AOS 2019 – The pinnacle of Malaysian custom culture

AOS 2019 (Art of Speed Malaysia) has just concluded yet another event filled with countless of amazing homegrown talents, beautiful custom cars, tantalizing motorcycles, and everything else in between the custom culture.

This year, AOS has really proven itself as Malaysia’s pinnacle of custom culture by bringing in a host of international figures from around the globe; some with their highly recognized machines. Hailing from all parts of the world, there’s no denying the fact that AOS is Malaysia’s premier Old-Skool & Kustom Kulture event.

Don’t believe us? Well, you can ask all 55,000+ attendees who came to the event last weekend. Many came for different reasons; from checking out all the custom cars and bikes on show, witnessing the launch of the new Harley-Davidson FXDR 114, Hot Wheels Japan Historics 3 collection global debut, to enjoying the performances by their favourite bands at the outdoor Sound Circus concert stage.

It was indeed a sight to behold considering that my very first experience with AOS was years back when they did the gathering at the parking lot of Citta Mall, Petaling Jaya. There were only a few custom cars back then but the one that pulled me in was the showcase of ‘Eleanor’, a Shelby Mustang GT500 from the 1970s.
Now, AOS is without a doubt a strong front in the local custom scene with massive support from both domestic as well as international giants of the industry.

One of the biggest highlights for this year’s extravaganza was the showcase of the custom BMW R nineT Scrambler by Heiwa Motorcycles (Japan). The job was commissioned to master bike builder, Kengo Kimura. By who? BMW Motorrad. That’s right, one of the biggest manufacturers in the world contracted some Japanese dude from Hiroshima, Japan to help with their build.

The result is nothing short of amazing where Kengo injected his magical dose of ‘Heiwa’ magic into the R nineT Scrambler. No sketches or designs were sent to BMW Motorrad first for approval, they just trusted Kengo to come up with something special; and he did.

Right next to the custom BMW R nineT is also another legend in the custom motorcycle world, the StG Nautilus by Hot Dock Custom Cycles (Japan). This machine was the Grand Champion of the 2008 S&S 50th Anniversary “World’s largest Build-Off” contest where 50 bike builders from around the world joined the competition.

Inspired by submarine in ‘20,000 Leagues Under the Sea’ and Keiji’s favourite World War II gun, the Sturmgewehr 44, the bike won the hearts of many (including the judges). Seeing it live inside of Hall A of MAEPS Serdang, most folks understand why the bike won. In other words, the bike looked so good that it can literally go into production right now and there will be a line of people wanting to buy it.

Our very own Keshy Dhillon hosted the popular segment of AOS, the Kustom & Koffee Talk with a few international panellists like Oliver Jones from The Cutrate, Shaik Ridhwan from The Mighty Motor USA and Kengo Kimura from Heiwa Motorcycles (Japan).

They talked about the scene, industry, inspirations, passions, and everything in between in the hopes of further elevating the Malaysian custom culture to greater heights. Even YB Tuan Mohd Khairuddin Othman, the Exco for Youth, Sports & Human Capital Development for the State of Selangor, joined in the festivities of this year’s Kustom & Koffee Talk.

Attendees were also delighted to be in the presence with the likes of the folks from Return of The Café Racers, Fuel Tank, Speedhunters.com, Pipeburn, Chopper Journal Magazine, MOONEYES, and many more. Loads of merchandise were sold, photos taken, but most importantly, sharing the same passion and excitement with these great individuals. This is something that can only happen at AOS.

There were many activities outside of the main hall to cater to so many groups and individuals but come night-time, the Sound Circus stage lit up with some of Malaysia’s greatest bands. Fans were serenaded by the likes of Restraint, Masdo, Bittersweet, Hujan, and many more.

This was also another proof on how big AOS has gotten; the show that was done indoors in the past years had outgrown the massive main hall and the only way to cater to all the fans was to organize it out in the open. It was truly a show and more.

At the end of the day, the Art of Speed brings out the best and worst of everyone. The worst of times were spent on endless hours to complete their projects, collecting funds, working tirelessly, spending time away from families, sacrificing blood, sweat, and tears just to make it to the show. But after the storm, comes the rainbow and all the cars and bikes on show are proof of that.

After only going through the worst, we reach our best. From kickstarting projects that have been dormant for years (The Classic Garage’s Morris 1964 custom hot rod with a 5.0-litre V8 Mercedes engine which won the Jury Awards of the AOS Invitational Car Build-Off) to massive giveaways that have never been done by anyone anywhere in the world (Mizuki & Lil’ Beach car lucky draws), Art of Speed has cemented itself as the pinnacle of custom culture here in Malaysia.

Judging by how things went this year, we can only assume that things are going to be bigger and more badass in the coming years. There will be more in the future and even before the dust has settled for this year, we are already excited about their plans for 2020 and beyond.

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Taming Ducati’s biggest Monster

There was no denying that the island of Tenerife was the perfect location to launch the new Ducati Monster 1200. The Spanish Island, located in the middle of the Atlantic Ocean is known for it’s stark beauty. Formed after the eruption of a volcano millions of years ago, the highest point – Mount Teide is visible as a snow capped mountain peak. Beautiful, undulating strips of dark tarmac lead up from the coast to the national park located up in the mountains.
It was this route that would be our testing ground for Ducati’s latest iteration of it’s best selling Monster.

First off, the 2014 Ducati Monster has grown in size and weight. It is a bigger Monster than the previous version. Which is good, really. At the rate the major bike manufacturers are decreasing the size of their models – it won’t be long before only midgets can ride their bikes. The handlebars of the new 1200 are now higher in position, and the seating position more stretched out.
Secondly, the new Monster has hugely improved performance.

With 135 hp in the standard form, and 145 hp in the S version – which was tested – it is a huge improvement over the 100hp available on the Monster 1100 evo.
This was apparent from the moment we left Vincci where we were staying on the coast. Riding up the highway into the mountains, the Monster S could obviously accelerate very strongly, even in Touring mode. The Testastretta mill churns out max power at just 8,750 rpm and the max torque of about 125 NM is available at 7250 rpm.

The engine has three mapping modes – Urban mode limits the engine to 100 hp, with smooth ride by wire settings that make the bike easy to handle in traffic around town. Sports and Touring modes unleash the full fury of the beast – but the latter gives a less aggressive mapping which makes the bike easier to ride. Sports mode is of course the most aggressive – giving abrupt, arm jerking acceleration. It is worth noting that for most of the ride, I found Touring mode more than sufficient.
Along with the changes in engine mapping, shuttling between the modes results in changes in the Ducati Traction Control and Anti Lock Braking System. In sports mode, DTC is set to level 2 – and ABS is set up to allow the rear to lift up. In Touring mode, DTC is set to level 3 – and ABS is set up to stop the rear of the bike from lifting. Finally, in Urban mode – DTC is set to 5, the maximum setting – with the full gamut of ABS controls in place – allowing for maximum braking stability and no rear lift ups. Which basically means no stoppies at red lights.
A fascinating feature of the new 1200 is the use of a full color TFT display in lieu of traditional instrument panels – just like the Panigale.

The display transforms entirely when shuttling between the various modes. In urban mode for example, the RPM meter mysteriously disappears – leaving an uncluttered meter face with a giant clock above, and and even bigger speedometer to keep you obeying the speed limit. In touring mode – the clock is reduced in size and relocated to the bottom left – and an RPM bar appears across the face of the meter. The TFT meter is a fascinating and practical innovation.
Riding off the highway and into the winding roads leading up to the mountains, it was immediately apparent that despite an increase in weight – the new Monster was still very agile.
Frame dynamics have been tremendously improved – as had been detailed by project manager, Giulio Malagoli in a presentation earlier. The engine is now a stressed part of the frame – with the steel trellis frame attached to the cylinder heads. This resulted in an amazing 99 per cent increase in torsional stiffness as opposed to the Monster 1100 EVO. Interestingly, 1.23 kg of weight was also shaved in the exercise as well.

Towards the rear of the bike, a Sachs adjustable shock absorber and a cast aluminum swingarm also attaches to the engine.
As the roads opened up, I found myself following a pack of very fast international motoring journalists as they made their way through the sparse traffic travelling in the national park. It doesn’t help that I only had a day to acclimatise from riding on the left lane in Malaysia – to riding ‘on the wrong side of the road” in Spain.
While the Monster is fast, it felt safe. On the S version – the bike was equipped with fully adjustable Ohlins forks with 48mm sliders. Massive Brembo M50 calipers, in Malagoli’s own words “The best available” cut down the tremendous speeds that are easily attained on the Monster. With 330mm front discs and a Radial (16mm) front master cylinder – it is the exact same front brake system found on the 1199 Panigale.

The bike is also quite a looker. Available in traditional Ducati Red and a new, striking color known as Star White – the bikes demand attention at every single stop we made – even vying for attention with the magnificient Mount Teide in the background. The design resonates the Monster cues of the past – but due to the increase in size – the bike has a more commanding and stronger presence when parked on the kerb.
Whenever we parked the bike during the ride, legions of tourists would click away with their cameras.

The size upscale – which stretches the wheelbase from 57 to a lengthy 59.5 inches, also increase seat width. Bigger riders will look less silly when perched on top of the bike in their tight racing suits. More importantly – the comfort created from the extra space means you can ride longer and further than before in more comfort.
According to Ducati, up to date, 270,000 Monsters have been sold worldwide – making it Ducati’s best selling model by far.
The Monster brand has been refined significantly over the years. It is now aimed squarely at 40-45 year olds urbanites with the ‘soul of a rebel’.

From the get go, it was clear that Ducati had set clear goals when designing the latest bike. It would be more usable, at the same time provide better performance than the previous generation bike.
It seems like this Monster pretty much hits the mark. The Monster is scheduled to hit Malaysian shores in June. Watch this space in the future for launch and pricing details.
Monster 1200 S (as tested)
Engine type: Testastretta 11∞, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
Displacement: 1198.4cc
Bore x Stroke: 106 x 67.9mm
Compression ratio: 12.5:1
Power: 145 hp @ 8,750 rpm
Torque: 124.5 Nm @ 7,250 rpm
Fuel injection: Electronic fuel injection system, 53mm throttle bodies with full Ride by Wire
Gearbox: 6 speed
Clutch: Wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.
Frame: Tubular steel Trellis frame attached to the cylinders head
Front suspension: Ohlins fully adjustable 48mm usd forks
Front: Tyre 120/70 ZR 17 Pirelli Diablo Rosso II
Rear suspension: Progressive linkage with fully adjustable Ohlins monoshock. Aluminium single-sided swingarm
Rear tyre: 190/55 ZR17 Pirelli Diablo Rosso II
Front brake: 2 x 330mm semi-floating discs, radially mounted Monobloc Brembo evo M50 4-piston callipers, radial pump with ABS as standard equipment
Rear brake: 245mm disc, 2-piston floating calliper with ABS as standard equipment
Dry weight: 182kg
Wet weight: 209Kg
Seat height: Adjustable 785 – 810 mm (30.9 – 31.9)
Fuel tank capacity: 17.5L
Maintenance service intervals: 15.000km (9.000m)/12 Months
Valve clearance check: 30.000km (18,000m)
Price: TBA
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2023 Kawasaki Ninja ZX-25RR Breaks Cover In Indonesia

Launched in 2020, the Kawasaki Ninja ZX-25R was an instant hit in neighbouring Asian countries.

