The EU will levy heavy tariffs against U.S.-made products.
The victims include Harley-Davidson and Indian Motorcycles.
The tariffs are a retaliation against the U.S. adding tariffs on imported steel by 25%.
In the latest trade wars with the U.S., the European Union (EU) has just retaliated against American President Donald Trump’s decision to levy new import taxes on steel and aluminium from Europe. A hefty 25% tariff will be put in place for the American-made bikes, including a whole list of other American-made products.
The EU had threatened reprisals against the U.S., who adopted the new tariffs earlier this month by adding a 25% tariff on imported steel and 10% on imported aluminium.
The European nations unanimously supported the plan last week. The European Commission is due to meet later today. They have so far listed 10 pages full of American products. As for motorcycles, the tariff is worded as:
Motorcycles and cycles fitted with an auxiliary motor, with or without sidecar. With reciprocating internal combustion piston engine of a cylinder capacity exceeding 500cc but not exceeding 800cc.
Motorcycles and cycles fitted with an auxiliary motor, with or without sidecar. With reciprocating internal combustion engine of a cylinder capacity exceeding 800cc.
Which means any bike from the US that’s bigger than 500cc will be subject to the new tax.
This does not bode well especially for Harley-Davidson who are being hit hard by low sales in America and has been depending on international sales. Indian Motorcycles, on the other hand, had been performing well on all counts but this ruling will no doubt hit them hard, also.
But it isn’t only bad news from Europe, as India had also slammed US motorcycles above 800cc with a 50% duty, as a retaliation against the U.S. who had also levied a 25% tariff on Indian steel
The U.S. tariffs are part of President Donald Trump’s “Make America Great Again” campaign which seeks to protect the country’s industries.
Yes, you can say it in Trump’s voice: “This YUGE!”
The UCLEAR AMP GO helmet audio system connects via Bluetooth.
It worked seamlessly throughout our initial testing.
It is also very attractively priced at just RM 600.
Being used to having a Bluetooth in-helmet headset for three years, I could never ride comfortably without one. Having one makes riding a whole lot more entertaining and relaxing, if not the convenience while on-the-go.
Of course, there are many “Bluetooth helmet audio system” maker these days, so choosing the right one saves you money and aggravation.
From our neighbours in Singapore is UCLEAR Digital. The Malaysian and Singaporean distributor, Hodaka Motoworld provided a couple of sets of the flagship AMP GO system to try out.
First and foremost, it was apparent that the UCLEAR had simplified the AMP GO. A set consists of:
Control unit.
Pair of Boost Plus stereo speakers.
Permanent helmet mount.
Temporary helmet mount.
Two Velcro pads.
USB charging cable.
Quick Start Guide.
However, there is no microphone boom nor “button” microphone, as they are stereo and built into the speakers.
The sets were provided to us at the right time, as we rode the three variants of the four-cylinder BMW S-Series bikes to Cherating for a company getaway.
Installation was very easy and straightforward, even for first-time users, as there were fewer parts to fuss about. The control unit was equally easy to mount as it was just a clip.
Pairing via Bluetooth to our phones was easy and especially fast, considering that the iPhone’s iOS is finicky about connecting to non-Apple devices. Pairing the two control units for intercom communication was also fast and easy.
The speakers were loud(!) as soon as we streamed music from our phones. But it’s not just about being loud, there was plenty of bass, treble and clarity – we could hear each word and each note with the helmet on the table. This is important especially when riding at speed and with earplugs in.
With the BMW S 1000 R at hand, I tested the UCLEAR AMP GO from slow city speeds to (crazy) high speeds right away. The sound level stayed consistent throughout, as the volume is controlled seamlessly according to ambient sounds i.e. it increases when your speed rises and decreases when you slow down.
The three buttons on the control unit were also easy to feel through our gloves. I’ve tried doing so through thin summer gloves and thick full-leather racing gloves.
During our ride, Keshy was about 200 metres ahead of me on the S 1000 XR, when one of us mistakenly activated the intercom function while travelling at nearly 200 km/h. Although there was wind noise (there’s bound to be at this speed!), we could still hear each other’s voices clearly, showing that the unit’s auto noise-cancelling feature worked. Besides that, our concerns about not having a boom microphone were allayed, as the AMP GO triangulates our voices’ sweet spots to deliver clear speech.
UCLEAR advertised that the AMP GO has a maximum range of 200 m, so I let Keshy ride further and further ahead. We only broke contact when he was a dot on the horizon, but we were conversing again almost as soon as we were back in range. The intercom function can connect up to four units.
Apart from that, I could hear the music clearly at all times, even through the Alpine MotoSafe Tour earplugs (also available from Hodaka Motoworld). These special earplugs filter out harmful noises such as roaring and whistling wind noises but allows conversations, traffic and your motorcycle’s engine sound through.
