The Ducati Panigale V4 made its long-awaited appearance at EICMA 2017.
Every aspect of the bike points towards form-follows function.
The Ducati Panigale V4 is the Italian maker’s weapon to reclaim the World Superbike Championship crown they once dominated.
Ducati’s V-Twins have finally been outgunned in the World Superbike Championship for a few years now, evidenced by the drought of a championship title since Carlos Checa’s domination and victory in 2011. Chaz Davies came agonizingly close in the past two years but there’s no hiding from the fact that Ducati’s V-Twins have reached the end of their competitively development.
So here it is, the new Ducati Panigale V4, which will spearhead Ducati’s assault on the championship to reclaim what has been traditionally theirs.
Styling remains along the lines of the Panigale 1299, except for many changes. Yet, it’s actually more compact than the V-Twin. The front is sharp, neat and features larger intakes underneath the aggressive headlamps.
The chassis is an evolved from the V-Twin’s cast aluminium monocoque structures, called “front frame.” It is now leaner and lighter, with more built in torsional and flexional rigidity to handle the power of the new Desmosedici V4 engine.
Rake is 24.5 degrees, with just 99 mm of trail for ultra-quick steering. Ducati claimed a kerb weight of just 195 kg. The Panigale V4 wears Pirelli Diablo Supercorsa SP shoes, 120/70-17 in front and a fat 200/60-17 at the back.
The standard Panigale V4 uses 43mm Showa forks and Sachs shock, both fully adjustable for preload, rebound and compression.
The Panigale V4 S, on the other hand, uses Öhlins suspension front and rear, forged aluminium wheels, lightweight lithium-ion battery.
The seat is trimmed in luxurious Alcantara leather, both fenders are carbon fiber.
The V4 weighs just 2.3 kg more than the 1299. The V4 produces 216 bhp, but Ducati offers an Akrapovic titanium racing exhaust which boosts the power to an eye-watering 226 bhp.
The engine is the definition of a big bore motor, at 81 mm, with a stroke of 53.55 mm. Lubrication is carried out by four oil pumps, two of them for crankcase scavenging.
Fuel-air charge is inducted via variable-length oval throttle bodies, corresponding to 52mm round units. Valves go up to 34mm intake and 27.5mm exhaust and compression ratio is 14:1.
The TFT instrumentation is also the latest technology, including the Ducati Data Analyzer and Ducati Multimedia System.
In terms of rider aids, the Ducati Panigale V-4 employs the latest in electronic warfare, and some named EVO: Cornering ABS EVO, Ducati Traction Control EVO, Ducati Slide Control, Ducati Wheelie Control EVO, Ducati Power Launch, Ducati Quick Shift EVO, Engine Brake Control EVO, Duacti Electronic Suspension EVO.
KYMCO launched the new XICITING S 400 at EICMA 2017.
The KYMCO XCITING S 400 features the best power in its class.
It will also have the first ECE-approved LED Daytime Running Lights for scooters.
Milan, Italy, 7th November 2017 – KYMCO has a good presence in Malaysia with their maxi scooters, but they also make motorcycles and ATVs. KYMCO has just added a new member to their family at EICMA 2017, called the XCITING S 400.
The KYMCO XCITING S 400 is the successor to the successful XCITING 400, which is renowned for its agile handling and the best horsepower in its class, apart from its smooth and quiet power delivery. The XCITING S 400 is designed in KYMCO’s “Win My Heart” spirit to surpass all that. KYMCO claims that it meets the stringent demands of riders seeking the best “sport touring scooter.”
The design of the new XCITING S 400 is built upon the “Powerful Simplicity” philosophy, combining the riding comfort and high-speed stability, perfect for the city commute and weekend excursions.
The new bike features the industry’s first ECE-approved Daytime Running Light for scooters to provide maximum visibility to other motorists, besides highlighting its identity.
The smoothly powerful engine produces 35.5 bhp (26.5 kW) and 37.7 Nm of torque. It guarantees responsive acceleration in urban traffic and high speed sprints.
Having a powerful engine also requires features to harness the power. KYMCO redesigned the hanger axle for a more rigid mounting point for the engine to the frame. The double bridge front suspension also increases rigiditiy. All these features add up to a maneuverable yet stable motorcycle.
There’s further proof of KYMCO’s desire to make the XCITING S 400 more accommodating.