Currently, the ZX-25R is only available in Indonesia, Thailand and the Philippines.
The Ninja ZX-25R makes 51hp and 22.9Nm of torque.

Last year, the quarter-litre screamer got a new colourway in Indonesia, including Lime Green, Passion Red, Metallic Matte Graphene Steel Grey and Metallic Spark Black.
Unfortunately, all other specifications remain unchanged.

However, the Kawasaki Ninja ZX-25R gets new equipment and electronic package for 2023, including a new RR trim, announced by Kawasaki Indonesia.
Priced at IDR129,900,000 (RM39k), the Ninja ZX-25RR features a new fully adjustable Showa SFF-BP 37mm front fork and adjustable horizontal back-link BFRC lite gas-charged shock.

Also new on the 2023 model year is a new TFT instrument cluster replacing the semi-digital meter on the previous model. Thanks to the new dash, riders can now connect the bike to their smartphone via the Kawasaki Rideology app.

In addition, Kawasaki also introduced a new exhaust system that now meets Euro 4 emission standards.
Other notable features include:

assist & slipper clutch
economical riding indicator
electronic throttle valve
KQS (Kawasaki Quick Shifter)
KTRC (Kawasaki Traction Control)
power modes

Powering the 2023 Ninja ZX-25RR is an inline four-cylinder, liquid-cooled DOHC mill displacing 249.8cc that produces 51hp @ 15,500rpm (with Ram Air) and 22.9Nm @ 14,500rpm.
Power goes through a 6-speed transmission with a claimed max speed of 197km/h.

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FIRST LOOK: 2022 Honda CB150X

PT Astra Honda Motor has just unveiled the 2022 Honda CB150X at the 2021 Gaikindo Indonesia International Auto Show (GIIAS).
The Honda CB150X is the smallest adventure tourer by the Japanese brand and shared most of its design cue from the CB200X launched in India a few months ago.

While the CB200X shares the same platform as the Hornet 2.0, the 2022 CB150X gets its 149cc powertrain from the Honda CB150R, which makes 16.5hp @ 9,000rpma and 13.8Nm @ 7,000rpm.

Nonetheless, the CB150X features ‘adventure’ bike elements such as middle-set footpegs, upright handlebar, tall windscreen, muscular fuel tank design and bash plate.

Despite missing out on Anti-lock Braking System (ABS) and other electronic features, the CB150X still gets a full LED setup, 17″ alloy wheels, an all-digital display and Showa 37mm inverted forks at the front and monoshock at the rear.
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2020 Italjet Dragster going into production in May!

The 2020 Italjet Dragster marks the return of one of the world’s most iconic ‘super scooters’ in the game and the company has confirmed that the new legend will go into production starting May 2020 in Italy. The news was confirmed by Italjet’s President and CEO himself, Massimo Tartarini.

“The Dragster is expected in every part of the world. The First Edition series of 499 units numbered and certified, that were offered to all Dragster fans, are now sold out,” he added. “Bookings came from more than 20 different countries. Now the wait is about to end: Dragster production will start in May.”

The 2020 Italjet Dragster will be available in two variations based on the market it’s available in; 125cc and 200cc. Both models will run a four-stroke, single-cylinder engine (which is the complete opposite of the first-generation two-stroker) but fans are still offered with that exposed trellis frame.

For now, Italjet has stated that their major markets would be the UK and Germany but we’re guessing that a 200cc scooter that looks this awesome will do well in Asian countries, especially Malaysia. There’s still no news on its extensive availability or pricing at the moment but Japan is on the radar and that’s definitely not that far from us. BRING. IT. HERE.

2020 Italjet Dragster to Debut at EICMA 2019

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MotoGP: Marquez, Crutchlow & Rins declared FIT TO RACE this weekend

The MotoGP medical team has declared Marc Marquez (Repsol Honda), Cal Crutchlow (LCR Honda) and Alex Rins (Team Suzuki Ecstar) all fit to race this weekend for the Andalucía GP in Jerez, Spain. While normal mortals would’ve taken weeks to recover even remotely, these riders prove that MotoGP riders are a different hybrid of ‘superhumans’.

Can you believe it?! ?
Incredibly, @marcmarquez93, @Rins42 and @calcrutchlow have all been declared FIT to ride! ?#AndaluciaGP ? | ?https://t.co/CL5j3PS6Uc
— MotoGP™? (@MotoGP) July 23, 2020

None more so that Marc Marquez, who suffered a broken arm just five days ago during the first race of the season at the same track. A quick trip to Barcelona for an operation to fix his injuries and surprising everyone when he was back in Jerez yesterday and declared fit to compete in the second round.

? @marcmarquez93 will undergo surgery after this horrendous crash at Jerez!
We wish the world champion the very best in his recovery! ?#SpanishGP ?? pic.twitter.com/BOSmDo7dfG
— MotoGP™? (@MotoGP) July 19, 2020

The same can be said for Crutchlow and Rins who suffered a fractured wrist and dislocated shoulder respectively from last weekend. While most of the paddock that Marquez might miss a couple of races, his determination to fight for the 2020 championship is strong and extremely commendable.

Can you guess who is fit to race this weekend? ???✊?✊?✊? @suzukimotogp @motogp #AndaluciaGP pic.twitter.com/VM55mmVQdu
— Alex Rins (@Rins42) July 23, 2020

Fabio Quartararo (Petronas Yamaha SRT) now leads the championship thanks to his very first premier class win last weekend, followed by Maverick Vinales (Monster Energy Yamaha MotoGP) and Andrea Dovizioso (Ducati Team).

One thing is for sure, Marquez will need some catching up to do with his current no points scored yet. The other thing? Expect some struggles from the defending champion, he just broke his arm less than a week ago for God’s sake. Crazy.
MotoGP: Marquez fractures arm – the end of his 2020 season?

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How 2018 marks the return of Kawasaki modern classic motorcycles

2018 has marked the return of Kawasaki modern classic motorcycles with the introduction of the 2018 Kawasaki Z900 RS and Z900 RS CAFE.
After years of having the Kawasaki W900 as their only heritage option, Kawasaki returns with two of the most anticipated modern classic bikes for 2018.
Both the Z900 RS and Z900 RS CAFE are expected to show up across showrooms worldwide early next year.

The past decade has shown that Japanese company Kawasaki proving itself as one of the major powerhouses of the world when it comes to manufacturing motorcycles. Not only do they have one of the most diverse selection of motorcycles that’ll cater to any motorcycle enthusiast but also some of the best the world has ever seen.

Just take a look at their sports bike segment, the Ninja. Available from 250cc all the way to 1,400cc, there’s a Ninja for anyone and everyone. To know more about the Kawasaki Ninja sports bike series, CLICK HERE.

But what about those who are into modern classics? What about those who are looking for something a bit different with a hint of ‘old skool’ thrown into the ever-growing collection of modern motorcycles? For 2018, Kawasaki has got you covered in the best possible way with the 2018 Kawasaki Z900 RS and Kawasaki Z900 RS CAFE.

Heavily inspired by the legendary Kawasaki Z1 from the 1970s, the Kawasaki Z900 RS was previously introduced during the 2017 Tokyo Motor Show which captured the world by storm. When it comes to a bike that portrays the true spirit of Kawasaki’s heritage, there’s no better bike than the Z900 RS.

Apart from all its smooth and classic lines, the Z900 RS comes equipped with the same engine found on the naked 2017 Kawasaki Z900 ABS which is the 948cc, inline-four, liquid-cooled engine. After some refinements, the Z900 RS produces 109hp at 8,500rpm and 98.5Nm of maximum torque at 6,500rpm. Pretty powerful for a modern classic.

With its timeless overall look from its teardrop fuel tank to oval-shaped headlamps, the Z900 RS has been taken into the future with specifications such as assist and slipper clutch, Kawasaki Traction Control (KTRC), lightweight trellis frame, ERGO FIT seats to accommodate riders of different height and many more.

To check out the complete specification of the 2018 Kawasaki Z900 RS, CLICK HERE.
If you’re looking for something that’ll make a bold statement anywhere and everywhere you go, one of the best ways to do so is to arrive at your destination on board the 2018 Kawasaki Z900 RS CAFE. Unveiled during the EICMA motorcycle show in Milan just last month, this is one of a few bikes that rightfully stole the show.

Taking the already impressive Z900 RS as the base, Kawasaki injected a huge dose of cafe racer into the mix and the result is simply stunning. From the low black handlebar to its sleek cowling design, it is a breath of fresh air in the world of cafe racers.

With dual-dial instrumentation coupled with a multi-function LCD screen, it’s the perfect balance between retro-styling appeals and modern functionality. Kawasaki has taken the modern retro vibe to an entirely new level all the way down to the wheels with the Z900 RS CAFE’s spoke-style cast wheels.

To tie everything together, Kawasaki made the right choice with its ‘Vintage Lime Green’ colour scheme. This is indeed one of the best paint jobs we’ve seen at this year’s EICMA show that highlights all the bike’s major features including its powerful yet clean 948cc, inline-four, liquid-cooled engine paired with brushed satin finish exhaust.

To know more on the 2018 Kawasaki Z900 RS CAFE, CLICK HERE.
After years of offering the Kawasaki W800 (already discontinued) as their one and only modern classic option in their entire bike line-up, a lot of us were wondering whether Kawasaki has forgotten about their heritage. We we’re dead wrong.

Upon witnessing the introduction of the Kawasaki Z900 RS and Z900 RS CAFE, we now know that good things take time and come 2018, it’ll be quite a special time to truly “let the good times roll.”
2018 Kawasaki Z900 RS

2018 Kawasaki Z900 RS CAFE

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Modenas unveils the hot new CT115S

Just a few hours ago, national motorcycle manufacturer Modenas took the wraps off the much anticipated CT115S moped at an event held at the Bangsar Shopping Complex.

Built from scratch at the Modenas’ plant in Gurun, Kedah, the CT115S is basically the sportier variant of the CT range, featuring an improved, more aerodynamic design than the CT100, which was launched two years ago.

Targeted towards riders aged between 16 and 35 years old, the Modenas CT115S is powered by a 115cc four-stroke, carburetor engine which produces a maximum output of 8.8hp at 9,000rpm and 8.1Nm of peak torque at 5,000rpm. The engine is paired with a four-speed transmission.