We thought we had escaped from the rain during our ride, but a wall of rain awaited us as soon as we passed the Gombak Toll Plaza. It was so heavy that it overwhelmed my helmet’s anti-fog insert within minutes, rendering me almost sightless. However, the UCLEAR AMP GO kept going and not a drop of water got inside through the cable connector port.
We’ve since ridden around with the UCLEAR AMP GO without fail and it dawned on us that its battery lasts a long time. I only had to charge my unit after we had ridden to and returned from Cherating, plus another four days of commuting and riding. Even then, there was still 5% to go.
Any shortcomings?
The audio kept cutting in and out while riding in the city after the initial installation (perhaps due to interference). However, I discovered that the unit required a firmware update after I downloaded the app (called CLEARLink). It has never cut off again after the update.
Speaking of the app, while you do not need it for music streaming and phone call functions, it is best that you download and install it in your phone. The app allows you to check for the latest firmware and provides total control over the configurations of the unit, such as auto volume, bass boost, voice answering, and more. You can also find the full owner’s manual there.
In conclusion, we love the UCLEAR AMP GO. It’s easy to install, simple to use, has great audio, connects to our devices quickly, the intercom works as claimed, weatherproof, and long-lasting power.
But there’s one important advantage of the UCLEAR AMP GO. With all its great features and functionality, it is attractively priced at just RM 600. That is unbeatable for a top-of-the-line Bluetooth helmet audio system.
The iconic Harley-Davidson Fat Boy from the movie Terminator 2 was put up on auction recently.
It fetched a price higher than it was estimated.
The Fat Boy arguably became famous after its appearance in the movie.
Remember Terminator 2: Judgment Day?
The movie began like one of those bar jokes: A T-800 walked nude into a bar.
Anyway, he scanned the patrons one by one, while they stared at him in bewilderment. He picked out a biker dude and delivered one of the ballsiest lines in Hollywood, “I need your clothes, your boots and your motorcycle,” demanded the T-800 said in a thick Austrian accent (SkyNet must’ve been programmed by Hitler, such). In the ensuing bar fight, the bike gang got a beat down, ending with the biker donating his clothes and motorcycle… willingly.
He walks out the bar and scanned the bikes parked outside, picking out a Harley-Davidson FLSTF Fat Boy. The T-800 gave it a smoky burnout and powerslid away (called “drift” these days), to George Thoroughgood’s iconic song, “Bad to the Bone.”
That very motorcycle was ridden by Arnold Schwarzenegger himself in the movie and was part of the “Icons & Legends of Hollywood” auction recently. Against an estimated sale of between USD 200,000 to 300,000, it sold way over at USD 480,000.
The Fat Boy had been launched in 1990, just ahead of the movie’s release in 1991. As a result, the Fat Boy became of Harley’s best-selling models until this very day. Even Harley’s employees attributed the bike’s success to the movie, which was itself one of the highest grossing movies of all time.
Later in the film, the bike was also part of one of the most thrilling and hence iconic vehicle chase scenes of all time, when Arnie’s character, the T-800, rescued a young John Connor on a Honda XR from being crushed by the T-1000 on a big rig tow truck.
Also listed among the items on auction was the “punk” leather jacket worn by Arnie’s character in the film, along with all the bloody bullet holes. It sold for USD 24,000!
Factory Ducati MotoGP riders Andrea Dovizioso and Jorege Lorenzo will race against other riders in The Race of Champions.
The race will take place during the World Ducati Week 2018.
The event takes place from 20th to 22nd July 2018.
Ducati has lined up a Race of Champions past and present during the 10th World Ducati Week (WDW).
The race is slated to run from 20th to 22nd July 2018, on the historic Misano World Circuit Marco Simoncelli. Twelve riders including current works Ducati MotoGP riders Andrea Dovizioso and Jorge Lorenzo, will line up against Troy Bayliss, Marco Melandri, among others. Besides them, Danilo Petrucci and Jack Miller will also take part in the race.
By “race,” we meant a real race, as the riders will go through free practice, qualifying and all the way to the podium.
Ducati fans are in for a real treat as all riders will ride specially-prepared and limited-edition Ducati Panigale V4 S.
The World Ducati Week is an annual celebration for Ducati owners. It consists of a myriad of activities to celebrate the Ducati brand, including stunt shows, rides on the track, competitions such as engine disassembly and assembly, Ducatistas parade, Scrambler Village, Monster Village, Ducati Service, DRE Safety Academy, DRE Enduro Academy, Ducati factory and Ducati Museum visit at Borgo Panigale, and much more.
Autonomous (self-driving) cars are beginning to come into the market.
They perform rather well in real-world conditions but how were they tested?
With a motorcycle, amongst other things.
On our recent company trip, which was actually a ploy to review three BMW motorcycles, an associate drove the Volvo XC60 as the backup car. Well, the trip served as an opportunity to review of the car, too.