The front seat tapers for easy feet placement during stops. The rear seat has a backrest to support the passenger. Instead of opening the entire seat to access the storage compartment underneath, the XCITING S 400 features a unique two-seat opening design. The windscreen is adjustable to accommodate different physiques and riding conditions. The handlebar is V-shaped to allow better line of view to the instrument cluster while riding.
KYMCO is also looking forward to adding the newly developed Noodoe Navigation feature upon the release of the XCITING S 400 next year. What distinguishes Noodoe Navigation from the rest is that it’s the world’s first rider-centric navigation system. Noodoe Navigation will be formally launced at the Tokyo Motorcycle show in March 2018.
Day Four of the (KTM Malaysia Owners Group) KMOG Borneo Ride 2017 consisted of the longest route.
We rode through everything from hot weather to heavy rain, flat land to the mountains, good roads to “no-roads,” from slow corners to fast flowing ones.
Not a single KTM broke down despite the trashing.
4th November 2017, Sandakan, Sabah – Anticipation, excitement, fear, doubt, sleepiness was on the faces and in the smiles of the KMOG Borneo Ride 2017 participants as we gathered for breakfast at 5am.
As mentioned in the earlier parts of our coverage, this was possibly going to the most epic day of this epic ride. We were to cover more than 640km today, first from Sandakan to Tawau past Lahad Datu, and finally to Keningau through Kalabakan.
While 640km is an easy target for seasoned Malaysia-Thailand riders, it’s not about the distance that scared us. Instead, it was because of the road conditions we have encountered thus far, in an unfamiliar territory.
Indeed, Ong Soo Yong had briefed us during the welcoming dinner that this would be the toughest leg of the KMOG Borneo Ride 2017.
For the first time, we left the hotel when it was still inky black. But the sun came out soon enough and we were seared by the sunlight by 9am. A few riders were concerned about having to ride under such weather for the remainder of the route. The road was thankfully smooth between the two towns.
We reached Tawau at 11.30am, well ahead of time, which took the restaurant owner by surprise. The staff scrambled to ready the tables and chairs, while the cooks jumped into overdrive. They didn’t even have water or Chinese tea in the beginning.
The sun had come out in its earnest by then, hitting 41 degrees Celcius, and no one could stand out in the open for more than five minutes. We charged into the restaurant like a swarm of angry bees.
One of the bikes had picked up a puncture, which sent the owner and Chris O’Connell out on a hunt for a tyre shop. So, all we could do was wait until they returned.
When we left the restaurant and out of Tawau, the sky ahead had turned ominously black and we hit a heavy rainstorm about 10km from the town. We stopped at a petrol station further up the road while taking shelter at the same time.
With every bike filled to the brim, a few of us donned our rain gear, while a few didn’t because they didn’t bring theirs. We pushed on anyway, all the while being lashed by the relentless rain.
The rain stopped after a few kilometres but dark clouds still dominated the horizon, so I kept the rainsuit on despite getting hotter and hotter underneath.
We were led by the marshals through a small village and ended up at an old Petronas station in Kalabakan.
It looked as if it had been built when Petronas first started business and has never been refreshed. The two 990 Adventures had to top off their tanks, unless they run out of fuel just outside Keningau and this was the last petrol station.
It started to drizzle again as we left the station. We rode through an oil palm plantation and it was offroad. The route was pockmarked with so many holes it looked alien.
We rode along at a brisk pace. I noticed the scenery and vegetation had started changing from flat farmlands to high hillsides.
Soon after I noticed an orange coloured sign that said, “AWAS. KAWASAN TANAH RUNTUH,” (CAUTION. LANDSLIDE AREA.) followed by another sign of the same colour with just the exclamation mark. The lead marshal started pumping his left arm up and down furiously, and it soon became apparent that the road had become “no road.”
An entire section was nothing but gravel and mud, as if the tar seal had been scraped off. Through MX training, my instinct kicked in and stood up. The 1290 Super Duke GT’s semi-active suspension was still set to “STREET” and I feared it may be too bumpy.
Instead, the bike which was meant to be a road-only sport-tourer took it all in its stride. I took it painfully slow in the beginning but it soon showed itself as being more capable than that as it allowed me to swerve past water filled potholes. It rolled over the loose gravel and mud as without drama. (It also helped that I stood up, of course, so do that when you have to ride over poor surfaces. Check out our tips for adventure riding here.)
