Bhd – the same production powerhouses behind the original Bikers Kental film from 2013.

Helmi Yusof will once again direct the sequel with returning actors Awie and Zizan Razak reprising the film’s lead roles. Both the rockstar and comedian are well known celebrity bikers themselves, and both have expressed their delight in having the opportunity to combine their acting work with their passion for bikes in the original 2013 film.

The film will be shot in both Malaysia and Thailand. Some of the scenic locations selected for filming include popular biker destinations in Thailand such as Danok, Songkhla, Hat Yai and Trang. Filming will also be conducted in the island retreat of Phuket during this year’s edition of the annual Phuket Bike Week.

(Bikers Kental trailer)
In the press conference held shortly after, director Helmi Yusof highlighted that the sequel will feature more action sequences with several bike-based stunts as well. The film’s team of producers also revealed that the film will see both MRB Network Sdn Bhd and Califwork Studios Sdn Bhd investing close to RM2 million for the film production.
Despite the big budget, Helmi also noted that the film will once again receive the support of local custom bikes brand Red Garage KL. He further added, “We are also in the midst of negotiating with a few major motorcycle brand representatives for their support in this sequel.”

Just last month, the film was adapted as a theatre musical and was staged in KL’s prestigious Istana Budaya theatre. Like the film, the stage production was received with great success from audiences. Amongst them were a high number of local motorcycle enthusiasts as well.

Besides the support from Red Garage KL, the theatre production notably garnered heavy support from the Naza World Group of Companies via its Naza Premira Sdn Bhd arm – the authorised Malaysian importer and distributor of Aprilia motorcycles. It is likely that the film’s sequel will receive the local automotive conglomerate’s high support through the Aprilia brand once again.
Bikers Kental 2 begins filming sometime in the middle of next month and producers are targeting for the sequel film to hit theatre screens nationwide as early as the first quarter of next year.

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