KTM will unveil the KTM 790 Adventure at EICMA 2017.
It shares the same parallel-Twin as the KTM 790 Duke.
We may see a road-going S-version and off-road R-version.
KTM has confirmed the unveiling of the all-new KTM 790 Adventure at EICMA 2017.
First spotted undergoing road tests in December 2016, KTM has confirmed that the 790 Adventure will be available from 2019. The KTM 790 Duke roadster, however, is slated to be available from 2018 (click here for the promo video of the prototype).
KTM 790 Duke. Courtesy of MCN
The 790 Adventure will use the same 800cc parallel-Twin of the 790 Duke. While there are no official specifications, the new engine is said to produce more than 100bhp.
Although the spy pictures provide a sketchy view, the 790 Adventure will most probably feature a fully-LCD instrument console, twin fuel tanks with their own fillers, LED headlamp, 21-inch spoke front wheel and 18-inch spoked rear wheel. If a road-going version is available, it should sport a 19-inch front and 17-inch rear wheels.
Courtesy of MCN
The spyshots show the front end as similar to the 1050/1090 Adventure’s, and electronic semi-active suspension should be ruled out due to cost concerns. The rear monoshock can be clearly seen as almost horizontal and bolted directly to the swingarm, since more space has opened up from having a rear cylinder. Doing so forgoes the complexities of having linkages.
ABS is mandatory, thus we could safely expect it; same for electronic rider aids such as riding modes and traction control.
Introduction of the 790 Adventure will no doubt spice up the hotly-contested middleweight adveture-touring/dual-purpose market.
The 790 Adventure is seen as the direct replacement for the 640 Adventure, which distinguished itself in the Dakar Rally. However, the 790 Adventure is ineligible, as the current regulations allow capacities of only up to 450cc singles or twins. (Click here for the Dakar Rally’s regulations.)
We do hope that the KTM 790 Adventure is a true dual-purpose/adventure-tourer motorcycle that’s not only fully capable off-road but also for long distance touring.
Kelantan police chief issued a travel advisory to Malaysians travelling to Thailand
Malaysians are not prohibited from riding into Thailand
Southern Thailand has been the scene of violence
Kelantan police has issued an advice to Malaysians travelling to southern Thailand to be more vigilant, following the fatal accidental of a Malaysian national in Tak Bai, Narathiwat Province, on 16th October.
It was learned that Wan Mohd. Zain W. Hussain, 46, from Kampung Ketil, Tumpat, Kelantan was visiting his relatives when he was hit by a stray bullet when a group of armed men fired upon the police at the Ban Taba checkpoint.
Later, the superintendent of Tak Bai police station, Police Colonel Patcharapol na Nakhon, was lucky to escape a bomb explosion near a petrol station as he led a team to the scene of the attack.
The blast brought down power lines and caused a local blackout. An inspection of the scene of the bombing revealed what bomb technicians believed to be an IED (improvised explosive device) weighing between 22 to 25kgs.
Daylight inspection revealed a food stall and an electricity pole riddled with bullet holes. Police collected spent bullet casings from M16 assault rifles.
Patcharapol believed the attacks were the work of Famee Mudo, who leads a militant group active in the district. He is a suspect in similar attacks on Oct 21, 2012.
The attacks were believed to be linked to the approaching 13th anniversary of the “Tak Bai incident” on Oct 25, when 85 Muslim men suffocated after being arrested and stacked on top of each other in the back of army trucks after soldiers violently broke up an anti-government protest.
Courtesy of zashnain
Southern Thailand has been the scene of bombings and violence. On 9th October, a bomb planted on a roadside killed a Ranger and seriously wounding another. On 26th September, a bomb disposal team defused a roadside 20kg IED. On 29th September in Mae Lan district a motorcycle bomb exploded at a checkpoint. Another bomb killed one and wounded 18 in Yala when bomb disposal units went to investigate after two explosions.
KTM Malaysia is set to set the Malaysian MotoGP 2017 ablaze in READY TO RACE Orange.
KTM Malaysia is also offering the KTM MotoGP Fan Package.
Expect to see the latest KTM motorcycles plus Meet & Greet session with top KTM riders.