It was tarmac again after that, followed by another no-road section, and another, and another. And it started to pour down again. This route is often used by logging trucks, hence the level of damage we encountered.
The rain came on and off as we slogged through one section after another until I lost count.
I started to experiment with the GT as we rode along. I had switched the WPs to “COMFORT” to let it soak up the bumps better and RIDE MODE to “RAIN,” for a smoother torque output. In the tougher no road sections, I left the transmission in third gear, let go of the clutch and regulated the throttle.
However, as a fast as I went in the offroad section, this was where the KTM adventure models truly stood out. There was a good mix consisting of the 990 Adventure, 1050 Adventure, 1190 Adventure, 1290 Adventure T, and both the new 1290 Adventure S and 1290 Adventure R. All of them, for want of a better word, flew through those sections.
Let’s also not forget that KMOG had organized training classes called Defensive Riding Program (DRP) to prepare their members for this type of adventure. (We covered a DRP session a few months back. Click here for DRP Vol. 2 Day One and here for DRP Vol. 2 Day Two.)
In the meantime, the rain had gone constant by now. It’s nearly 5pm and light’s starting to fade. I’ve stopped to record a video as a few bikes passing through a rough section and I was now left alone (although the last man was well behind).
I came up to an area where it appeared to be a small stop for the logging trucks. A dog wanted to cross the road from left to right, but it stopped when it saw me, so I swerved to the right to give it some room. But it suddenly bolted into the middle of the road and into my path. I grabbed the front brakes and the bike slowed so hard I felt like I was doing a push-up with 200 kg on my back. Even then, the brakes didn’t lock and trigger the ABS, plus there was still much room left for braking. Amazing!
Believe me, I was tempted to stop. My Dainese Rainsun jacket has two thick layers and the rainsuit over it but it was still cold. I could only imagine what those without rainsuits were going through. And for the first time in Malaysia, I switched on the handlebar grip warmer to HIGH. However, I pushed on as I didn’t want to be riding out here in total darkness.
I soon saw a bike ahead and made it out to be the 1290 Adventure T ridden by Captain Nanda. We buddied up. There’s a certain relief to ride together with someone else, sometimes even with complete strangers when the going gets tough.
We finally made it to Keningau’s city limit. We stopped and waited for the rest to catch up.
The final leg into Keningau was awesome, featuring cambered sweeping turns. All of us cut loose. The Super Adventure S in front of me kept throwing sparks from its panniers through the corners!
We stopped for dinner at the beautiful Mee Woo Resort & Spa’s restaurant, but the service sucked. Yes, you read that correctly. First, they directed us to park at the entrance, then chased us away to park elsewhere after we’ve sat down to eat. Apart from one sweet usher, none of the crew ever smiled or greeted us. But never mind, because we were dirty, hungry and tired. The mood became increasingly jovial as hot food and drinks entered our systems. Everyone was relieved that toughest part of the journey was over.
From there it was a short three-minute to the hotel.
We did a final tally. Not a single bike had broken down despite all that trashing. Apart from a minor crash due to distraction (rider okay), no one had gotten hurt and that was the most important news.
The Benelli TRK 502 was launched as a budget option for those who seek a simple, midrange sport-tourer.
Simple as it is, the Benelli TRK 502 is prettily designed with Italian flair.
It was comfortable and frugal on fuel.
We Malaysian motorcyclists love to tour and we’d do it on any sort of bikes. I had an ex-colleague who along with his friends, rode 135cc kapchais all the way to Chiang Mai, Thailand and back. There are those who completed the Thousand Corners at Mae Hong Son on classic Vespas. Another group rode the Ducati Scrambler to the Chinese border. I’ve joined cross-border where the participants rode sportbikes. Also, consider the fact that the record holder for the longest continuous motorcycle ride at 5,600km was a Malaysian, who rode non-stop without sleep for four-and-half days.
It’s for this very reason that Malaysia is also a hotbed for sport-touring and adventure-touring motorcycles.
However, these 650cc and above machines cost from just below RM 40,000 and up, putting them out of the reach of a large number of enthusiasts.
Well, that’s changed with the addition of Benelli TRK 502. Priced from RM 30,621, it’s a price point that’ll appeal to a few.