The BMW S 1000 bikes were awesome, nonetheless, but what piqued my curiosity was the Volvo’s autonomous function. In other words, it could drive itself. It traced the road’s demarcation lines on the shoulders and centreline, and it braked all by itself when there was a car stopped in front of us. Now, that may sound ho-hum to you car guys, but to bike geeks like me, it was straight out of a sci-fi movie. (Or maybe I should read more news than technical journals.)
It was reported months ago that a self-riding (riderless) motorcycle was developed to allow the testing of autonomous cars in controlled environments.
But before we proceed further, let’s rewind a bit.
The self-riding motorcycle, a BMW C1 “urban mobility” scooter was co-developed by AB Dynamics and AutoRD. AB Dynamics are among the leading suppliers of automotive test systems, and were responsible in integrating their onboard robot controller, while AutoRD carried out the mechanical integrations.
AutoRD BMW C1 self-riding motorcycle – Courtesy of bennetts.co.uk
A motorcycle is of course different from slow-moving pedestrian and cyclists, as motorcycles accelerate and maneuver rapidly, such as when filtering and splitting lanes. That produces a challenging environment for autonomous cars.
Thus, in order to test, AB Dynamics equipped a motorcycle to ride itself. Having no rider onboard avoids risking a person’s health, while still providing the full performance envelop to test a car’s autonomous systems.
But in the interest of motorcyclist safety, did the test bike replicate real world scenarios? Did the bike just go straight? Did it swerve around? Did it cut across lanes without signaling? Did it run the red light?
One lucky guy, Thomas Moore, who is Sky News’s Science and Medical Correspondent was given the opportunity to try out the autonomous BMW C1.
According to Moore, the bike swayed from side-to-side before picking up speed. Sensors detect the direct and speed, which then instructs the automatic steering to instantly correct the bike. However, the ride was smooth and the bike could lean into a corner without falling over.
A BMW C1 was used as it has a roof to mount more equipment – Courtesy of autoreview.ru
AutoRD Engineer Toquil Ross-Marting said, “A computer can do a better job than a human because it (the computer) is always concentrating. (A human is always) thinking about what you are going to do when you get to the office or whether you are running late.”
“That’s where the bike will improve the safety for commuters,” he added.
That kind of sounded suspiciously like autonomous urban taxis are in the works, too.
Oh, one last thing. There was no report of it running the stoplights. Do check out the video below.
The Moto Guzzi V7 III and V9 line-ups are the obvious starting point for customizing.
This Gannet custom bike started as a Moto Guzzi V9 Roamer.
The builders aimed for a minimalist traditional racer style motorcycle.
One look at the Moto Guzzi V7 III and V9 ranges and your instinct will tell you that they are meant to be customized. Take for example this Gannet Moto Guzzi V9, which started out as a 2016 V9 Roamer ol’ school cruiser. Please click on the link below for our review of the Moto Guzzi V9 Roamer.
Designed by Ulfert Janssen of Gannet Design along with Stefan Fuhrer of Fuhrer Moto, the pair sought to create a pure racer, by reducing the bike to its essentials, with some retro elements thrown in.
But first, a small introduction.
Stefan Fuhrer was the former mechanic for Dominique Aegerter (current Moto2 rider) and Tom Luthi (current MotoGP rider). It was Fuhrer who wrenched for Luthi when the latter became the 125cc GP Champion in 2005. Since his workshop is just 100m from Gannet, it was easy for both teams to communicate. Fuhrer and his team had the race experience and precise engineering skills.
Janssen started the project with some loose sketches around the 853cc Moto Guzzi V9 Roamer for a forward leaning café racer.
Janssen said, “First I worked on the stance and changed the frame angle from slanted backward into a forward leaning angle. I cleaned up the architecture and made a major diet of all the unnecessary parts. I designed a new strong retro racing tail section and new exhaust system as a signature which sweeps along the bike like a swoosh.”
“Once the overall direction was settled, I made detailed design renderings which we used as the base for the building process. I first modeled the racer’s new tail section out of hard foam to find the good proportions and it was then used as a template for the metal work,” he continued.
Artisan Bruno Bertschy shaped the aluminium tailsection was shaped entirely by hand. A new sub-frame had to be designed and built for a higher seating position, in order to put the rider in a racing prone. A thin brown kilted seat was then added to match the Biltwell handlebar grips.
Going fully ol’ skool as in what Gannet calls “back to the roots”, the fuel injection system was ditched for carburettors and this was a tremendous challenge. The wheel sensor track (also called the transmitter wheel) had to be adjusted for a different gearing, besides the electronics such as ignition, sensors such as those for the throttle and crank position had to be reworked. The intake air tubes were racing inspired.