It’s the best time of the year for motorcycle racing fans in Malaysia and around the region. No, not Christmas, but it’s the Malaysian MotoGP.
The Malaysian MotoGP has without doubt grown over the last 3 years to capacity crowds and this year is no different. But what will make the difference is what KTM Malaysia has in store for fans and visitors.
KTM’s signature orange-coloured pavilion at the Malaysian MotoGP has always been one of the biggest crowd pullers. Not only do they display the latest road-going models, but also the dirtbikes and off-roaders that have conquered the world. Visitors are allowed to get up close to touch, feel and even smell these awesome machines, what more to selfie with them.
Additionally, KTM-branded riding gear and wear, called Powerwear, and KTM’s proprietary motorcycles accessories, called Powerparts will be displayed in all their grandeur.
Visitors could expect to see the latest 250 Duke, 390 Duke (click here for our first ride and here for our review), RC 250 and RC 390, 1290 Super Duke R, 1290 Super Adventure S, 1290 Super Adventure R, 1050 Adventure Travel Pack, 1290 Super Duke GT, 250 EX/C-F, 350 EX/C-F, 450 EX/C-F, 250 SX-F, 450 SX-F and many more. The latter two bikes are the same as those ridden by Gabit Saleh to multiple Malaysian motocross wins and the 2016 FIM Asia Supermoto Championship.
Visitors will also be able to catch a glimpse of the RC Cup racebike and replica of the RC16 MotoGP racer, ridden by Pol Espargaro and Bradley Smith.
As such, fans can expect meet-and-greet sessions with the FIM Supermoto Champion, RC Cup riders and, Moto3, Moto2 and MotoGP riders (subject to the riders’ schedule and availability). KTM Malaysia is in the midst of working with SIC and Dorna for Gabit Saleh to perform a stunt show at the starting grid and front straight on race day, so stay posted!
KTM Malaysia has offered the Fan Package, which includes a ticket for the KTM Tribune in the Main Grandstand, limited edition T-shirt, cap, bag, raincoat and flag.
As many as 500 KTM fans will mass at the KTM Tribune and turn it into a sea of READY TO RACE Orange. There is nothing better than being in the company of people who share the same passion and cheering for the same riders. The KTM Tribune faces the starting grid and paddock, ensuring a great view of proceedings throughout the day, be it for the support classes, Moto3, Moto2 and MotoGP.
KTM Malaysia will also host a myriad of activities at the Tribune. KTM fans can look forward to gifts and lucky draws.
Champions of the Castrol Bike Mechanic Contest 2017 to represent Malaysia in Asia-Pacific finals.
Only 3 winners were picked from 800 contestants.
The Asia-Pacific finals will be held in Pattaya, Thailand in November.
Kuala Lumpur, 10 October – The prestigious Castrol Bike Mechanic Contest 2017 came to a brilliant close after four months of intense competition, as Castrol Malaysia unveiled the best Castrol Bike Point Mechanic Team in Malaysia.
Teamwork is key in excelling in the Practical Challenge
The Grand Prize was won by the team from the Southern Region. Eng Lean Hui, Sivanathan Letchumanan and Tee Kok Jing outperformed five other teams in the competition’s Grand Finale. Apart from winning the Champion’s trophy and a brand-new Yamaha 125cc scooter each, more importantly, the Grand Prize winners will also go on to represent Malaysia in Asia-Pacific Castrol Bike Mechanic Contest in Pattaya, Thailand, in November. There, Malaysia’s best Castrol Bike Point mechanics will compete with two-wheeler mechanics from other countries in the Asia-Pacific region including Thailand, Indonesia, Philippines, Vietnam and India.
From left to right: Tee Kok Jing, Eng Lean Hui and Sivanathan Letchumanan, the champions of the Malaysian Castrol Bike Mechanic Contest 2017
1st Runner Up was awarded to Goh Poh Joo, Tony Charles and Tan Tack Boon who represented the East Malaysian Region, while the 2nd Runner Up position went to Lim Kok Seong, Lee Yong Chang and Fakrurazi Abdul Ghafar from the Central Region.