The Benelli TRK 502 is certainly pretty when viewed. It has that aggressive signature Benelli dual headlights, swooping lines and large diameter brakes. The long “snout” reminded us of another Italian sport-tourer.
Getting on was easy as the seat was low, so both feet touched ground. But the reach to the handlebar was a bit “different.” At 167cm tall, I found the wide handlebar was further in front than most bikes. But that wasn’t the whole story. It was also high up, therefore lifting both my elbows and the shoulders up in the air. Adjusting the handlbar backwards by just a smudge had the control housings banging on top of the fuel tank, so it may as well be fixed. The footpegs were set to the front which meant the knees almost didn’t fold at all.
The combination of footpegs set low and forward, low seat and high handlebar way up front, made me felt like I was riding a bagger with lowrise ape-hangers. On the other hand, taller riders should find it alright. That said, your body will get used to its riding position in no time.
It was also due to this that the bike felt heavier than it really was when lifting it off the sidestand, riding and idling at the stoplights.
The engine started up within a few revolutions most of the time. I said most because there were a few times when it just cranked and cranked without catching, and only to start after calling it a few choice words. Good thing the battery was new and strong otherwise I’d be stuck. I even got laughed at by a couple, “Hahaha, the guy’s big bike couldn’t start,” they said in Chinese, not realizing that I understood them.
I came across the same issue when I tested the TRK 1190 and TnT 302 years before. Hope Benelli fixes this issue. The TnT 600 I reviewed didn’t have this issue.
But when the bike ran, it was comfortable. The large-sized windscreen and bodywork kept windblast off the face and torso.
The handling was commendable, although it wasn’t that agile. It was stable due to its long wheelbase and low seat height, however. The rear shock pumped up and down when slamming the bike through fast corners, but the bike maintained its line. Both front and rear suspension coped well to road bumps by clunking loudly over them.
Did someone abuse this demo bike before we tested it?
The brakes were really good, without a fault. I rode it in pouring rain a few times and they grabbed hard without sending the bike into a death wobble. The ABS worked as advertised when brakes are applied hard over wet speedbreaker lines.
The engine accompanies you with the combination of a roar and howl. It revved slowly but it held its speed effortlessly at higher speeds. Torque was good too, given the capacity. Passing other vehicles was done briskly with the right amount of revs.
However, I couldn’t escape the fact that finding NEUTRAL while the engine idled was like trying to find a billion ringgit without resorting to breaking the law. Against, this was just like the previous models, except for the TnT 600
What I truly welcomed was the addition of the large Coocase panniers and top case. What I didn’t appreciate, though, was rain leaking through the top case and inundating the contents inside which included my camera. To fair, it seemed that someone had dropped the bike on box or the box on the ground before. But for a complete peace-of-mind, just opt for those from GIVI.
All in all, the Benelli TRK 502 was alright. I did what it meant to do, despite the few niggles we mentioned. It’s priced to offer Italian styling and some performance at an accessible value, so that you could take it on an extended trip. Being a 500cc bike, it’s touring on a budget for everyone.
The KMOG Borneo Ride 2017 entered entered Day Three.
We rode from Kundasang, through Ranau, to Sepilok before stopping at Sandakan.
Highlights included the Sabah Tea plantation and Orangutan Rehabilitation Centre.
Kundasang, 3rd November 2017 – Day Three of the KMOG Borneo Ride 2017 started from the Mount Kinabalu Heritage Resort & Spa in Kundasang, for Sandakan. Today’s ride reminded us the meaning of “adventure riding.”
As usual, we got early for a simple yet hearty breakfast at the hotel. The exception though, was the crisp and chilly mountain air, which accompanied us. Almost everyone went outside afterwards to draw lungfuls of it.
As we arrived after dark last night, we couldn’t see what was beside the roads. Well, Kundasang didn’t surprise at the break of day. The hotel was situated on a hilltop tall and was surrounded by tall pine trees looked. Looking around below, were lush valleys, interspersed with little houses.
However, there was a pathway which led to a viewing platform just outside the restaurant, and there, we stared at Mount Kinabalu’s crown.
Ranau, the site of the devastating 2015 Sabah earthquake, was just 20km away. Looking up the side of the mountain, there were massive patches of light-coloured rocks, evidence of landslides due to the quake. Still, the mountain was beautiful and I could only wished we had scaled it to the top during this trip.