The prominent round sweep of the exhaust pipes contributes to a strong visual impact and enhances the fast-forward dynamic of the bike even at a standstill. The twin pipes were bent and welded to smoothly blend into two Leo Vince GP Pro trumpets. They give off a distinctive exhaust note from the Moto Guzzi 90o V-Twin when approaching. You can click on this link to hear the bike: https://www.instagram.com/p/BijrUoJg195/?taken-by=gannetdesign
A custom motorcycle looks as good as its finishing. In this case, Walter Oberli created a special combination of scrubbed and high-gloss shine. The tank looks rough from afar but is actually smooth when viewed up close. The tailsection and details were painted in a soft gradation of blue. Besides those, the cylinder heads and aluminium protection heads were also given the same blue. It was what Gannet termed as “Rhapsody in Blue.”
The frame’s lower portion was remade, cleaned up and CNC Racing (who supplies the Pramac MotoGP team) rearsets were installed for racier ergonomics. The gearshifter was modified to fit the Moto Guzzi’s gearing setup.
On the chassis front, the Öhlins forks were fitted with a shortened front fender. The forks were held to the bike with an IMA racing triple clamp and attached to via a custom headstock. ABM Fahrzeugtechnik sponsored the clip-ons and Synto Evo brake/clutch levers in silver, blue and black to fit the color scheme of the bike. Jetprime all-black racing control buttons round out the details of a race bike.
As for other items, Highsider sponsored the lighting system, while the gauges were supported by Daytona (Paaschburg & Wunderlich) that were then attached to custom-made brackets. Motogadget supplied the electrical components such as m-lock for keyless starting, handlebar-end turnsignals, m-blaze and m-unit for the control box.
Kineo specially made the 18″ front spoke wheel to fit the new fork travel of 210mm. The rear is also a 18″ Kineo spoke wheel which was fitted with aluminum cover plates. Rear shocks are two Öhlins Blackline.
Stefan Fuhrer surmised the build, “What I like best about this custom build is the coherence of the whole bike, where from the front wheel to the rear wheel the smooth transition from one component to the next passes through. It was important for me and Ulfert that we solve and adapt the individual components in such a way that they give a coherent overall picture.”
Ulfert Janssen: “What’s special about this conversion is that it’s a reduced and minimalist design at first glance, but at a second glance you can see many custom parts and special details. These remain discreetly in the background to give a pure and strong first impression. However, if you dive into the bike, you can discover the sophistication in detail. Special thanks as well to Bruno Bertschy (metal work) and Walter Oberli (paint) for their contribution and fine work.”
This bike will be at The Reunion in Monza, Wheels & Waves and Glemseck 101 among others.
2017 had been a tough year for many industries, including motorcycles.
Not many brands posted growth for motorcycles above 500cc.
Let us hope 2018 will see a resurgence for the industry.
2017 was a tough year for motorcycle sales, what more for those above 500cc capacity.
Many motorcycle dealers cited the difficulty in obtaining financial loans for new motorcycles, although there was a steady stream of demand. Many speculations were rife about why financial institutions were reluctant to provide loans.
In the meantime, we have been provided some data pertaining to the number of motorcycle sales in from January to December 2017 (please scroll down for the table).
While it is easy to see which manufacturer sold more motorcycles, please bear a thought for which segment each brand occupy.
For instance, although Kawasaki and Yamaha led the way, brands such as BMW, Triumph, Ducati, KTM, Harley-Davidson and Aprilia are considered the premium segment. That means their motorcycles occupy the higher end in terms of pricing, compared to the Japanese bikes.
Indeed, only two brands showed growth: BMW and Triumph.
BMW’s sales has without doubt being pushed by the R 1200 GS and R 1200 GS Adventure, and the S 1000 RR. The lightweight G 310 R and G 310 GS have reportedly sold well, too, but their numbers are not reflected in this report. The R 1200 GS TFT has just made it to our shores and you can bet that it will continue to be the bestseller.
Triumph Motorcycles Malaysia have been performing well since their meteoric growth from 2015. With 17 models to offer, there’s one for a rider of any vocation. 2018 should see them grow even further with the introduction of the new Tiger 800 family, the Bobber Black and Bonneville Speedmaster.
Where to from here?
Whatever it was, 2017 is gone. We have a new government in place who promised that they will make it easier to apply for loans. 2018 has also been slow from the early parts of the year but the 0% GST ruling which took effect from 1st June 2018 ought to spark a renewed growth in the large capacity motorcycle segment. As bikers ourselves, it is always great to see the latest bikes on the road.
Philippine President Rodrigo Duterte ordered the destruction of 100 smuggled bikes.
The action represented his stand on smuggling and the drug trade on a wider scale.
Total value destroyed was approximately $ 640,000.
The Philippines government, led by President Rodrigo Duterte, continues their no-holds-barred war against the drug trade by crushing illegally imported motorcycles and other vehicles, valued over $ 640,000.