Fitted with a 4.8-litre fuel tank, the Modenas CT115S also comes with a few notable features such as a five-step adjustable Monoshock suspension, a 12V electrical charging socket under the seat for owners to charge devices like smart phones among others, a trailing rear swing arm, front disc brake, and an electric starter.

Priced below RM5,000, Modenas said that it aims to sell 1,500 units of the CT115S per month. The company also said that it aims to secure 12 per cent of the “Kapcai” market share by the end of 2015, compared to the current 9 per cent with the CT115S.

Available in two colours, the Modenas CT115S is offered with a two-year or 20,000km (whichever comes first) manufacturer’s warranty.

Also on display during the launch was the Modenas CT115S Gran Turismo, which was kitted out with a Givi pannier, special Givi livery, and sports wheels.

We are testing the bike this Thursday, watch out for the full review then.
Specifications
Engine: Four-stroke, SOHC, single-cylinder
Bore & stroke: 53.75mm x 50.6m
Transmission: Four-speed
Max power: 8.8hp at 9,000rpm
Max torque: 8.1Nm at 5,000rpm
Carburetor: Spaco, AV20
Ignition: Kick-start and electric starter
Cooling system: Air-cooled
Length: 1970mm
Width: 725mm
Height: 1084mm
Seat height: 750mm
Dry weight: 99kg
Fuel tank capacity: 4.8-litres
Price: Below RM5,000
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All-New 2021 Honda X-ADV Now Available In Malaysia – RM67,799

Four months after Honda revealed the new generation 2021 X-ADV in Europe, the adventure scooter is now available in Malaysia at the price of RM67,799.
If you thought that the previous Honda X-ADV is impressive, wait until you feast your eyes on the 2021 Honda X-ADV.

Out of all the newly-launched models, the 2021 X-ADV receives the most updates from redesigned looks, increased firepower, and upgraded riding technologies.

In terms of design, the new X-ADV presents a more rugged appearance with modern up-to-date features like its dual LED daytime-running lights leading the way. A new front windscreen was also added for better weather protection as well as better storage capacity thanks to a bigger 22-litre under seat storage and a 1.2-litre glovebox compartment (with USB charging port).

Its 745cc parallel-twin DOHC engine now produces around 58hp at 6,750rpm and 69Nm torque at 4,750rpm (4hp & 1Nm more compared to the previous-gen). This was done thanks to a new throttle-by-wire system and engine tuning.

This resulted in a smoother and more powerful power delivery, which is also optimized further with reworked gear ratios via its Dual Clutch Transmission (DCT) and retuned Honda Selectable Torque Control settings. A 3kg weight reduction also helps greatly in this department.

Like the 2021 CB1000R, the 2021 X-ADV also features a new 5-inch TFT screen that is enhanced with Honda Smartphone Voice Control system. This allows the rider to control calls, navigation, and music via the handlebar controls and voice command (if you’re able to connect a Bluetooth helmet headset).
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Guy Martin will race on a Mugen Electric Bike at Isle of Man TT 2017

Guy will participate in the TT Zero category together with John McGuinness

Team Mugen’s Shinden Roku fully-electric race bike

Photo source: Asphalt and Rubber

It was big news when Guy Martin announced that he will be returning to the Isle of Man TT races for 2017. It was even bigger news that he got a ride with the factory Honda Racing team together with John McGuinness aka “The King of the Mountain” on the new Honda CBR1000RR Fireblade SP2. Now, he’s going to participate again in the all-electric race category of Isle of Man TT, the TT Zero.
Photo source: Ride Apart
Together with John McGuinness, the legendary duo will head to Tokyo in April to take a look at the sixth generation electric bike from Team Mugen dubbed the “Shinden Roku”. The team has had massive successes over the past years ever since they entered the TT Zero back in 2012. They’ve been on the podium ever since and have actually won the races for the past three years with McGuiness and New Zealander rider, Bruce Anstey.
Photo source: Mugen Euro
With great success and talented riders, team Mugen is looking to defend their crown as the most successful all-electric race team in the Isle of Man TT races. The other goal that both McGuinness and Martin will try to achieve is to hopefully break the 120mph barrier on the Mugen Shinden Roku bikes. That’s around 193kmh on a race bike that is FULLY-ELECTRIC. And who better to make that happen than the 23-time TT winner John McGuiness and one of the most popular figures in the racing world, Guy Martin.
Photo source: Mugen Euro
Stay tuned to Bikes Republic for more Isle of Man TT updates.
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Qianjiang Reveals Plans for New V4 Engine

Qianjiang, the parent company of Benelli, is reportedly developing a new V-4 engine that will power the company’s future motorcycle models.

QJ Motor plans to introduce it’s own V4 engine in the near future.
The V4 powertrain is said to be around the 1L mark and offers more than 200hp.

The engine has been featured in several patent applications published in China recently, revealing that it is a 90-degree V-4 engine with double overhead camshafts and four valves per cylinder, somewhere around the 1,000cc mark.
*the new patent showcased a 90-degree V4 engine.
Although the engine’s intended motorcycle model is unknown, some of the patent drawings feature the QJMotor logo, indicating that it will appear in at least one model in the company’s fast-growing QJMotor range. However, Qianjiang already shares its current engines across both the QJMotor and Benelli lineups, making it likely that the V-4 engine will eventually appear under the Benelli banner.
QJMotor range already includes more than 30 motorcycles, ranging from 50cc to 900cc. Therefore, the addition of a V-4 engine will help the company achieve its goal of having every type of combustion engine in its motorcycle lineup.
Qianjiang’s new V-4 engine project is a significant step towards establishing the company’s presence in the high-performance market.
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Norton Accept Bookings For 2023 V4SV Superbike – RM237k

Norton Motorcycles have announced that bookings are now open for the company’s flagship V4SV superbike.

The V4SV is the first model to roll out of the factory since the acquisition by TVS.
The flagship superbike offer 185hp and full carbon fibre bodywork.

However, delivery will only occur after the first builds are delivered to customers who placed their orders before TVS Motor Company acquired the British motorcycle brand in April 2020.
“It is a hugely proud moment to announce that customers can now buy the re-engineered V4SV.
“I would like to thank the Norton team, customers and fans for their continued support for joining us on this journey in bringing Norton and V4SV to life,”
said Norton CEO, Dr. Robert Hentschel.

According to reports, the V4SV superbike is the first motorcycle to roll off the production line 18 months after TVS had to re-engineer the bike following the discovery of 35 faults in the previous built under former owner Stuart Garner.
A liquid-cooled 1200cc 72-degree V4 engine powers the Norton V4SV and can pump 185hp at 12,500rpm, making it a close rival to the Triumph Speed Triple 1200RR.
Other neat features available on the V4SV include:

carbon fibre fuel tank
carbon fibre bodywork
handcrafted TIG-wielded aluminium tube frame

The V4SV is being built at Norton’s new Solihull HQ, developed as part of a new investment from TVS with the promise of delivering up to 8,000 units annually.
For those interested to placed an order, the Norton V4SV is priced at GBP44,000 (RM237k).

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2018 Suzuki SV650X – One sexy middleweight cafe racer

During the recent EICMA 2017 in Milan, Suzuki launched their one and only new bike for next year which is the 2018 Suzuki SV650X cafe racer.
Based on the popular SV650 platform, Suzuki’s new cafe racer receives a brand new facade with one killer paint job.
The 2018 SV650X comes with a 645cc, liquid-cooled, DOHC, V-twin engine which produces 75hp and 64Nm of maximum torque.

With so many awesome bikes being launched and highlighted at the great EICMA 2017 just last week, it was way too easy for anyone who attended to actually absorb all the motorcycle-goodness in just a short period of time. Suzuki has hopped into the modern retro bandwagon with the launch of their latest 2018 Suzuki SV650X Cafe Racer.

It’s has been a while since Suzuki released a brand new bike to the masses. The previous years have seen only some updates to their current line-up. The 2018 SV650X on the other hand is more than just a simple update.

Based on the successful middleweight SV650 platform, Suzuki’s latest cafe racer offering offers a fresh and modern take on the classic retro segment. The entire facade has received a brand new makeover and when paired with its 645cc, liquid-cooled, DOHC, V-twin engine, this modern retro punches out 75hp and 64Nm of maximum torque.

Weighing at just below the 200kg mark, it’s more of a classic cafe racer that we’ve been seeing recently but Suzuki managed to elevate the SV650X cafe racer’s appeal with one of the most killer paint jobs we witnessed during our time at EICMA 2017.

It might be the most high-performing production modern retro bikes in the scene right now but what we can confirm is that the looks alone will give the rest of manufacturers having the same type of bikes in the particular segment a run for their money.

It’ll be an uphill battle for the folks over at Suzuki but what they can work on is how they can maximise the success of their 2018 Suzuki SV650X cafe racer; its pricing. The current SV650X standard model comes in just under the RM40,000 mark and with an ever-growing demand for modern classics around the world, Suzuki needs to play their cards right for 2018.

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2022 Honda CBR650R & CB650R Now In Malaysia – From RM43,499

Boon Siew Honda (BSH) officially welcomes the 2022 CBR650R and CB650R for the Malaysian market.
After a significant suspension update in 2021 along with other improvements, both the CBR650R and CB650R gets new colour and graphics for 2022.

The 2022 CBR6650R gets refreshed visual for both the Grand Prix Red and Mat Gunpowder Black Metallic while the 2022 CB650R now comes in Mat Jeans Blue Metallic and Candy Chromosphere Red, joining the already available Mat Gunpowder Black Metallic.
We previously tested the 2019 editions and boy, both the CBR650R and the CB650R is probably the best middleweight motorcycle currently available in Malaysia.

The two models continue to roll on with 649cc, DOHC 16-valve, Euro 5 engine that’s capable to deliver 93.4hp @ 12,000rpm and 64Nm @ 8,500rpm.
Both the CBR650R and CB650R offers Honda Selectable Torque Control (HSTC) that allow a better rear-wheel traction and 2-channel ABS for better braking.

Other features include:

41mm Showa Separate Function-Big Piston (SSF-BP) upside-down fork
USB-Type C socket (under the seat)

The 2022 Honda CBR650R and CB650R is available for RM45,499 and RM43,499 respectively.
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MotoGP: Espargaro Raring To Go, Bradl To Replace Marquez In Qatar

As Marc Marquez continues his focus to a full recovery, Stefan Bradl will again jump on the Repsol Honda Team RC213V for this weekend season opener in Qatar.
Having last raced in Qatar back in 2016, the 31-year-old German will once again return to Losail International Circuit in a bid to prove his worth after a fruitful testing with the RC213V.
“First of all I want to say thank you to HRC and wish Marc all the best on his continued recovery. We had a good test and I have been riding well after a busy 2020 and a good start to 2021.
“Hopefully we can have another strong weekend and gather some good information for Honda.
“It will be great to race in Qatar again, it has been a while since I have raced there but certainly the two tests have me up to speed with the track so I don’t think this will be a disadvantage to us. Let’s start the season,” he said.