The Central Team in deep concentration
The Malaysian Castrol Bike Mechanic Contest 2017 kicked off in June, where close to 800 contestants across the country’s five regions participated in the preliminary rounds. Out of that, only 18 mechanics, grouped into six teams of three each, qualified to advance to the semi-finals. After a gruelling battle to test their theoretical knowledge, just three teams were shortlisted to proceed to the finals to compete in a Practical Knowledge Challenge for the chance to be crowned the best Castrol Bike Point Mechanic Team in Malaysia. The mechanics were judged by an independent four-member judging team comprising of highly experienced technical & R&D experts from the motorcycle industry.
The final six teams competing at the Grand Finale
“The Castrol Bike Mechanic Contest is one of Castrol Malaysia’s many efforts to recognise and reward high level of skill amongst Castrol Bike Point mechanics in Malaysia. Through the contest, we ensure that mechanics can hone their skills further. Castrol works to raise their technical knowledge and improve customer service. This year’s competition is particularly significant as the winners will go on to represent the nation in the Asia-Pacific competition. We are very proud to recognise the skills of our mechanics in Malaysia and will continue to support them as they prepare for the upcoming battle,” said Keow Mei-Shan, Marketing Director Malaysia & Singapore.
Keow Mei-Shan, Marketing Director Malaysia & Singapore, Castrol Malaysia
Speaking at the prize presentation ceremony, Eng Lean Hui said, “My teammates and I are very happy to have won this challenging competition, and are honoured to be representing Malaysia in the Asia Pacific Bike Mechanic contest end of this year. We learned a lot during this competition. As individuals we were not perfect, but together, we made a perfect team! We thank Castrol Malaysia for this opportunity. We will continue to train and update our knowledge in the run up to it, and hope that we can do ourselves, our families and ultimately the nation proud!”
Audience cheering on their favourite contestants
To find out more about Castrol and its products, visit www.castrol.com/my.
Jorge Lorenzo is upset at Johann Zarco’s pass on him in the early stages of the Japanese GP. To the former, the move on him by the triple Moto2 Champion was dangerous, which caused a get-together at the corner exit.
Lorenzo likened Zarco to playing a game on the PlayStation. “You saw what happened,” said Lorenzo. “It’s not the first time he’s done this kind of thing – with me but also with two or three other riders. But he keeps doing it as though he’s playing on the PlayStation on time attack, like there’s no one at the side; very aggressive. I went to his box but he doesn’t understand he’s doing something bad and he won’t change. Someone should tell him to be more calm. He thinks he’s right and doing good, and that you or we need to be careful – not that he has to calm down. I would like to speak with the Safety Commission to see what we can do, because something could happen in future.”
Lorenzo was perhaps pointing to the incident at Austin this year, although it was Valentino Rossi at the receiving end of Zarco’s “aggression.”
“I was confident with the front so in Turn 9 I could attack,” explained the Frenchman. “Then he tried to stay on the outside but when I went out the corner I didn’t see him, I didn’t think he could be there and we touched because of my acceleration I went normally on my line and we touched each other. It was quite a strong touch but it was normal in the race. Because I was on the inside I got the advantage. Nobody crashed is the good thing.”
Zarco had started from pole, his second of the year, but slipped back to finish the race in eighth. Lorenzo struggled with rear grip initially but was able to rally and finish sixth.
Kawasaki H2R, H2 Elite Squad attends to the premium H2R and H2 owners
Set up with the launch of the Ninja H2R and Ninja H2
The Elite Squad transports the Ninja H2R/H2 to the Kawasaki Exclusive Service Centre for expert care and repair
By now, the Kawasaki Ninja H2R and Ninja H2 have established themselves as being the most powerful production motorcycles being sold to the general public.
But the Kawasaki H2R and its H2 sibling are not just about an extremely powerful supercharged engine stuffed into a frame. No, the H2 and H2R represents the pinnacle of mechanical engineering. Being so earns Kawasaki Heavy Industry’s (KHI) revered “River Mark” – the mark of excellence for innovations with historic significance. Kawasaki isn’t wrong when they are promoted as “Built Beyond Belief.”
As such, the track-only H2 and road-going H2R are premium products, hence the owners of the products expect premium service.