Approximately 100 motorcycles, including Vespas, a BMW, a Harley-Davidson and a Triumph were lined up for death by excavator. The executions of the bikes were carried out in the country’s capital Manila, while several luxury cars and SUVs were destroyed at Cebu city. The bikes have done nothing wrong of course, but Mr. Duterte wanted to send a clear message that crime doesn’t pay. That and taxes needs to be paid, of course.
The President is an avid rider himself and was present at the Manila site. He grimaced when the Harley was crushed, commenting, “When the excavator crushed the Harley it’s like I also got hit in my neck. What a waste.”
Then, why did he order the destruction?
The motorcycles could have been auctioned and the proceeds could go on to fund the Philippine government’s war chest on drug lords, after all. Or sell them as the same price as low-mileage demo bikes? He had come under much criticism for destroying the cash-convertibles since the destruction of 20-odd luxury cars in February.
Well, Mr. Duterte explained that the auction system is equally corrupt and the contraband or proceeds may just end back up in favour of the drug dealers.
But let’s be frank, Mr. Duterte is a showman, and he has to show that he is serious in carrying out his job, given how volatile Philippine politics is. He’s also sending the message that he fears no one, especially smugglers.
5. Carl Fogarty vs. Scott Russell, WSB, 1992 – 1994
There has never been such intense rivalry in WSB since Carl Fogarty and Scott Russell’s in the early 90s.
The two were WSB contenders, with the American Russell winning the 1993 crown on the Kawasaki Ninja ZXR-750, while Fogarty’s (more popularly called “Foggy”) reign started from 1994 on the new Ducati 916. The pair had even refused to shake hands on many occasions. Legend has it that Foggy named his pet pig after his No. 1 rival.
The intense hatred was even brought all the way to America in the 1994 Daytona 200 race which Russell won. They refused to look at each other on the podium and post-race press conference. When answering questions, they reached out to the microphone and yanked it away from in front of another.
4. Valentino Rossi vs. Max Biaggi, 500cc GP, 2000 – 2005
Valentino Rossi had moved up through the 125cc and 250cc GP ranks at a meteoric pace and moved up to the 500cc championship in 2000 and started playing mind games with anyone who had challenged him on track. While he built a massive army of followers worldwide through his on-track and off-track shenanigans, he’s only a friend on the track when results are going his way. It’s also due to his that tribalism exists among MotoGP fans: You’re automatically branded as a Rossi fan-boy if you criticized other riders.
By 2001, he was ready to challenge Max Biaggi after the defending champion, Kenny Roberts Jr. faded. Biaggi, known as the “Roman Emperor” had to show the young punk a who’s top dog.
Courtesy of MotoGP.com
At the 2001 Suzuka 500cc GP race, Biaggi elbowed Rossi onto the grass while the pair was travelling at around 220 km/h. Rossi repassed Biaggi on the next lap and saluted the latter with his middle finger. Both riders were fined and given a stern warning for “unsportsmanlike conduct.” The rivalry came to a head at Catalunya when the two scuffled on the steps leading up to the podium. When Biaggi was asked about the mark on his face, he replied that he was “bitten by a mosquito.”
3. Valentino Rossi vs. Casey Stoner, Jorge Lorenzo – MotoGP, 2007 – 2011
2007 was the year of the 800cc four-stroke machines in MotoGP. Suddenly, it was Australian Casey Stoner on the Ducati who started beating Rossi. Rossi claimed that it was because of the Bridgestone tyres on the Ducati which let Stoner win. Stoner dominated the season by winning ten races and gave Ducati their first and still only MotoGP title.
But things flared up further when the pair battled hard at the 2008 USGP at Laguna Seca. Rossi made an aggressive pass into the famous Corkscrew chicane, causing Stoner to drop his Ducati. Further angering Stoner was Rossi’s comments after the race, “The fight was very funny,” although some thought the Italian meant “fun.” Stoner was of course more caustic in his reply, calling Rossi’s tactics dirty and dangerous.
Stoner moved onto the factory Honda in 2011 and this was the year of another interface with Rossi. At a wet Jerez race, Stoner had been following the late-Marco Simoncelli. Rossi, who was now on a Ducati, lunged up inside Stoner on the way into Turn One, skidded and took both men out. However, all the marshals ran over to assist Rossi while no one did so for Stoner. Again, the Australian went on TV to criticize Rossi, saying “Your ambition outweighs your talent.” Then fans of both camps got involved and it started a war of words on Twitter.
2. Kevin Schwantz vs. Wayne Rainey, AMA Superbikes and 500cc GP, 1986 – 1993
The rivalry between these two legends had begun way back even before we saw them on TV in the 500cc GP. Their intense dislike for each other had started when they were contesting in the United States and what we saw in the GPs was just a continuation.
They had hated each other so much that they openly admitted to barging into each other and riding dirty. Schwantz said, “We would ride each other right into the grandstands.” Their rivalry was so intense they couldn’t look at each other on the podium.