Meanwhile, Pol Espargaro is raring to make his debut with the RC213V.
The 2021 MotoGP season opener is expected to be a thrilling race with Espargaro vying to make his mark with the new machine after leaving KTM at the end of last season.
“The first race is finally here, I am really excited to get back on the Honda. We had a good test and I am looking forward to the first race weekend. There are some things we still need to learn and understand about the bike and it will be an intense opening weekend, but I am excited.
“Racing the Repsol Honda is something most people dream of and I can’t wait to do it. I am not setting a target for the race other than do the best that we can. Let’s put on a good show for all the fans that are at home, it’s time to go racing,” he explained.
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MotoGP: New rules, no third class

With the season opening race just days away, the MotoGP fraternity has finally come to an agreement, bringing forth a new set of rules that will dictate the how the 2014 season will go about.
Before we get into the gist of things, here’s MotoGP.com’s ‘simplified’ explanation.

On the surface, the proposed “third class” has been scrapped altogether, and MotoGP will only be limited to classes only: ‘Factory’ and ‘Open’ classes. In the Factory class, manufacturers and teams will be granted with unrestricted ECU software development, whilst the Open class sees manufacturers and teams using standardised ECUs with that are less sophisticated than those used in the Factory class.
Entries in the Open class will also be subjected to several other perks or limitations based on several conditions. Firstly, Open class entries will benefit with a higher fuel load of 24 litres as opposed to the usual regulated load of 20 litres. Entries also benefit with unlimited testing, 12 engines per year instead of the usual five per year, and are no longer subjected to the engine development freeze. This class does lose the option to run softer rear tyres, leaving this perk only for the Factory class entries.
Now here’s where things get confusing. Factory teams that have not scored a race win in dry conditions last year will be allowed to race in the Open class with its accompanying benefits. But once these teams score a win in dry weather, or two second-place finishes, or three third-place finishes, they will loose half of their extra fuel and will race with just 22 litres per race for the remainder of the season. The softer compound rear tyre option will also be deleted after scoring three race wins in dry weather conditions.

For Ducati, a team that did not score a win or podiums last year, these rules will now apply to ALL of its bikes in the Factory class. The same restrictions will be applied to them in 2015 based on their performance in 2014. Come 2016 however, the field will then be ‘levelled’ with the expected introduction of controlled ‘Spec-ECU’ softwares.
Spec-ECU software will become a mandatory requirement for all entries come 2016, its introduction set to take place a year earlier than previous expected. It seems FIM and Dorna will proceed with the mandatory use of Spec-ECU for all teams by then, regardless of Honda’s threat to leave the sport if such regulations were introduced.

For the returning Suzuki team however, the team is likely required to comply with the same Factory class regulations, but will be granted with Open class benefits as how Ducati would right now upon its re-entry in 2015. This is expected to aid the returning team’s engine development in order to get them up to speed.
Source: MotoGP.com / Visordown
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KMOG/KTM Malaysia Weekend Adventure with Chris Birch (Day Two)

Courtesy of Frankie Tan

Day Two of the KMOG/KTM Malaysia Weekend Adventure with Chris Birch saw us going for an offroad ride.

The objective was to consolidate the lessons from yesterday’s clinic into real-world riding situations.

The participants soon learned how good were the lessons and that their KTMs could withstand great abuse without even one breaking down.

Although am not proud of it, I’ve done well so far in this KMOG/KTM Malaysia Weekend Adventure with Chris Birch event. I wasn’t as fast as the fast guys, to be honest, but I wasn’t that slow either. I’ve always had a phobia for deep mud, but Chris’ advice to keep looking forward, while leaving body, core muscles and arms loose paid dividends. The bike wiggled around underneath but it went where I placed it. The KTM 1050 Adventure proved that it could hack it in offroad conditions.
 We’ve now arrived at a deep laterite mud (what we commonly call “red mud”) section. It was 500 m long, wide and flanked on both sides by young oil palm plants that were about metre high. I saw the marshals up ahead signaling to our trailing group to stop and wait. Having tackled deep mud all day, I had good feelings, so I dubbed it a friendly name as the “Mud Spa.”
The BMW R 1200 GS Adventure went first. Just 3 metres up and its front wheel deflected fully to the left, dumping the rider into the dirt like a sack of potatoes. He got back on to his feet while the marshals lifted the bike onto its wheels. He got on and tried again but was promptly back in for another “treatment.”

Before I could move, a KTM 690 Adventure hopped ahead. Chris Birch was now beside us at the “start line” and he called out “Full gas. Keep it pinned.”
The KTM 690 rider did just that, but his forward momentum disappeared almost instantly when the front wheel was swallowed by the ochre monster. Still, he kept it pinned. The spinning rear wheel pirouetted around to the left in slow motion, pointing the bike perfectly facing up a steep hillside. He stopped, put more weight on the left side of the bike and gassed it. Now the rear slid around to the right, pointing him directly into the wide plantation area on what had earlier been his left. However, he kept trying while the rear slid right, left, right, left up the trail. He made it through without dropping it.
It was my turn now. Seeing how a bike with offroad tyres could do it boosted my confidence. Chris Birch advised, “Aim for that rut, once the front tyre gets in there, just follow it and keep the throttle open.” I nodded and headed out.

The front went full right lock in just 2 metres later and the rear tyre went sideways. Instead of keeping the throttle on and slipping the clutch slightly, I chickened out closed the throttle. The bike almost toppled over but I somehow kept it up. I straightened the front wheel and tried again.
But I had misjudged it and the front tyre went past it and into deeper mud. It snapped to full left lock in the blink of an eye and my stupid survival instinct intervened to chop the throttle. I went down faster than a KO’d boxer, and the bike trapped my left foot underneath it. Thank goodness Iman from KTM Malaysia had advised me to wear motocross boots instead of adventure-touring ones, otherwise my left foot would’ve been crushed to a pulp.
Following the intensive offroad clinic coached by Chris Birch and Chris Whitehouse the previous day, the KMOG/KTM Malaysia Adventure Weekend with Chris Birch headed into the offroad trails surrounding Bukit Beruntung and Serendah, for er… adventure. It was a much-welcomed follow-up as we could practice what we learned. (Click on the link below for the Day One report.)
KMOG and KTM Malaysia Adventure Weekend with Chris Birch (Day One)

The morning started with us leaving the Ratu Rening Residency for Bukit Beruntung to rendezvous with the marshals. They were all riding KTM’s off-roaders including the KTM 250 EX/C-F, 350 EX/C-F, 450 EX/C-F enduro bikes, while Gabit Saleh rode the KTM 1290 Adventure T as he had to ferry the official photographer/videographer.

Iman presented the briefing, saying that we had an 80-km ride ahead of use, almost all of it off-road. The offroad regulars smiled while we neophytes stopped. For me it was a mix of excitement and trepidation. You see, I popped my off-road cherry riding a Benelli Trek 1190, during the GIVI Let’s Get Dirty Adventure Ride in 2014, coached by Rob Armstrong. Not only was it heavy, it had large panniers and a top case on. If that’s not bad enough, it had half-worn Pirelli Angel ST sport-touring tyres! But I somehow survived that day without a single fall, so the KTM 1050 Adventure equipped with Metzeler Karoo 3 fully offroad tyres ought to do way better!
Despite the previous night’s heavy rain, the trail started easy, with light and loose sandy surface with the occasional patches of water and mud through an oil palm plantation.
The fast guys flew, sometimes splashing water on us poor slow guys while making their way to the front. It was good fun. Keeping vision as far up ahead the trail as possible and standing up the way Chris had thought, the bike just flowed. We were a having a braaping-good time.

Offroad riders have long told me about the many beautiful sights when riding off the highways and trunk roads. It was certainly so as we rode past small lakes, fish cultivation ponds, lifestock and water buffalos.
Soon, we arrived at the first challenge. It was a small downhill trail which led downhill to the right and back to the left to cross a small stream and back up the other side onto another trail. Everyone made it through safely, although there were a few small spills.

We rode on as the sun was fully up by this point, however, we were lucky that overhead branches shaded us pretty much of the way.
Further on, we crossed a rickety wooden bridge, a metal bridge and rode adjacent to a river and lake. We noticed a few locals fishing.

The trail started to get muddier as we went on. Sand gave way to reddish brown mud and it got progressively deeper and softer, until we reached the super challenging section in the aforementioned above.
We finally made it through after the hardworking marshals including Gabit and a number of more experienced riders like Charles Loo (Seng) of CA Cycle and multiple Rimba Raid winner Bee Wong, assisted in riding out the few bikes where the riders had found it just too daunting.

Compared to the earlier parts, this area was wide open and the sun started to bake us. We continued onto a much narrower trail passing a beautiful large lake. The surface was now hard packed so the speeds picked up. A few participants took this opportunity to also remain seated to rest their tired bodies, especially the thighs and backs.
While the forward group stopped for a break, Chris performed powerslides and powerslide U-turns on his 2017 KTM 1290 Super Adventure Sto everyone’s amazement. He made it look so effortless.

The convoy turned back into a narrow trial, once more under the shade of oil palm trees, and we soon encountered uphill and downhill sections. Although appearing reddish brown, we were glad that the surface was more hard-packed instead of being muddy. Parts of the trail was covered with crushed granite, too. Again, the going was made bearable by Chris’ instruction to keep looking to where we wanted to go, instead of just a couple of metres in front of the bike. Doing so avoids surprises, thereby increasing confidence and ultimately resulting in smoother riding. Besides that, we covered the clutch with two fingers and the front brake with one. Heading downwards, all I needed to do was to allow the bike’s engine braking to control my descent. If it started to go too fast, a little dab of clutch and front brake kept the speed in check. The rear brake was used to stabilize the bike, or to lock and drag the rear wheel down the steep slippery slope to bleed off some speed.
But as we headed up a steep hill, the bike immediately ahead of me slowed suddenly. I steered to the right to avoid him and the rear wheel dropped off the side of the trail. The soles of my boots were still covered in mud and the shock of the drop cause my right foot to slip off the footpeg, leaving me hanging over the right side of the bike like a MotoGP rider who’s about to DNF spectacularly. “The look ahead, give gas” advice kicked in and I did just that up the slope. I managed to pull myself up when I reached the top. There was however, a sharp pain in the right leg just above the top of the boot.
It hurt like heck but I just kept going. (It turned into a huge bruise when we got back. Badge of initiation, I called it.)

The trail connected to a tar road, where we parked at the sides for a short break. Most participants were hungry and thirsty at this point. A few faces were so red they looked like they had just left the sauna. One of the marshals had ridden ahead to look for a place for refreshments and called back that he had found one. He jumped back on and rushed to a small community sundry shop and food stall.
We parked our bikes in a hurry and almost raided the shop like a horde of Vikings. We proceeded to clear out the fridge! We had covered half the distance thus far. We had only stopped for a too-short 15 minutes before hitting the road again.
We arrived at an area which seemed to have been logged in the past and was told to ride on an uphill footpath. It looked benign from afar, being covered in thick foliage, however the ground was soft mud. The progress was slow-going as many had to either spin their rear wheels vigorously or risk tipping over, while being grabbed by the plant branches and leaves on either side. Chris Birch demonstrated that he could just blast his way up by using his higher momentum. The hot sun bashing down on us started to take its toll as more and more guys started making uncharacteristic mistakes.