In this sense, Kawasaki Motors (Malaysia) Sdn. Bhd., KESB created the Kawasaki H2R and H2 Elite Squad. The Elite Squad was activated as soon as the first units of the Ninja H2R and Ninja H2 were handed over (click here for our coverage on the ceremony).
A H2R or H2 owner may call 03-5566 5662 to book an appointment. The Kawasaki H2R and H2 Elite Squad will then arrive at a location specified by the owner, pick up the bike and deliver it to the Kawasaki Exclusive Service Centre (KESC) for expert maintenance or repair.
The Elite Squad transports the H2R or H2 inside an enclosed van, to ensure safety and your privacy.
All KESCs are equipped with comprehensive equipment, including special tools and electronic diagnosis equipment that are unavailable at non-official workshops. Similarly, the personnel at KESC are specially trained to handle the maintenance and repair of the special H2R and H2. That in itself is great assurance that your H2R or H2 is well taken care of.
KESB quotes RM159.00 within the first 30km. However, if the owner requires a pick-up service only outside the 30km radius, an additional charge of RM1.38/km is levied; while for pick-up and return service, an additional RM1.17/km is charged.
Valentino Rossi reckons he and teammate Maverick Vinalez are “in trouble and don’t know why,” in worried about their chances at the Japanese GP, should the rain continue. The pair has been struggling with lack of rear grip on their Yamaha YZF-M1 through the entire season.
Riders may be able to ride around the problem in the dry, but the rain amplifies the problem.
The factory team seemed to make some headway in previous races, without doubt also attributed to riders’ skill and determination, however yesterday’s free practice sessions at Motegi saw both riders 11th and 12th fastest.
Rossi said, “We’re in trouble and we don’t understand why. Last year I was very competitive in the wet and had a good feeling with the old bike, but this year we’re struggling. We’ve tried to modify the bike, but in the end we’re far from the top. It’s the same as the problem in the dry – we don’t have rear grip.”
While Valentino Rossi knows he’s out of contention for his 10th title as a result of a broken leg, Maverick Vinalez saw first his lead, and now his chances for his first MotoGP tltle slip further and further away.
At the time this article went “live,” Andrea Dovizioso of Ducati Team continued to be the fastest man after FP3 on combined free practice times, ahead of Marc Marquez, Aleix Espargaro and Jorge Lorenzo.
Valentino Rossi dug deep and found some pace to first make it into the top ten before finally going up to fifth fastest. Vinalez is in 14th, meaning that he will need to fight through Q1. The Top 12 combined times qualify automatically to Q2.
In this Suspension Explained series, we will unravel the “mysteries” of your bike’s suspension
Although the suspension is now very advanced, the basics remain the same
As the prologue, we touch on preload, compression damping and rebound damping
Suspension technology has progressed by leaps and bounds over the years. The motorcycle started out as a little more than an engine stuffed into a bicycle frame, hence the only suspension was the rider’s bum and his resolve to withstand the hammering.
Since then, motorcycle suspension evolved into simple underseat springs to sprung struts to hydraulic and gas damping to electronic self-adjusting marvels.
Regardless, the principles of the suspension remain the same. There are a number of parameters that govern how your bike behaves whether on the road, track or off-road. However, only three parameters are adjustable on a motorcycle (without further modification), namely preload, compression damping and rebound damping.
Adjusting the suspension best requires a bit of background knowledge, because whatever adjustments that may have you feeling right may not be exactly right for the bike’s dynamics. A wrong adjustment may mask itself as another problem, causing you to go around in circles. Oh yes, we’ve been there.
We’ll discuss one topic per week. We’ll also speak to the experts on aspects of suspension technology, adjustments and modifications, while dispelling some myths along the way.
Hope this series will be beneficial to all our readers.
PRELOAD
Any discussion about suspension has to start with preload. Preload is of course related to spring rate, but since most riders don’t change the springs in their suspensions, we’ll just stick to preload.
To put it in simple terms, preload means the amount the springs are compressed when the suspension is fully extended.
Front preload adjuster – the blue bolt
For illustration purposes, take a valve spring and stand it on your desk. Now add some weight to the top so that it compresses a little. That’s preloading the spring. Adding more weight means adding more preload, while taking some off means reducing preload.