Things took a different turn when Rainey was paralysed by his crash at Misano in 1993. That accident force Schwantz to reflect upon on his own mortality. Besides, with his greatest rival gone, his reason for pushing himself hard was gone too. It was when both riders realized that neither knew why they hated each other.
Schwantz decided the best thing he could do was support Rainey through his hardship and both have become good friends ever since.
1. Valentino Rossi vs. Marc Marquez, MotoGP, 2015 and ongoing
Schwantz vs. Rainey would have been the Number 1 rivalry if not for this very intense and very current state of affairs.
Both riders have been good friends even when Marquez had dominated and won from his very first season in MotoGP. It had seemed that Rossi may have mellowed out somewhat because they remained affable with each other despite a few aggressive passes on-track. However, it all changed from 2015.
Rossi had been battling with Lorenzo all season long and the former led the standings going into the penultimate round in Malaysia. Marquez had been third up to that point and was out of a title shot. Marquez turned up the aggression during the race, passing Rossi in do-or-die situations, while Lorenzo disappeared at the front. Rossi even signaled to Marquez to back off at one point, but there was no end to chopping and cutting off. An exasperated Rossi then pushed Marquez wide, causing the Spaniard to crash.
Rossi would later accuse Marquez of helping Lorenzo to win the title; an allegation Marquez had consistently denied. Many had speculated that Marquez had felt that it was Rossi who had cost him the title that year and was out for revenge.
Rossi was penalized and sent to the back of the grid for the final race in Valencia. He fought his way up the order but lost the title to Jorge Lorenzo.
Both riders made amends at the Catalan GP in 2016. It was a move welcomed by the racing community and fans alike.
But, just as everyone thought that was the end, Marquez did a mistake during the 2018 Argentinian GP which knocked Rossi out. Rossi held a special press conference to call Marquez irresponsible, dangerous and damaging the sport as a whole.
Both riders have yet to talk to each other at the time of this article.
Many of today’s motorcycle technologies were pioneered by BMW Motorrad.
They innovations included solutions for performance, safety, practicality, reliability and comfort.
These ten innovations by BMW Motorrad are only a small number of the total.
We’ve just completed a thorough testing of three BMW motorrad (motorcycles), all based on the S-Series inline-Four engine: S 1000 RR superbike, S 1000 R “roadster” (as BMW calls it, usually known as “naked” in the industry), and S 1000 XR sport-tourer.
All four carried out their roles superbly, of course. But before we roll out the video and full reviews, here’s a bit of filler about BMW motorcycles.
BMW Motorrad, just like their automotive division, had always been innovative in pushing out new technology for their motorcycles and most of these innovations found industry-wide implementation later on.
Here are Ten Innovations by BMW Motorrad, in chronological order.
10. R32 (1923) – BMW’s first motorcycle
BMW R32
BMW had begun in 1916, through the reorganization of Rapp Motorenwerke who produced aircraft engines in WWI. However, as the Luftwaffe (German air force) was banned in the Treaty of Versailles after WWI, the company produced industrial engines, air brakes, agricultural machinery, toolboxes and office furniture, instead, before turning to motorcycles and cars.
BMW then built a flat-twin (Boxer) in 1921 for motorcycles and were most notably used in Helios motorcycles. BMW then merged with the makers of Helios called Bayerische Flugzeugwerke in 1922, inheriting the Helios.
That led to the R32 in 1923. Unveiled at the Berlin Motor Show, it marked the beginning of BMW’s drive concept – air-cooled, twin-cylinder, four-stroke Boxer engine with a manual gearbox mated directly behind and a shaft final drive.
While the R32 didn’t break technological grounds, its engine served as the DNA for all Boxer-powered BMW motorcycles until today.
9. R12 (1935) – Hydraulic telescopic forks
BMW R12
Earlier telescopic forks consisted of just springs inside them without any “juice.” BMW debuted the hydraulically damped forks on the R12 and has since been adopted by every manufacturer now. Hydraulically damped forks have paved the way for the use of valves, orifices and cartridges to control damping rates in modern suspensions.
8. R90S (1973) – Headlamp fairing
BMW R90S
Sure, other motorcycles have had fairings mounted around their headlamps before the R90S, but it was BMW who used it on a volume production motorcycle. The R90S was designed by Hans Muth, the same guy who went on to design the Suzuki Katana, while the two-tone Daytona Orange paint commemorated the bike’s inaugural win at the Daytona International Speedway in 1976. (Please click here for our feature on Race Replica Motorcycles with the Best Paint Schemes.)
7. R100RS (1977) – Full-fairing
BMW R100RS
As with the R90S, full-fairings were the mainstay of racebikes up until when BMW featured it on the R100RS. It was also designed by Hans Muth, but with the aid of a windtunnel. The R100RS’s headlamp cowl, side panels and belly pan were rigidly mounted to the bike, and the handblebar turned independently, something we’ve grown accustomed to today.