It was the last challenge of the day, thankfully. The group stopped for a few moments when they arrived at a tar road. As with throughout the day, both Chris’s found themselves surrounded by participants who wanted to learn more as soon as the engines ticked off. But both guys never minded sharing their skills, thoughts and some hilarious stories of their adventures.
We adjourned back to the track at Sungai Buaya for lunch. After short speeches from Chris Birch, Chris Whitehouse and Iman, the participants demanded that Chris perform one last riding demonstration. Chris isn’t one to show off, that’s for sure, but the crowd started chanting, “Chris! Chris! Chris!”

How could he say no. He suited up, grabbed the 450 EX/C-F ISDE Six-Days and went off to pull steep hillclimbs, powerslides and unbelievable climbs over a large boulder!

With that over, he headed back to the resort for dinner. Everyone was so pumped from the day’s experience. With adrenaline suppressing whatever discomfort, as they jested with each other, sharing their experiences.

A line formed leading for Chris Birch’s autographs on pictures, T-shirts and helmets with him and Chris Whitehouse.

It has to be said that  those who spotted us riding large-sizes covered in mud stared in disbelief, but the owners themselves were no less impressed to discover that their large KTM adventure bikes could withstand the rough and tough stuff, without breaking down into a million pieces.

Through the many spills, no one was hurt and that was a testament to offroading being vastly more enjoyable and fun without the need for huge speeds. Besides that, being able to overcome obstacles and get away unscathed definitely hoisted confidence and moods to a new high. If you’re a rider who craves gratification, go offroading today. It’ll work its way into developing your riding skills for the road, too, we promise you.
In the meanwhile, however, everyone one of us has become Chris Birch’s greatest fans, thanks to KMOG and KTM Malaysia.
Tune in tomorrow for our exclusive interview with Chris Birch!

Click on the link below for Day One of the KMOG/KTM Malaysia Weekend Adventure Ride with Chris Birch.
KMOG and KTM Malaysia Adventure Weekend with Chris Birch (Day One)

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Kawasaki Introduce 2022 Vulcan S Café – Same Engine, Different Aesthetics

Kawasaki has updated the 2022 lineup by expanding the Vulcan S range with a new variant.
The Vulcan S Cafe offers a different attitude than the standard Vulcan S, thanks to a bubble-shaped cowl that sits over the front headlight and a combination of an orange, black and white paint job.

It also comes with a bold Vulcan S badge on the side of the tank.
Nonetheless, the Vulcan S Cafe runs with the same liquid-cooled 649cc parallel-twin engine that produces 53.5hp @ 7,150rpm and 58Nm @ 5,650rpm.

However, if you are still in love with the standard Vulcan S, it also comes with a slightly different colourway called pearl Robotic White.
The 2022 Vulcan S and Vulcan S Cafe are available at USD7,299 (RM30k) and USD7,899 (RM33k).
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MV Agusta under Police Investigation for Social Security Funds Misuse

MV Agusta in Hot Water for Allegedly Misusing Employees’ Pension Funds

Italy’s law enforcement agency under the authority of Ministry of Finance and Economy, Guardia di Finanza, is currently investigating the Italian exotic bike manufacturer for allegedly misusing its employees’ INPS contributions, which is Italy’s national pension system (similar to our very own EPF or KWSP).Despite their latest launch of the MV Agusta F4Z Zagato and several models during EICMA 2016 last week, the alleged amount that they have used to pay off their debts from suppliers is said to be up to €6.8 million (RM 31,762,908.94).

Like most businesses, they are required to contribute to the pension funds for their employees and the Guardia di Finanza has been on an on-going investigation on whether MV Agusta has used the allocated funds to pay off their debts from the suppliers instead. MV Agusta CEO, Giovanni Castiglioni has denied all allegations even though he himself is in a poor financial situation as well.
Giovanni Castiglioni (Right)
In regards to a report made by Varese News, it was found that MV Agusta did not contribute to the pension funds of its employees and also withholding the pension payments from their paychecks back in 2013 to 2015.
Further investigations from the Guardia di Finanza has found that the company at one point owed the pension funds as much as €13 million (RM 60,730,619.25). Although some of the amount owed has been paid back, it was stated by the deputy prosecutor that they still owe the national pension system close to €7 million (RM 32,698,945.30).
In spite of the allegations, MV Agusta has release their own statement which said:

The company has never disobeyed the tax law and benefit requirements, with all evidence in their financial records
MV Agusta has been paying tax and social security deductions on a regular basis, as fixed to by the related authorities
The tax and social security obligations are subject to renegotiation and rescheduling in accordance to the laws of the institutions

All the allegations however will be sorted out in court. In a different case, Giovanni Castiglioni  himself is also currently under investigation for having some ‘irregularities’ in his tax return.
As of now, the Italian authorities have seized to Ferraris owned by the MV Agusta CEO. There are also rumours circulating that he has failed to find a new investor to replace AMG for MV Agusta.

The current situation for MV Agusta is looking very gloomy with financial burdens with the suppliers that are amounted up to €50 million (RM 233,503,822.50). Looks like MV Agusta has no choice but to obey any proposed repayment plan set by the courts in order to stay afloat.
Stay tuned to Bikes Republic for more updates.
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PETRONAS Sprinta Bonanza Heats Up!

June PETRONAS Sprinta Bonanza winner

The June winner of the PETRONAS Sprinta Bonanza contest received his prize today.

He won a Yamaha Y15ZR, complete in PETRONAS Yamaha SRT livery.

There are more prizes awaiting winners.

PETRONAS Lubricants Marketing Malaysia (PLMM) celebrates the June winner for the PETRONAS Sprinta Bonanza, in Bukit Mertajam today.
The lucky winner is 23-year-old Encik Ahmad Shafiq bin Ahmad Sharifudin who hails from Permatang Pasir. Ahmad Shafiq who is a trainee health worker spent only RM 70 through the purchase of two bottles of Sprinta F700 lubricants to qualify for the contest.

The monthly prize of a new Yamaha Y15ZR was handed over by PLMM’s Head of Retail Encik Mohd. Bahrin Mohd. Yunus. The handover took place at PETRONAS Tanah Liat, which was where Ahmad Shafiq made his purchase.
March PETRONAS Sprinta Bonanza winner
The PETRONAS Sprinta Bonanza began on 11th March 2019 and will end on 30thSeptember 2019. Seven Yamaha Y15ZRs are offered for each month. On the other hand, three Yamaha YZF-R25s are offered as the second prize, while a Yamaha YZF-R6 worth more than RM 100,000 is offered as the Grand Prize. More interesting however, are that the bikes sport the MotoGP PETRONAS Yamaha SRT airbrushed livery.
April PETRONAS Sprinta Bonanza winner
The Y15ZR winners thus far are:

March :           Sahrulnaim bin Sahrahan
April   :           Mohd Arif bin Mohmad Yasin
Mei     :           Muhamad Faez bin Aju
Jun     :           Ahmad Shafiq bin Ahmad Sharifudin

May PETRONAS Sprinta Bonanza winner
Hence, three more Y15ZRs are available up until the closing date. The second and Grand Prizes will be handed over during the Malaysian MotoGP at the Sepang International Circuit in November. The winners will have the honour of receiving the prizes from PETRONAS Yamaha SRT riders Fabio Quartararo and Franco Morbidelli.
Please visit PETRONAS Sprinta Malaysia’s Facebook page and Instagram account @petronas_sprintamy.
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New Suzuki Hayabusa in development

1998 Suzuki Hayabusa

Insiders in Hamamatsu hints at a brand new Suzuki GSX1300R Hayabusa destined to debut in just a few years.
Since 1999, the Suzuki GSX1300R Hayabusa has lived on for two generations now, with the second generation bike given light updates over the years – the most recent being the 2013 model. The ‘Busa, as it fondly referred to, is indeed overdue for an extensive update or full model change at least, and sings currently indicate that it will happen very soon according to a reliable source.

Suzuki insiders have confirmed the existence of the next generation Hayabusa development project, further hinting that it might turn out to look similar as the Suzuki GSX Concept that was shown during the Tokyo Motor Show 2015.
Our source also highlighted the insider’s claim that the new ‘Busa will still continue its predecessor’s engineering formula, that being high power outputs through an engine with a large capacity. However, the new bike will utilise more technology such as variable valve timing to boost power and improve emissions controls.

Another claim highlighted in the report was the possibility of the next Suzuki Hayabusa adopting Suzuki’s turbocharging method for increased power. Fuelling this is the fact Suzuki has gone to great lengths in promoting and developing said forced-induction method for its rumoured new Katana middleweight – the eventual production version of the Suzuki Recursion concept.
However, this possibility seems highly unlikely given that the turbocharged engine Suzuki revealed recently has a small capacity of just 600cc, not to mention plans of having said engine primed in a middleweight platform instead. Nevertheless, the turbocharging method’s benefits of greater power in a compact package and seemingly low emissions means that there is still the possibility of it being primed in the next ‘Busa.

Still, it will be a while before the new Suzuki Hayabusa is revealed as the development stage will take at least two years, with the debut likely to happen sometime in 2018 or 2019 and may coincide with the bike’s 20th anniversary. The other factor driving this is the EU region’s legislation that requires all bikes to meet with strict Euro4 emissions standards from 2017 onwards.
Source: MCN
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Yamaha MT-03 Gets Special Edition Iron Man Suit

Yamaha Brazil decided what better way to celebrate Halloween than to dress the MT-03 with an Iron Man’s suit.
The MT-03 Iron Man edition is the second superhero & sci-fi machine that made its way into the Yamaha Brazil range after the NMax scooters received a Star Wars makeover earlier this year.

Interestingly, the 2021 MT-03 projector LED headlight resembles Tony Stark Arc Reactor, thus creating complete Iron Man vibes.
However, we can confirm the projector LED headlight does not feature build-in Iron-Man Monobeam or any weapons, to be exact.
No changes is made internally as well as the special edition bike continues to run on a 321cc parallel-twin powerplant instead of an Arc Reactor.
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Can We Have This Here? Michigan, USA Teaches Motorists How to Spot Motorcycles

The state of Michigan, USA is teaching motorists how to spot motorcycles in traffic.

The campaign uses visual aids to remind motorists about the presence of motorcycles.

We wish such a campaign is carried out in Malaysia.