When you increase the preload by turning on the preload adjuster on the forks, or collar on the rear shock, suspension sag is reduced; and vice-versa. The spring pushes back against the adjuster collar, lifting that end of the bike up. So, if you increase (by turning clockwise) your rear suspension’s preload, the seat goes up higher, and similarly for the front.
Rear preload adjuster
Therefore, adjusting the preload DOES NOT change your spring rate. If someone comes up to me and say I’d make the spring stiffer by adjusting the preload… well, I’d tell him to go fly a kite. But that’s just me.
We’ll leave this subject here. More on this in latter instalments.
DAMPING
If a bike’s suspension depends on the spring along, it can leave itself prone to oscillations. A compressed spring stores kinetic energy. When it’s released, it may extend to more than its resting length. The load on top of the spring has now received this kinetic energy and unleashes it back downwards, compressing the spring. This goes back and forth until that kinetic energy is transformed to heat (absorbed in the shock absorber’s oil).
Courtesy of motorcycle.com
Have you ridden on a bike that “pumped” up and down or wallowed like a sampan in stormy seas? (My bike does that.) Yes, it’s due to the lack of damping.
Damping is divided into two: Compression damping and rebound damping.
COMPRESSION DAMPING
Compression damping (or just compression) determines how fast the wheel move upwards when it contacts a bump. Correct compression damping will allow the suspension to absorb bumps and road irregularities better.
The damping adjusters on the BPF fork are all on top. Compression is marked as COM
With more compression dialed in, the suspension, hence the wheel, is more resistant to moving upwards and vice-versa. Dialing in the correct amount will also deal with fork dive to a certain amount during hard braking, although that depends more on the spring rate and preload.
Compression damping is adjusted by the screw in the middle
Too much compression damping will cause the shock of the bump to be transferred directly to the chassis and rider. (That “BLAM” feeling when you hit a bump.) Consequently, the wheel will skip across the bumps, or cause the brakes to lock up easily as the suspension resists being compressed.
On the other hand, too little will have the wheel kicked up quickly, which will also cause it to lose touch with the road. Hitting corners at high speeds will cause the suspension to “squash” down, reducing ground clearance.
REBOUND DAMPING
Rebound damping is the opposite of compression damping. Rebound determines how smoothly and controlled the suspension re-extends to its proper state, after it has been compressed.
Rebound damping is marked at TEN (for spring tension)
Without or too little rebound damping will cause the spring to re-extend quickly, or in simple terms, bounce back. The rider will feel as if he’s being kicked out of the seat after the initial bump has been absorbed. It’s like squeezing a spring between your fingers and letting it go abruptly, or like a Jack-in-a-Box.
Rebound adjuster on the rear shock is usually underneath the shock body. Here it is the screw surrounded by the red collar
Too much rebound damping will cause the wheel to “pack up.” That means the wheel will only come back down too slowly, causing the bike to feel “loose.”
CONCLUSION
That’s it for this week. This is just basic knowledge. We’ll touch on more next week, so stay tuned!
The GIVI B32 MotoGP Convoy will start from Menara Kuala Lumpur this year.
The convoy is slated to take place on Sunday, 29th October 2017.
Participants will receive many great goodies!
There are many convoys to look forward to during the Malaysian MotoGP every year. One of them is of course, by the pre-eminent motorcycle luggage and riding gear producer, GIVI.
As with previous years, GIVI carries out a promotion for a new top box in the run up to the event. This year, it is the just-introduced GIVI B32 “Bold” Monolock top box (click here for the launch and details of the top box). We had the opportunity of sampling the pre-production model of the B32 Bold, and both the quality and experience of using the box has been positive (click here for our coverage of the GIVI Media Ride).
Participation in the convoy is simple. For existing GIVI B32 Bold owners, you only need to Whatsapp 012-6253800 for further details.
For new buyers, the details and forms are included in the box. Please follow the instructions to take part.