6. R80G/S (1980) – First adventure-tourer and single-sided swingarm
BMW R80G/S
As we’ve written before in the R nineT Urban G/S’s full review (please click on this link to read more), adventure motorcycles prior to the R 80 G/S were based on enduros. While they’re great for blasting down trails, they lacked the range, luggage carrying capacity and comfort for extended off-road rides and the road leading there. BMW saw this vacuum and released the R 80 G/S in 1980, which gave birth to the whole new adventure-touring segment.
Apart from that, the R 80 G/S was also the first mainstream motorcycle to be equipped with a single-sided swingarm.
Yes, the R 80 G/S, which stands for Gelande/Strasse (Off-road/Road) was the granddaddy of the best-selling GS.
5. K100 (1987) – ABS brakes
BMW K100
ABS is compulsory on every new motorcycle in Europe now and it’s as indispensable as the brakes themselves. The first ever motorcycle ABS system was called ABS-1. It had that trademark pulsing at the levers when activated, scaring some riders who aren’t accustomed to its workings. The current 10th generation ABS has improved by leaps and bounds since then.
4. R100GS (1988) – Paralever rear suspension
BMW R100GS
A drive shaft causes reactions that are peculiar to riders on chain or belt drive motorcycles. The tangential forces acting on the wheel hub causes the rear of the bike to jack up, instead of squatting under weight transfer during acceleration. BMW countered by installing an extra lever along the axis of the driveshaft, creating a parallelogram – hence the name Paralever. BMW engineers went on to further tune the Paralever to introduce some degree of squat associated with any vehicle when accelerating. The Paralever was also adopted to other shaft driven BMW motorcycles of different engine configurations, starting from the K1, also in 1988.
3. R1100RS (1993) – Telelever front suspension
BMW R1100RS
Along with the Paralever rear suspension, the Telelever has become a hallmark for BMW motorcycles. We’ve also written about the Telelever at length (please click here for the full article) and its functions. But of important note is how normal the Telelever front end feels to riders who have never experienced it.
2. K 1200 S (2004) – Duolever front suspension
BMW K 1200 S chassis
The Hossack-style Duolever front end detaches braking and cornering loads from the handlebar, thus allowing the rider to keep the bike turning, besides the given comfort. While the concept didn’t find widespread adoption in the industry, there was an extraordinary maker who used it to great results – Britten.
It was reported that BMW Motorrad had contemplated using the Duolever for the S 1000 RR superbike.
First fitted to the K 1200 S, the Duolever equips the K 1600 tourers now. The set up gives the huge bikes superlight and agile handling (no kidding).
1. K 1200 S (2004) – Electronic Suspension Adjustment (ESA)
BMW K 1200 S
We had to split these two innovations although they made their debut on the same bike, as the ESA was an extra option for the K 1200 S. It’s now a standard feature on the R 1200 GS lineup.
Fitted with it, the K 1200 S was the world’s first production motorcycle to feature an electronically adjustable suspension. Just as how it works now, the rider could select the preload based on load and damping based on his preference.
It was ESA which paved the way for ESA II, Dynamic ESA and DDC (Dynamic Damping Control) found on BMW’s S 1000 range we had just tested.
TOC Automotive College provides funding for students interested to pursue the Superbike Technician Course!
The Bina Bakat option funds up to 100% of the course fees.
Bina Bakat students only repay after they have secured employment after completing the course.
Education is one of the most important aspects of modern life, if not the most important. Lives are built based on education, and goals too are achieved through good education. Unfortunately education sometimes is out of reach for the regular person due to accessibility issues such as the costs associated with education.
While there are many scholarships available in the market, these are usually reserved for top tier students with near perfect results. Options are not as great for others, and that is what TOC Automotive College aims to change through a special financing program called TOC Bina Bakat Program.
Launched at the beginning of 2018, the TOC Bina Bakat Program which translates to Building Talents Program in English, works to provide financing to students who need it the most. It offers both apprenticeship programs and loan repayment plan for students where an education loan is provided for the enrolled courses and the students will only need to make the repayments through a monthly deduction from their salary or allowance. This deduction will only take place once the student obtains apprenticeship or a permanent job placement.
“With living costs increasing steadily, more parents and students find themselves struggling to pay for tertiary education cost. Our role as the pioneering educator in Malaysia’s automotive industry is committed towards overcoming external challenges which could deprive higher learning opportunities among the younger generation. Through the TOC Bina Bakat Program, we hope to bridge the financial differences and provide easier access to quality education for everyone,” said Adelaine Foo, Founder of TOC Automotive College.
Foo further added, “TOC Bina Bakat Program strikes long term mutual benefits for students and TOC’s Industry Partners as these students will be groomed in the very organization they hope to secure permanent placement with, be it in after sales-service or in the technical area.”
Students who are interested to pursue this course will be able to secure a 100% loan to finance their education, repayable only when they secure a job.