The state of Michigan, USA is teaching motorists how to spot motorcycles in traffic.
How many times have we been cut off (colloquial: pangkah) by other vehicles on the road? In a flash of anger, we think these motorists are either blind or doing it on purpose. Truth is, no one wants any trouble. It’s usually because motorcycles are difficult to spot given the bike’s small cross section coupled with the abundance of blind spots in other vehicles.
A small cross section makes it hard to estimate the bike’s closing speed. A driver who glanced once at bigger vehicles can pretty much process its closing speed but not a motorcycle’s.
That’s why the campaign is called “Look Twice. Save a Life.”
The campaign features videos being circulated at gas stations, billboards and “tip cards” throughout the state. Michigan is also one of only 17 states in the US which has anti-distraction laws.
We wonder why such a campaign can’t be carried out here in Malaysia. Yes, there’s a public service announcement ad about the perils of using the phone while riding but there’s no concerted approach in teaching motorists on looking out for motorcycles.
Instead, the Transport Ministry, Public Works Department and MIROS are intent on listening to advice from a group who has no experience about motorcycles but has plenty of self-vested interests. As a result, motorcyclists may be punished instead by being relegated to the left lane.
Heck, even the motorcycle lanes along the Federal Highway have not been completed.
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Quickshifters, Are They Necessary?

What is a quickshifter?

Do bikers really need them?

Are there any other ways of shifting gears?

Since the dawn of technology, men have been searching and developing many different ways to quench their thirst for speed. Bikes, riders and teams have been getting more and more competitive in the track and every millisecond counts for each and every racer. One of the high tech gadgets they use to shave off lap times is the quickshifter. What exactly is a quickshifter? In this article, we’re going to look into what they are and whether we really need them.
How do riders shift gears?
Photo source: MotoGP
When it comes to shifting gears on a motorcycle, the way that most of us have been taught is to roll off the throttle, pull the clutch lever in, shift up a gear and then easing out the clutch while rolling on the throttle for a smooth transition. Most experienced riders can do all of these steps within a second and the pros can perform this feat well below half a second.
Some riders have adopted a different style of gear shifting called the “clutchless upshift” method. What this does is take away the use of the clutch to go up the gears. This can be done thanks to the major adaption of sequential gearbox in the majority of motorcycles to date. here’s a short video on how to perform the clutchless upshift.

With this particular type of gearbox, the “dog clutch” engagement is used and it only needs a brief interruption in torque or power to shift gears. In other words, you can shift gears on a motorcycle without using the clutch IF YOU KNOW HOW TO DO IT. All you need to do is roll off the throttle for a brief moment when the engine hits the optimum RPM and just shift up a gear. Despite the simplicity of this method, proceed with caution as any wrong move will make the gearbox less efficient or even cause a catastrophic failure.
So what exactly is a quickshifter?
With a quickshifter, the process of gear shifting simplified even further. All one needs to do is just move the gear lever. There’s no need to pull in the clutch lever or even roll off the throttle. Just keep the throttle open all the way and the quickshifter will do the rest for you. Awesome, right? But how does it work? There are a few types which can be explained briefly in the video below.

The physical device is connected from the gear shifter located under the left foot to the bike’s ECU unit. Once it detects that you’re about to shift gears via a pressure gauge or sensor, it will send a signal to cut off either the power, ignition or fuel so that the next gear can sneak in without causing any damage. It’s the same concept as rolling off the throttle during clutchless upshifts but the process is much, MUCH faster and the throttle can be keep opened all the way. Check out the video below for a brief demonstration.

Do we really need a quickshifter?
There are a few indications on when the quickshifter is really needed. The most useful application would be for racing purposes or track days. Riders need to go through the gears quickly and efficiently especially when going down the straights at full speed. The quickshifter allows for faster shifts without compromising any major power loss due to throttle roll-off as compared to the regular gear shifting method.

On the road, the quickshifter is more of a novelty that puts a big grin on a rider’s face. More and more bike manufacturers are including the quickshifter on their productions bikes as standard equipment. Bikes like the new BMW S1000RR and the Ducati 1299 Panigale not only have quickshifting capabilities for upshifts but for downshifts as well. This means that these bikes can go through any gear whether up or down without ever having to use the clutch (apart from getting the bike to roll off from a standstill or rolling to a stop).
Photo source: MotoGP
To conclude, having a quickshifter fitted to your bike means that you can shift efficiently without having to use the clutch lever or roll off the throttle but the main application is more suited for racing purposes or track days where it can bring a bigger benefit.
This device for normal riders will just simplify the process of gear shifting and also gives a much more enjoyable riding experience but normal gear shifts or clutchless upshifts work just as well on normal road conditions. Whatever the reason may be, it’s hard to deny to fun factor quickshifters have to offer.
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Is the 2018 Husqvarna 701 Vitpilen coming to Malaysia?

Rumours about the 2018 Husqvarna 701 Vitpilen has been circulating following the news on the possible launch of the new 401 series.
The new 701 Vitpilen is already available in Europe and it’s quickly gaining traction amongst motorcycle enthusiasts.
With a beautiful design and top of the range specs, the UK market has priced it at £8,999 (RM49,807).

Husqvarna is well on its way to penetrate into the world of road bikes. With the introduction of the 2018 Husqvarna 401 Vitpilen and Svartpilen, we’re left with a couple of questions in mind. These questions are on when will the 401 arrive here in Malaysia and will they bring in the Husqvarna 701 Vitpilen as well?

We recently wrote a report regarding the 401 being launched here in Malaysia in the near future. While we’re super excited about these ‘neo-retro’ machines, we’re also left wondering regarding their bigger brother, the 701 Vitpilen. Currently, the new 701 road bike is already available in Europe and many motoring media members in the area have begun testing the new beast.

Initial impressions indicated that the 701 Vitpilen is indeed an impressive machine upon looking at the specifications. Equipped with one of the world’s biggest single-cylinder engine, its 692.7cc liquid-cooled engine is said to produce a very promising 75hp and 72Nm of maximum torque at 6,750rpm. Primed with a Ride-by-Wire system, power delivery is as ‘sharp and refined’ as any road-going motorcycle gets.

Other impressive standard features include fully-adjustable WP Suspension package, all-around Brembo brake hardware, traction control system, bilateral easy shifter, and a long 10,000km service interval are all included in this very beautiful package. The latest ABS unit is also there to further elevate the bike’ safety feature but it can be turned off for expert riders.

The UK market has already priced the 2018 Husqvarna 701 Vitpilen at £8,999 (RM49,807 after direct conversion). If the bike is made available here in Malaysia, the best case scenario for the 701 Vitpilen would be somewhere between RM60,000 to RM70,000. Any more expensive and it’ll be hard to fight against other bikes in the same category.

As for the question of when, a few sources have pointed towards the bike coming to our shores in the second half of this year. One thing is for sure, the 2018 Husqvarna 701 Vitpilen is a beauty.
2018 Husqvarna 401 Vitpilen & Svartpilen ready for Malaysia?

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Husqvarna Norden 901 Expedition Confirmed For 2023

The news regarding the arrival of a more extreme version of Husqvarna’s Norden 901 first broke out in July 2022.

An extreme version of Husqvarna’s Norden 901 to land in 2023.
The “Expedition” could borrow much of its features from KTM’s 890 Adventure R.

At the time, dealers were given a private showing of a prototype version of the motorcycle.
However, the latest European type-approval documents have confirmed that the motorcycle is set for the 2023 unveiling.
Despite the bike’s first image already making its way to social media, Husqvarna is yet to make any official announcement.
Since the base Norden 901 is based on KTM’s 890 Adventure, we expect the “Expedition” version to use the 890 Adventure R as its basis. That said, it could feature a WP Xplor 48mm inverted front fork with 240mm of travel and a WP Xplor rear shock.
Also, the document confirms that no change is done to the engine meaning the Expedition gets the same 889cc LC8c parallel-twin engine that makes 103hp @ 8,000rpm.
However, the wheelbase is longer due to the longer front fork, while the bike’s overall weight also increases from 220kg to 229kg.
Based on the videos shared on Facebook, the Expedition stands apart from the standard Norden 901 thanks to new paint and graphics, soft luggage and alloy shields.
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BMW Motorrad reveals electric superbike

BMW eRR concept

BMW Motorrad has unveiled a very interesting model recently –   an electric superbike called the eRR.
Using the same chassis as the S1000RR, BMW said that it created the eRR to unite the high-speed performance of the S1000RR with the the quick acceleration of the c-Evolution scooter, which is able to go from standstill to 50km/h in under three seconds.

Stephan Schaller, Head of BMW Motorrad, said, “Since it’s market launch, the RR is giving the creeps to motorsport athletes. Regardless of whether it is acceleration, handling or top speed – the RR is setting standards.”
“However, if acceleration on the first metres, up to 50 or 60km/h, is the point, the RR’s 199 bhp has to admit defeat by another BMW product: the C evolution with its electric drive.”

BMW Motorrad added that the motivation behind the eRR ‘experimental vehicle’ was to find out what happens when a sports bike gets an electric drive, and also to produce a bike with zero emission.
Revealed at a corporate news announcement, BMW Motorrad has not revealed any technical details on the eRR, yet.

				BMW eRR concept

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TuneBoss ECU for Yamaha YZF-R15 launched – RM699

FSR Technology is renowned for their electronics mastery in producing high-end performance ECUs at affordable prices for a selection of popular small-capacity motorcycles here in Malaysia. Earlier today, they’ve successfully launched their latest TuneBoss ECU for the Yamaha YZF-R15 V3 at their TuneBoss Owners Trackday at Sepang International Circuit.

This advanced standalone Engine Control Unit (ECU) promises to unlock the true potential of the popular Yamaha R15 model when it comes to engine performance. With TuneBoss’ track record, it’s hard to deny that their products have been proven to offer significant gains off and on the racetrack. Any Yamaha R15 owners who are looking to step it up a notch should definitely consider getting one of these for your bikes.

The function of the TuneBoss ECU is particularly to set the bike’s fuel adjustment accurately for optimal air-fuel ratio, remove any RPM restrictions set on the bikes from the factory, and control the ignition timing with precision for optimum combustion. It’s also Bluetooth-enabled so that owners can opt for different mappings and perform simple diagnostics on the bike without having to go to the workshop.
“Plug and Play, boss. Very simple…”
This, in theory, will help the bike to maximize its overall performance, offer better RPM range in between gears and shift patterns, and of course, the potential to offer better acceleration as well as top speed. The latest TuneBoss ECU offers all of this in a ‘plug and play’ package where any owner can simply swap the stock ECU with the TuneBoss unit without any hassle of going to shop or hitting the dyno.

Upgrading the Yamaha R15 stock ECU is one of many offerings that TuneBoss has to offer when it comes to upgrading the bike’s overall power output. Owners who are interested to unlock your machine’s full potential can head over to any of their dealers as they also offer a full tune-up package which includes exhaust systems, quick-shifters, and many more.