The KMOG Borneo Ride 2017 convoy pushed off at exactly 8.30am, the efficient marshals made sure of that.
It took just a few kilometres out of Kundasang for us to realize that the road was very narrow, much like the old Gombak-Genting Sempah road, without the landslides (and cyclists).
Traffic was wonderfully light, except for a number of big trucks we encountered.
However, the road’s condition increasingly deteriorated the further we rode. Many sections were uneven with plenty of potholes and patches thrown in. Legacy of the earthquake?
KTM Malaysia had graciously loaned the 1290 Super Duke GT to me for this ride. There was another GT ridden by Mr. Kan and we pulled away from the middle pack to enjoy the corners. I rounded a corner and came face-to-face with section which resembled a motocross double jump! I clamped down on the brakes hard and triggered the ABS but I was too close, so I the brakes go and yanked on the throttle, because I didn’t want the rear to kick up hard and endo me into road.
The bike flew but the “landing zone” was badly rutted. I caught a rut and it drove me to the road’s shoulder. I gave the bike some gas and the bike recovered itself smartly.
I had set the riding mode to STREET and the damping for the electronically-controlled semi-active WP suspension to COMFORT. However, the road surface was so bad it caused the bike to wallow in midcorner. Switching to STREET helped somewhat, it was too harsh in the rough sections. Going faster than 120 km/h, helped though.
I watched with jealously as the 1290 Adventure Duke T and the 1290 Super Adventure S’s suspension (also electronic) soaked up the bumps as if they weren’t there. A few riders could even relax one arm while riding.
We rode past the town of Ranau, but there wasn’t time to check out the view as we concentrated on the road and traffic.
We reached the Sabah Tea Resort Restaurant 36km away without incident. We got the real taste of freshly brewed Sabah tea.
It was lovely. Good aroma with a full body and just the right amount of acidity. Slightly sweet, slightly sour, but not bitter. With a great view to boot!
We rode back down the hill, whose road was a no-road. It was an unpaved gravel road with some big rocks. The GT did well, never threatening to throw away a tyre despite being more of a sport-tourer, with the emphasis on sport.
It was a straight shot to Sepilok from there.
We reached the Banana Cafe just in time for lunch.
The food was simple yet tasty, and enjoyed the great hospitality. The restaurant’s owner had even treated us to the “UFO tart,” unique to Sandakan.
From there, it was a quick jaunt to the Sepilok Orangutan Rehabilitation Centre.
The facility is located at the fringe of the Kabili-Sepilok Forest Reserve, and as apparent from its name, it rescues orphaned orangutans and rehabilitate them for life in the wild.
It opens at certain hours to the public called, during feeding time. The orangutans are fed twice daily.
The facility features a boardwalk raised above the swampy land below. It leads to the main viewing area, where the orangutans get together for their meal time.
That done, we got back on our bikes and made our way to the hotel in Sandakan.
We were given a couple of hours to freshen up before we headed out to dinner at the famous Tai Lau steamboat restaurant.
“Dinner” was the inappropriate word for it. It was a 10-dish feast as KMOG had ordered a multi-meal course consisting of steamed fish, squid, mussels (lala), braised vegetables, kung pow chicken, stir-fried green vege, prawn platter, crabs fried with salted egg and fruits for dessert!
With our tummies full, it was time to fill up the bikes ahead of tomorrow’s long leg. The final stop is Keningau, but instead of riding back through the route we had come in on, we are going to ride south to Tawau, before turning west, over the Crocker Range. It promises to be the most epic part of the KMOG Borneo Ride 2017.
PICTURE GALLERY
Outside the hotel at Kundasang
Phillip Ho and his roaring 900R Adventure
Mount Kinabalu. Note the evidence of landslides due to the 2015 Ranau earthquake
Group photo before continuing on the ride
Stopping at the Sabah Tea Plantation for tea
…and pictures
At a restaurant in Sepilok
The owner of restaurant treated us to the UFO cake
Day Two of the KMOG Borneo Ride 2017 took us to the Tip of Borneo and Kundasang.
The last batch of participants’ bikes arrived just in time for the Kota Kinabalu to Kundasang leg.
The ride will first stop at the Orangutan Sanctuary at Sepilok, on the way to Sandakan.