Click here for more information regarding TOC Bina Bakat Program and the Superbike Technician Course.
Motorcycle racing has always served up the most colorful characters.
When these characters get in each other’s ways, equally colourful rivalries flare up.
It’s these rivalries, among other things, that make motorcycle racing so interesting to watch.
The recent rivalry altercations between Valentino Rossi and Marc Marquez aren’t new, that’s for sure.
Marc Marquez (93) rubbing Valentino Rossi (46)
As PR-savvy as they are, professional motorcycle racers are humans too. And being humans, they are just as prone to emotions, or maybe even more so since they have their livelihoods and pride at stake. However, it’s this kind of rivalries that provide the colours for us spectators.
10. Neil Hodgson vs. Aaron Slight, WSB, 1998
Hodgson (5) leading Slight (111)
You may have heard of both of these names, since they are both now motorcycle racing commentators, especially Aaron Slight in MotoGP nowadays.
Just before the start of the World Superbike race at Brands Hatch in 1998, the New Zealander Aaron Slight told Neil Hodgson to get out of his way since he wanted to challenge Carl Fogarty for the WSB title.
First of all, Hodgson and Slight are not teammates, and secondly, how could Hodgson give way when he’s riding on his own home ground. Neil ignored Slight’s “team orders” and raced the latter hard in the race. Slight got so furious and lashed out at Hodgson during the cool down lap. Both men then dropped their super-exotic race bikes for a boxing match. The track marshals pulled them apart before WSB organizers could organize a new category for boxing.
Wait! Was this the reason Aaron Slight talks so slow now?
9. Loris Capirossi vs. Tetsuya Harada, 250cc GP, 1998
Capirossi (65) takes out Harada (31) – Courtesy of enoanderson.com
Aprilia had fielded a 3-man factory team consisting of Loris Capirossi, Tetsuya Harada and newcomer Valentino Rossi. Capirossi had led the standings with a mere four points as they went into the final round at Argentina, but Harada was as determined to win the championship and was leading the race. Capirossi knew he had no real chance of passing the Japanese. If it finished this way, Harada would be crowned champion by just 1 point.
Capirossi knew what he had to do. He lunged inside Harada and took both of them out, and stole the title.
Aprilia was livid and so was Harada, understandably. The factory refused to extend Capirossi a contract for the next year although he was the 250cc champion.
8. Dani Pedrosa vs. Nicky Hayden (RIP), MotoGP, 2006
Pedrosa knocks out Hayden – Courtesy of MotoGP.com
The late-Nicky Hayden had been battling with Valentino Rossi throughout the entire 2006 season. The latter had won five races but was sidelined a number of times due to mechanical failures on other times, but was still able to claw his way back from a 51-point deficit to challenge Hayden at the last two rounds.
But even at this stage, Hayden’s teammate Dani Pedrosa was determined to not play the bridesmaid and was willing to go toe-to-toe with the American for a win.
At the penultimate round in Estoril, Portugal, instead of supporting Hayden, both teammates were locked in a fierce battle. Soon, the inevitable happened when Pedrosa stuffed his bike inside Hayden’s, taking them both out. (That brash move even sparked a meme.)
The Honda camp thought Hayden’s chance for a world title was a cooked goose.
However, Rossi crashed at the next and final round in Valencia. He remounted to in 13th, handing the title to Hayden with a five-point gap, ironically reflecting the five points he lost to Toni Elias, the winner in Portugal.
7. Matt Mladin vs. Ben Spies, AMA Superbikes, 2000 – 2008
Spies (1) leading Mladin (66) – Courtesy of AMA
Australian Matt Mladin had dominated the American Superbike Championship but winning the title six years in a row, before a young upstart by the name of Ben Spies came along to show the way. Mladin felt humiliated and resorted to trash talking with statements such as, “He (Spies) still has his mom hanging around wiping his bum,” in the hopes of unravelling Spies.
But Spies took it all in his stride and won three titles in a row, before moving to WSBK to win the title in his rookie season, and then jumping over to MotoGP.
6. Kenny Roberts Sr. vs. Barry Sheene, 500cc GP, 1978 – 1982
Sheene (7) leading Roberts (1) – Courtesy of otorcycleoftheday.blogspot.com
Barry Sheene had been the 500cc World GP champion until the arrival of a mad Californian who rides his bike sideways. Kenny Roberts.
Both riders took an immediate dislike of each other. Sheene was asked what he thought about Roberts being a development rider to which he replied, “He couldn’t develop a cold.” Kenny Roberts retorted by saying that the only reason he got out bed every morning was to beat Barry Sheene.
Their rivalry reached its zenith at the 1979 British GP when Sheene flashed Roberts the middle finger after passing the latter. Roberts fought back immediately and started an epic battle before getting the better of Englishman to win the race.
Stay tuned for Part 2 as we count down to the fiercest rivalries in motorcycle racing!