Participants do not only join the convoy but will also be given a whole bunch of goodies:
1 x K1 Grandstand ticket 1 x GIVI MotoGP Jersey (Limited Edition) 1 x GIVI Waist Pouch 1 x GIVI Cap 1 x GIVI Helmet Cover 1 x Castrol engine oil (1L) 1 x Monster energy drink 1 x Motorcycle parking sticker 1 x Breakfast package
GIVI’s MotoGP convoys gather for the flag off from well-known landmarks each year. The KL Tower got the pick for 2017. Participants are to congregate there on Sunday, 29th October 2017.
The HJC RPHA 70 bridges full sport and touring helmets
It is built upon the HJC RPHA 11’s principles
Lightweight, comfortable, safe, at a great value
HJC Helmet Malaysia have also introduced other models besides the RPHA 70 – click here to see more
It’s probably needless to say that motorcycle helmets have come a long, long way to where they are now. But along with that progress, helmets have become sub-divided into many categories for different uses. Gone were the days when a rider could almost wear just one helmet for every application (off-road riding notwithstanding).
Nowadays, you’d have specific helmets for the track, sport-touring, adventure-touring, touring, sport classics, cafe racers, customs, urban riding, and everything else in between.
We’ll pick the first two.
A race helmet should ideally be light, stable at high speeds, and snug-fitting. Comfort is relative, as a race helmet should hold tight to the wearer’s face and head, lest it moves around when blasting down SIC’s back straight at top speeds.
A sport-touring helmet, on the other hand, should provide all-day comfort, good ventilation and also good stability at high speeds. The emphasis for sport-touring helmets is comfort, something which is a compromise in racing helmets.
Courtesy of womenridersnow
Bridging that gap is never easy, as the resulting helmet is more often than not compromised for either spectrum. So how? You need both.
Or do you?
Built on the solid foundations of the HJC RPHA 11 race helmet (see here for more), the HJC RPHA 70 seeks to bridge those two concepts into one complete high performance package.
As with the RPHA 11, the RPHA 70’s shell is made from a what HJC calls their “Premium Integrated Matrix Plus (PIM+)” material, which consists of carbon fibre, Aramid, fiberglass and Kevlar; resulting in a lightweight but strong shell. The EPS has different densities around the helmet.
Traces of the RPHA 11’s design philosophies are evident in the RPHA 70’s tall chinbar, aerodynamic shell design, optically correct 2D faceshield with the centrally-located lock (which it shares with the RPHA 11), and interior paddings, in addition to the cheekpads that are extractable in emergencies.
Sport-touring features include the internal drop-down sunshield and large vents on the chinbar and crown (top of the head). The are deep cutouts for the ears, closed off by padding. Remove those pads and you have yourself built-in velcro pads to attach your Bluetooth speakers (I really welcome this).
The cheekpads are thick and tall. There are eyeglass “pockets” on both sides – spectacles wearers will welcome this. The crown pad is also thick and seems to float a couple of milimetres above the inner EPS lining.
Our first opportunity to sample the RPHA 70 was during the ride to Penang to cover the BMW Motorrad Nightfuel event (click here for our coverage and pictures). We rode a myriad of bikes including three variants of the R nineT, S 1000 R naked sportbike, K 1600 GT tourer, and G 310 R lightweight roadster. That means we rode on more bikes without fairing for wind protection.
The BMW S 1000 R was fast! You’d drone along at 60km/h in sixth gear, hit the throttle and you’re suddenly flying at 180km/h. But there was no wind protection. This was where the RPHA 70 showed its mettle. It stayed stayed stable without wobbling around, nor did it felt like ripping our heads off when we turned to the sides. Besides that, it resisted lifting and diving
Sep was testing the BMW G 310 R all the way into Penang (with top speeds close to 170km/h) and he reported the RPHA 70 being stable, too.
The HJC RPHA 70 is also relatively quiet at high speeds even without earplugs, which meant that I didn’t have to turn up my Bluetooth communicator’s volume to full blast, and it’s definitely a pleasant experience with earplugs in.
The sunshield dropped down and retracted quickly when activated via the switch at the bottom of the left chinbar. As with the main faceshield, the sunshield is optically correct, which means it won’t give you headaches from bad vision. My only gripe with the sunshield is that the bottom edges drop ever so slightly when its up, although Sep didn’t encounter this problem.