We’ve personally tested what the new TuneBoss ECU is capable of earlier today at SIC where FSR Technology prepared a selection of bikes for media members to play around with. We started with a standard Yamaha R15 with no modifications followed by the same R15 equipped with the new TuneBoss ECU, and finally, a fully modified R15 tuned by TuneBoss themselves.

The new ECU unit costs around RM699 but around 30 Yamaha R15 owners who booked their ECUs earlier got an RM100 discount when they came to their track day to get the new ECUs fixed right into their bikes. We can roughly say that we felt some improvements with the new ECU and the official first impressions review will be posted soon once we have all the juicy details.
FSR Technology Debuts New TuneBoss Products at the 2018 Malaysian MotoGP

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Is this the new 2021 CFMoto MT800?

CFMoto is hard at work in developing some of its large-capacity motorcycles and these latest spy shots of the 2021 CFMoto MT800 indicate that its portfolio will be expanded at the end of this year. Previously, they unveiled the 2021 1250TR-G which will make its way into Malaysia sometime next year.

As for the MT800, the adventure-tourer is said to carry some of KTM’s signature specs including a reworked 799cc LC8c twin-cylinder engine from the KTM 790 Adventure series. If that’s the case, you can expect the power output to be somewhere around the mark of 95hp and 88Nm torque.

Judging by the looks, the MT800 belongs in the adventure-tourer segment thanks to what looks like 21-inch spoke wheel at the front and 18-inch rear. A high ground clearance and engine bash guard/skid place also indicate that you’re meant to take this baby on the beaten path.

Another good thing that we can expect from CFMoto is its ability to offer such well-spec bikes at a more affordable price range. Think of its as a poor man’s version of a KTM with almost the latest tech, which is good enough for those who can afford them.
2018 KTM 790 Adventure
Take the 2020 CFMoto 250SR for example. Priced at RM15,800 (excluding insurance, road tax & registration), it’s definitely a steal considering it comes with LED lights, slipper clutch, USD front forks, dual-channel ABS, and a full-colour TFT screen. It’s hard to say no to those at that price.
2020 CFMoto 250SR officially launched in Malaysia – from RM15,800

Written by: Sep Irran
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2019 Triumph Street Twin, Street Scrambler, Speed Twin, Scrambler 1200 XC and Scrambler 1200 XE Have Arrived!

Triumph Motorcycles Malaysia launched the 2019 Triumph Street Twin, Street Scrambler, Speed Twin, Scrambler 1200 XC and Scrambler 1200 XE tonight.

The Scrambler 1200 XC and XE variants are all-new.

Other models are very much updated.

Triumph Motorcycles Malaysia launched the 2019 Triumph Street Twin, Street Scrambler, Speed Twin, Scrambler 1200 XC and Scrambler 1200 XE tonight. Prices range from RM 55,900 to RM 86,900.
The models are:

Street Twin.
Street Scrambler.
Speed Twin.
Scrambler 1200 XC.
Scrambler 1200 XE.

2019 Triumph Street Twin (from RM 55,900)
The Street Twin has enjoyed continued popularity since its launch in 2016. Being the most “contemporary” model in the Bonneville line-up means it’s the most sought after to play the role of a built platform. Yet, it is just as beautiful and unpretentious in its unmistakable Bonneville silhouette.

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For 2019, Triumph has updated the Street Twin to turn into a class leader. Starting with the 900cc, 270o crank, DOHC, parallel-Twin which delivers a peak power of 65 PS at 7,500 RPM, while the maximum torque of 80 Nm is already available from 3,800 RPM. That’s a an increase of 18% in terms of power which equates to 10 PS.
Next, Triumph endowed the bike with dynamic handling, exceptional rider and pillion comfort, besides higher level of specification for greater control and improved ride. Now, there is a new 4-piston Brembo caliper up front for greater stopping power and rider control. The forks, too, have been updated to cartridge type.
Other highlights:

New Road and Rain riding modes for the optimum throttle map in all riding conditions.
Switchable traction control for the rider to choose optimum level of traction management for different riding conditions.
New Tyre Pressure Monitoring System (TPMS) as an accessory lets the rider monitor his tyre pressures for safety and confidence.

The 2019 Street Twin is offered in Matt Ironstone, Korosi Red and Jet Black.
2019 Triumph Street Scrambler (from RM 64,900)
This is one of BikesRepublic.com’s favourite bikes. Fun, easy to handle, full of character, and high-mounted exhaust pipes that garner as much attention as the bike itself (they won’t scald your and passenger’s thighs, we assure you).

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As it shares the Street Twin’s engine, peak power is up to 65 PS and torque hikes up to 80 Nm.
Additionally, other highlights are the same, except for the rolling chassis. The forks are spaced wider for better control when riding off-road. They are cartridge forks, as well.
As for electronics, the 2019 Street Scrambler now features an off-road mode, in addition to Road and Rain.
The 2019 Triumph Street Scrambler is available in Fusion White, Cranberry Red and Khaki Green.
2019 Triumph Speed Twin (from RM 73,900)
The 2019 Speed Twin draws its inspiration directly from the 1937 Speed Twin, designed and engineered by the great Edward Turner. (We came across one at the Triumph Factory Visitors Experience in Hinckley.)

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It may be easy to pass it off as a basic Thruxton, but that’s oversimplifying the model description.
As Triumph puts it, the Speed Twin “delivers comfort engaged with roadster ergonomics,” the riding position is adjusted for more comfort and straighter riding compared to the Thruxton’s café racer’s ergonomics.
The suspension consists high-specification cartridge forks and rear shocks that are adjustable for preload. Brakes are handled by dual 4-piston Brembo calipers that bite on dual discs.
The engine is the High-Power (HP) unit with the Thruxton’s racing tune. As such, it produces 97 PS at 6,750 RPM and 112 NM of torque at 4,950 RPM. That’s 49% and 40% more than the 2018 model, respectively.
As for the electronics suite, there are three modes: Sport, Road and Rain.
It is offered in three colours: Silver Ice and Storm Grey, Korosi Red and Storm Grey, and Jet Black.
2019 Triumph Scrambler 1200 XC and XE (from RM 80,900 and RM 86,900 respectively)
We’ve written about these two models at length as we were present during the launch in London. (Please click here for the full details and specifications.)

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However, to refresh, these two bikes are the most off-road capable scramblers in the market. Triumph wanted to draw on the inspiration of their exploits in the off-road racing scene, specifically to when Steve McQueen and Bud Ekins rode their Triumph TR6 Trophy to multiple victories in the grueling Baja 500 desert rally.
As such, the new Triumph Scrambler 1200 is “The Real Deal.”
But it isn’t just a Bonneville with long-travel suspension. Triumph engineered it from the contact patch up.

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Both variants utilize fully-adjustable Öhlins rear shocks with piggy reservoirs. The XC’s shocks provide 200mm of travel. The XE’s on the other hand, provide 250mm of travel.
As such, while both variants are fully off-road capable, the XC variant is biased more towards road riding, while the XE is for extreme off-roading.
The engine is derived from the High-Power version found on the Thruxton. However, it has a “Scrambler tune” for a flatter and fatter torque curve. It produces 90 PS at 7,400 RPM and 110 Nm at a low 3,950 RPM.
Highlights:

2ndgeneration TFT instrumentation.Housed in the classic-looking nacelle is a truly modern TFT display, which is fully customizable.
Up to 6 riding modes.Both XC and XE feature Sport, Road, Rain, Off-road, and rider customizable. However, the XE has an extra Off-road Pro mode.
Optimized Cornering ABS.The XE uses a Continental IMU (Inertial Measurement Unit) to provide the data for lean-angle-sensitive Cornering ABS. It means that the ABS system knows how much pressure and slip to apply depending when you are leaned over in a corner.
Optimized Cornering Traction Control.The IMU also enables lean-sensitive traction control.
World’s first integrated GoPro control system. This is an option which allows the rider direct control of his GoPro camera with taking his hand off the handlebar. It also means that the rider doesn’t have to second guess if the camera is turned on or off!
Turn-by-turn navigation system.Navigation system powered by Google. Fitted with the Bluetooth connectivity option, the direction to the desired is showed in the TFT display. Besides that, the rider also has a route planner and points of interest at his disposal.

The Scrambler 1200 XC is offered in Jet Black and Matt Black; Khaki Green; and Brooklands Green.
The Scrambler 1200 XE is offered in Fusion White and Brooklands Green; Cobalt Blue and Jet Black.
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CONFIRMED: Kymco Announce Its Presence At 2021 EICMA

Kymco will participate in the 78th Edition EICMA scheduled from 23 to 28 November in Milan.
Kymco has developed quite a strong impression in the two-wheel industry, thanks to its range of performance-oriented scooters.
The company participation was confirmed by Stefano Gianotti, legal representative of the Padana Sviluppo Group, whose subsidiary, KMI Italia Srl, is responsible for distributing the Kymco motorcycles in Italy.

“It is a pleasure for us to confirm the presence of Kymco at EICMA even in such a particular and challenging year.
“After the forced stop of 2020, it is important to give a signal to restart and return to normality, and EICMA is a symbolic event not only in the two-wheel sector but also throughout the world of exhibitions and events at an international level,” he said.
The Taiwanese motorcycle and scooter manufacturer now joins Honda, Yamaha, Suzuki, Benelli, Royal Enfield and MV Agusta at the world biggest motorcycle exhibition.
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Here’s the Yamaha R7 in limited edition Suzuka 8 Hours livery

Yamaha R7 gets treated with limited edition Suzuka 8 Hours livery, which will be available as a bolt-on kit soon.

Suzuka 8 Hours race-inspired  livery for the Yamaha R7 previewed.

It’s a complete bolt-on exterior kit mirroring the race bike that never raced.

Quality of each set promises to be the same as it was painted by robots.

Kit will not come cheap at ¥220,000 – roughly RM7,523.94 – each.

Thanks to the Covid-19 pandemic, the Yamaha R7 couldn’t go racing in the Suzuka 8 Hours endurance event back in 2020. However, said initiative didn’t fizzle out completely as a race bike was actually built.
Said race bike lives on thanks to this newly revealed bolt-on exterior kit for the middleweight sports.
Called the YZF-R7 YAMALUBE Exterior Set, the kit consists a front fender, left and right belly pan, headlight cowl, lower fairing, left and right tail garnishes, and top, left, and right tank covers. All were painted by robots using a similar technique seen in the Sunburst colorway found in the Yamaha SR400.
The result of which sees the kit transform the Yamaha R7 to look like the race bike that was set to compete in the famed endurance race. The livery employs plenty of gradients fading from blue to black, along with a subtle red striping, as well as a set of sponsor logos.
As our title suggests, this Suzuka 8 Hours-inspired livery kit from the Tuning Fork brand for the R7 will be a limited release offering. Sources indicate that it will be released starting from August this year in Japan, where it will fetch a hefty retail price of ¥220,000 – roughly RM7,523.94. Ouch.