Kota Kinabalu, Sabah, 2nd November 2017 – Day Two of the KMOG Borneo Ride 2017 dawned early. The 6am sky in Sabah was already as bright as 8am back in West Malaysia. The weather has cleared this morning, giving way to bright sunshine and high heat by midday.
The KMOG’s Committee and KTM Malaysia’s crew were sleepless the entire previous night and day, in the hopes of receiving some good news from the port. The participants’ motorcycles were still in containers on a ship, anchored off the coast to weather the storm. (Click here for Day One.)
The hardworking (read: overworked and stressed out) committee KTM crew had to make a decision to either make the participants wait at the hotel until the bikes arrived, or find some way to let them visit the intended destination. Rather than moping around, they hired a tour coach which transported us to Tanjung Simpang Menggayau, more popularly known as the Tip of Borneo.
As the name suggests, it’s the northern-most cape of the Borneo island which extends into the South-China Sea. There’s breathtaking view all-around, as we stared into the great ocean. There, over the horizon is the Filipino Archipelago.
Apart from a few longhouse-type chalets, there’s very little else infrastructure.
I spotted a few photographs of the Milky Way, our home galaxy, posted outside the reception centre. That’s a great interest to stargazers and astronomy enthusiasts such as myself. Light pollution at popular tourist destinations has caused us to lose sight of nature’s most beautiful night show.
We left the cape and had lunch at a small beachside resort on the way back to the hotel. The tour operator, Borneo Excursions was amazingly professional and ensured all arrangements were fuss-free.
We were expected back at The Palace Hotel in Kota Kinabalu by 3pm. However, heavier than usual traffic put paid to the plans and we arrived at nearly 5pm, instead.
But you know what they say, every cloud has a silver lining.
The third and final container was in the process of being offload as the bus pulled into the hotel’s driveway. The other bikes have been offloaded, fully fueled and tyre pressures optimized.
A blur of activity enveloped the otherwise peaceful hotel, as participants scrambled to get changed, load their bikes and suit up for the ride.
While the skies turn bright early each day, it also means that it gets dark early. Make that very early and very dark.
It had started to look like 8pm at 6.30pm, during the safety briefing and when Ong Soo Yong (one of the hardworking committee members mentioned earlier) waved us off. He advised us to look out for one another along the dark road. Thus began the KMOG Borneo Ride 2017 in earnest.
We had to squeeze through the heavy traffic with large-capacity panniers and all. We made our way up the Gunung Kinabalu mountainside, passing the site of a recent landslide.
The marshals did their best to guide us and we finally arrived at the Mount Kinabalu Heritage Resort & Spa in Kundasang, safe and sound. We headed directly to the restaurant for dinner, before checking in and calling it a night.
We’ll be heading to the Orangutan Sanctuary at Sepilok on our way to Sandakan, tomorrow.
PICTURE GALLERY
One for the moment
Group shot with the cove in the background
I’m the Queen of the world!
The current may be a bit rough but it was clear
Participants visited the Tip of Borneo 2nd November – by bus – as the bikes have yet to arrive
Great view of the sea from the rocks below
Romantic setting
Group photo at the special plaque
Down at the cove
The third and final container of bikes arrived just as returned to the hotel!
Kota Kinabalu, Sabah, 1st November 2017 – The KMOG (KTM Malaysia Owners Group) Borneo Ride 2017 starts today.
The ride will travel from Kota Kinabalu, Sabah to Kuching, Sarawak over ten days.
This KMOG Borneo Ride 2017 will surely confirm the capabilities and reliability of KTM’s adventure bikes.
We reported on the KTM Malaysia Owners Group’s (KMOG) Defensive Riding Program (DRP) Vol. 2 in August (click here for Day One and click here for Day Two). The program’s objectives were meant to demonstrate the limits of their machines; and to be comfortable at those limits.
The culminated objective of DRP, consequently, was to prepare the participants for this epic event: the KMOG Borneo Ride 2017.
KMOG has been actively organizing rides to many exotic places, including to Cambodia, Laos, Phuket, among other locales in the past. The group decided on Borneo this year.
The KMOG Borneo Ride 2017 will fully demonstrate the capability and reliability of KTM’s adventure bikes as the convoy travels through every type of road imaginable, including certain unpaved sections.