Airflow through the Advanced Channelling System (ACS) can be described as good and satisfactory. Air entering through the chin vents is directed upwards to the faceshield. A secondary and smaller chin vent directs airflow straight to wearer’s chin and mouth (the switch is on the inside). With the top central vent open, the wearer could feel a cooling stream of air moving past his crown.
We had encountered some rain on the way into Penang, and we thought we’ve come through the worst.
On that same evening, we rode from our hotel at Gurney Drive to the event ground next to the new Penang Bridge, when we got hit by the heaviest rainstorm we’ve ever encountered. There wasn’t even time to close the vents but thankfully, no water got through and the faceshield remained clear as we’ve installed the anti-fog lens which came in the box.
We’ve since donned the helmet everywhere we went, including riding around the city in all weather conditions and times of the day. As with most fullface helmets, the air inside could get a little stuffy on scorching hot days but all one needs to do is crack open the faceshield a little or, just ride faster.
Back to the subject about track usage: Not only does the HJC RPHA 70 comply to the ECE R22.05 standard, but it is also approved by the FIM. Approval by the FIM means the wearer could use the helmet for FIM-sanctioned racing events. That’s unprecedented, as most if not all, FIM approved race helmets are without built-in sunshades.
So, there you go. A real two-in-one helmet at one great value.
Comfort, refinement, utility makes it the ultimate touring bike
After months of heavy speculation, Honda has just released the Gold Wing teaser video.
2017 Honda Gold Wing
As Japan’s regulators tighten emissions standards to match that of Euro4 and beyond, Honda will soon stop production of the current model and a number of models. As such, Japan’s largest motorcycle manufacturer went ahead with creating an all-new Gold Wing.
News of the new bike was leaked out into the grasps of the world’s media last month, followed by pictures of what may be the final bike. (Click here for our report.)
Leaked photo of the 2018 Honda Gold Wing
But instead of disproving those photos, Honda has released a teaser video called “Beyond the Standard,” highlighting the evolution of the ‘Wing through the ages.
2016 Honda Gold Wing F6B
Ever since its inception in 1975, the Honda Gold Wing has been known as the ultimate touring motorcycle to many of its fans. Creature comforts, utility, chock full of features, refinement are what the bike is about.
The model proved to be a huge hit in the North American market that Honda Corporation actually started a factory just to build them in the USA. The production facilities were shifted back to Japan a few years ago.
There are many Gold Wing owners and clubs here in Malaysia too. You can see hundreds of them when they come together for special gatherings or motorcycle events.
Ola Stenegärd is the father of the BMW R nineT series
His other projects included the HP2, S 1000 RR, G 310 R, among others
Stenegard’s inlfuences are deeply rooted in classics, cafe racers and customs
Ola Stenegärd is the current Head of Vehicle Design in BMW Motorrad.
Stenegärd studied Industrial Design in Stockhölm, Sweden and is also a graduate from the famed Art Center College of Design in Pasadena, California. His predecessor at BMW Motorrad, David Robb also graduated from that school. He first joined SAAB and then Indian Motorcycles before starting at BMW Motorrad in 2003.
Stenegärd said in an interview that no one was interested in sportbikes at BMW when he joined, hence he was given the HP2 project. The success of the HP2 saw him proceeding to lead the S 1000 RR’s development. Stenegärd could’ve chosen the conservative route for the S 1000 RR’s design, instead he went on to create a motorcycle that’s distinctive and instantly recognisable.
But Stenegärd’s roots are buried deep in the realms of cruisers, cafe racers and classics. He had known the legendary custom motorcycle builder, Roland Sands for many years and approached the latter about building a custom BMW. Stenegärd showed Sands what his team had been working on and the latter was intrigued. They went on to work together on the Concept 90.
Up to that point, BMW Motorrad was without a specific model to commemorate their 90th Anniversary in 2013. In the end, it was Stenegärd’s design for the R nineT which they chose.
The R nineT went into production soon after and it began the the legacy of an entire range of motorcycles based on the R nineT platform. The R nineT family now includes the base R nineT, R nineT Scrambler, R nineT Pure, R nineT Urban G/S and the beautiful R nineT Racer. Furthermore, BMW Motorrad has recently entered the small-displacement, lightweight market G 310 R.