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Motorcycle chains – everything you need to know

A quick guide towards understanding what motorcycle chains are and how they work.

Typically, motorcycle chains come in either one of two forms – O-ring or X-ring tyres. Regardless of which, one that is worn out will either just sap power away at best or become dangerous at its worst.
Choosing the right chain depends on a bike’s power output and its weight. A chain needs to transmit the right amount of power to move the bike and a heavier motorcycle puts more strain on a chain.

Most litre-class sportsbikes now run a 530-pitch chain as standard for road use, but regular trackday riders might consider the narrower 520/525 width chain as not only does it save on weight, it absorbs less power, generates less friction and is slightly smaller, but won’t last as long.
A chain setup that’s too tight will accelerate wear through excess pressure on the sprocket teeth, chain joints and shaft bearings. A slack chain, on the other hand, will also quickly wear and in use could have a whip-like action that may result in it snapping off.

Either of these conditions will result in excessive chain elongation. This along with an increase in vibration and/or noise, will indicate when a chain is near the end of its life.
There are many factors which can affect chain wear, such as factory assembly accuracy, quality / condition / method of parts and lubrication. Even if you run a sealed roller chain, the best way to prolong its life is to clean it, externally lube it and perform proper regular adjustments.
Image source: Sportsbikes.net
O-Ring Type
O-ring chains have small rubber O-ring seals that sit squashed between the pin link and the roller link plates, forming a barrier that holds factory-applied lubricant/grease inside of the rollers. These seals also prevent contaminants and dirt particles from entering inside the chain linkages and causing wear.
Image source: Motorcyclistonline.com
When the lubricant between the O-ring and the link plate disappears, the O-ring will wear and deteriorate. O-ring seals are usually made from a common synthetic rubber called acrylonitrile-butadiene, chosen because of its oil, fuel, heat and abrasion-resistant properties.
O-rings create friction that absorbs horsepower. The link plates that hold the O-rings are under compression, so more force is needed to articulate the chain – therefore, the transmitted power is decreased.

X-Ring Type
X-ring chains utilise an O-ring type construction that has an X-shaped cross-section. Its seals are flat-sided, so they have a greater contact patch with the sideplates. The X-ring’s four contact points create an extremely tight seal, keeping lubricant in and dirt out.
As a result, X-ring type seals have a lot less friction than O-ring seals because they do not have to be pressed as tight. This means the X-ring seals should last longer and retain lubrication within the chain for a longer time as well.

Top-spec race chains don’t have any O or X-ring seals to avoid loss of horsepower through friction. In racing, longevity isn’t an issue as the chains are constantly changed by race team mechanics.
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Troubleshooting Suspension Symptoms (Part 3) – Compression Damping

The compression damping adjuster is marked as COM on Showa forks

We’ve put together a troubleshooting suspension symptoms guide.

A troubleshooting guide is easier to remember and use.

We conclude the series with compression damping.

We provided a guide on troubleshooting preload adjustment and rebound damping previously. We shall deal with compression damping in this last part.
What is compression damping?
To recap, compression damping is opposite of rebound damping. It controls how quickly the wheel travels upwards when it contacts a bump in the road.
Think of compression damping as the resistance when the spring is squeezed.

Too little compression damping (Front)

The front dives excessively under braking.
Pitches the motorcycles weight on the front wheel when braking making the bike hard to turn it in or causing the handlebar to “waggle.”
The forks can bottom out and hit the bump stops when hitting sharp bumps.
The rear end of the bike feels like “coming around” when the front brakes are jabbed hard.
Steering feels vague and mushy (lack of feedback) similar to too little rebound damping.

Too much compression damping (Front)

The forks feel very hard when the wheel contacts the bump.
Every ripple and bump on the road are transmitted directly to the chassis and the rider. Big bumps could deflect the wheel completely off the road. (Conversely, too little compression will have the wheel travel all the way up before punching the front end off the road surface.)
May cause the front end to ride high in some cases.
While dive is reduced while braking hard, the front wheel can become loose when braking over uneven road (as the suspension does not absorb the bumps).

Compression damping is adjusted by the screw in the middle
Too little compression damping (Rear)

The rear end tends to “squat” or “sit down” too much during acceleration, causing the bike to run wide (the front end is pushed up causing lack of traction from the front tyre).
Hitting bumps and dips at speed causes the rear shock to bottom out.
Chassis balance is over-affected by large dips (for example sunken road surface at Sungai Koyan).
Steering becomes difficult and erodes confidence.

Too much compression (Rear)

Ride is harsh and it gets worse the faster you go. However, too much rebound damping causes the rear to feel even harsher.
Too much compression causes rear tyre to hop over bumps, especially when decelerating.
Bigger bumps will kick the rear end of the bike up and the rider off the seat.

Conclusion
So, there you have it.
Always “mark” the factory settings before you start and note them down. For example, turn the compression damping to fully minimum and count many clicks to get there. Then, turn it to maximum, noting the number of clicks. Finally, turn it back to the original position and start from there.

Our advice is to adjust one parameter at a time, say start with rebound damping before moving on to compression damping. Adjusting everything all at once will confuse you.
Another advice, do not go to the maximum unless you really, really need to (for example poor quality forks). Having a little less of something may actually gain you more in terms of enjoyment.
Lastly, please do not think you need to add more preload/compression/rebound just because you ride faster. You can do so at the track but that does not necessarily mean going all the way to the maximum. Conversely, adjust what is necessary to allow the bike to work for you, not vice versa.
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GIVI Malaysian Adventure 2019 Kicks Off

The GIVI Malaysian Adventure 2019 kicked off yesterday, as the start of an epic ride around Peninsular Malaysia.

The participants will cover 2500 kilometres by the end on 29th July 2019.

The ride ends at GIVI Rimba Raid Janda Baik 2019 on 27th and 28th July.

The GIVI Malaysian Adventure 2019 kicked off yesterday, as the start of an epic ride around Peninsular Malaysia.

The 40 participants from 16 countries will cover 2500 kilometres at the finish on 29th July 2019. They will savour Malaysia’s amazing beauty and magic along the way, including the country’s unique flora and fauna, food, hospitality and the great riding routes.

Routes take the riders through Ipoh, Pahang, Terengganu, and Melaka. From Melaka, the convoy will turn back to Janda Baik, Pahang for GIVI Rimba Raid Janda Baik 2019. It will give the dealers an unprecedented view of the only large capacity adventure motorcycle race in off-road conditions.

Participants consists of GIVI’s worldwide dealers including those from all over South American, European, Asian and ASEAN countries.

The ride was flagged off from GIVI Asia’s headquarters in Bukit Beruntung, Selangor. the riders were given a factory tour by Mr. Joseph Perucca, the Overseas Operational Director for GIVI and Mr. On Hai Swee, the Managing Director of GIVI Asia. Also on hand was Dato’ Razak Al-Malique Hussein, the Chief Executive Officer of Triumph Motorcycles Malaysia who had supplied the Triumph Tiger 800 XCx, XRx and XR to the participants. Mr. Eugene Mah of Mah Pte. Ltd. also participates in the ride. His company supplied the Moto Guzzi V85TT.

The convoy will be escorted by the Royal Malaysian Traffic Police and marshals from Desmo Owners Club Malaysia (DOCM) all the way.

The entourage rode first to the leaning tower at Teluk Intan for photo opportunities and the famous Nasi Kandar Krisna on the way. They then continued riding to Kellie’s Castle outside Ipoh, before bedding down at the Banjaran Hot Springs Resort.

The resort was built into the forest, thereby preserving its natural surroundings. Hot spring water was piped into the villas.

Dinner was held in the world-renowed Jeff’s Cellar. The restaurant was built into a cave system with minimal fittings, again to not disturb the natural surroundings. We were served an 8-course western meal among the stalactites and stalagmites.

The adventure continues tomorrow (Monday) as the convoy heads to Gerik and finally, Kuala Terengganu.
PHOTO GALLERY

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Honda, Kawasaki, Suzuki, Yamaha Working Together on Batteries

Gogoro scooter and battery swapping station - Photo credit Nikkei Asian Review

The four Japanese motorcycle manufacturers namely Honda, Kawasaki, Suzuki, Yamaha will work together to develop motorcycle batteries.

They should be working on battery swapping technology to overcome long charging times.

Yamaha is already working with Gogoro in Taiwan for battery swapping.

The four Japanese motorcycle manufacturers namely Honda, Kawasaki, Suzuki, Yamaha will work together to develop motorcycle batteries.
The joint effort is to combat the bane of current electric motorcycles: Charging times. Make that long charging times. As such, they should be coming up with a solution to swap low-power or depleted batteries with fully charged ones.
Their solution should be similar to Gogoro’s, which is currently in operation in Taiwan. Electric bike riders visit a charging station, pull out the depleted battery in their motorcycles, insert it into the charging station and swap it for a fully-charged one.
Yamaha is already working with Gogoro on this solution in the island state.
Gogoro first entered the Taiwanese market in 2015. Since then, 750 GoStations have been installed, catering to some 17 million battery swaps. The company is targeting 3,000 stations, ultimately.
Honda and Yamaha are the strongest players in the electric motorcycle sector among the four manufacturers. But with the dateline for electric vehicles looming on the horizon, Kawasaki and Suzuki need to hustle in producing their own electric bikes. Most European countries will revert to new electric vehicles only in a decade or so, while phasing out fossil fuel vehicles.
Malaysia, without a doubt is still lagging far behind. Currently, only luxury cars are hybrid or electric. Consequently, the infrastructure is built by these manufacturers to cater for their own cars.
Motorcycle charging or battery swapping stations? Forget about it. The Malaysian government ought to step this up quickly.
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EICMA 2015: Updated MV Agusta Brutale 800 bows in Milan

MV Agusta has officially presented the updated MV Agusta Brutale 800 at the recent EICMA 2015 show in Milan, Italy.

Though it was revealed fully in a ‘teaser’ video not too long ago, MV did not release much facts and details surrounding its refreshed naked bike until its official presentation in the show.

Firstly, the newly updated and Euro4-compliant engine now churns out 116hp at 11,500rpm whilst peak torque has risen by 25% as well to 82.6Nm at 7,600rpm. Besides that, the Brutale 800’s slipper clutch has been updated with a new hydraulically-operated unit whilst gearshifts are now handled by MV’s electronic quick-shifter that works in both up- and down-shifts.

The bike still uses MV’s MVICS electronics package that includes a ride-by-wire throttle and eight setting traction control system.

Calling the new Brutale 800 ‘the most beautiful Brutale ever’, MV says it is ‘more muscular and streamlined’ when explaining the naked bike’s lightly refreshed styling. Highlights here include the sculpted tank and seat unit, as well as the restyled plastic panels at the side of the radiator.

Check our more photos of the refreshed MV Agusta Brutale 800 in the gallery we’ve prepared below.
2016 MV Agusta Brutale 800

Sources: Asphaltandrubber / Visordown
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