The simplified plan calls for starting the ride in Kota Kinabalu, Sabah, and travel to Kuching, Sarawak. But it won’t be as straightforward, isn’t it?
Instead of travelling directly southwest to the capital of Sarawak, the participants will first ride north to the Tip of Borneo, before turning back south then east to Sandakan, south to Tawau, back west to Keningau, and to Labuan for a one night, one day rest.
The convoy will resume on Day 7, riding through the eastern portion of Brunei and re-enter the kingdom for a stop at Bandar Seri Begawan. From there, they will ride along the coastal road to Miri and Bintulu, continuing towards Sibu and finally Kuching on 10th November.
The KMOG Borneo Ride will total distance to be covered is 2,613 kilometres, over 10 days.
Participants will travel through various breathtaking and historic sites, including the Sepilok Orang Utan Sanctuary, and crossing over the Crocker Range.
Day 1 (1st November 2017) is considered a free-and-easy day as the organizers waited for the arrival of participants and guests. KMOG had also expected the owners’ bikes to arrive at the port, having been shipped over from West Malaysia.
The weather has been scorching hot in Kota Kinabalu during the previous week. However, it was already raining heavily when the plane touched down.
As such, it wasn’t safe for the container ship to berth at the docks and that wrecked the organizer’s plans to retrieve them.
Regardless, we will still visit the Tip of Borneo tomorrow, and continue with the ride afterwards.
A welcome dinner was held tonight for the members, where the committee members of KMOG, representatives of KTM Asia Pacific and KTM Malaysia briefed the participants on the plans of the KMOG Borneo Ride 2017.
There is a total of 40 motorcycles with 45 participants.
PICTURE GALLERY
Among the hardworking KMOG and KTM Malaysia crew
These guys have many kilometres of touring experience
Kudos to this McDelivery rider (in GIVI rainsuit) who sent the food in heavy rain!
These guys have many kilometres of touring experience
Pretty Sabahan girls welcomed us to the dinner
All smiles as the participants were welcomed with traditional bead necklaces
Hafizh Syahrin is slated to be Malaysia’s first MotoGP rider in 2019.
He will join the Petronas Sprinta Racing team next year, managed by the Sepang International Circuit (SIC).
SIC CEO, Datuk Razlan, is confident Hafizh will do better next year.
The Sepang International Circuit (SIC) is determined to groom Hafizh Syahrin for the big time: MotoGP.
As was reported earlier, Hafizh Syahrin’s long-time team Moto2, Petronas Raceline Malaysia had split ways for the 2018 Moto2 season (click here for our report). Hafizh will join the Petronas Sprinta Racing Moto2 team next year. The team is managed by SIC.
SIC’s Chief Executive Officer, Datuk Razlan Razali has expressed the intention of having Hafizh in MotoGP with Dorna and MotoGP teams. “We have expressed our interest with Dorna and also discussed the matter with a number of MotoGP teams this past week,” he said.
Datuk Razlan Ramli, courtesy of gpmalaysia
But the 2018 slots have all been taken. “There are still slots available for new satellite teams in 2019,” added Datuk Razlan.
Datuk Razlan is confident that Hafizh will do better with Petronas Sprinta Racing, before making the leap to the top class.
The fact that Malaysian racers, including Hafizh, have traditionally done well in wet weather is not lost upon Datuk Razlan, “We also need them to do well in dry races. Hafizh has done well (in mixed weather races) here at and this is what we want.”
Hafizh at SIC, courtesy of Pescao55
Datuk Razlan believes Hafizh will do better in 2018 as Petronas Sprinta Racing (read: SIC) will provide him a better bike and mechanics.
The target for Hafizh Syahrin is to finish in the overall top five in the Moto2 class next year. Syahrin is currently in 11th this season, with one race to go. He had finished 9th overall in 2016.
Difficulties saw Hafizh finishing last Sunday’s Shell Malaysia Moto2 race in sixth, after qualifying in tenth.
And have you heard that Petronas wants to give some lucky people a year’s worth of engine lubricants? You can be one of those lucky people too by taking part in a simple contest. For more information on the contest, you can visit www.mymesra.com.my/pengejarimpian
Honda has unveiled the PCX Electric and PCX Hybrid at the 45th Tokyo Motor Show 2017.
Both bikes are slated to be sold in Asia from 2018.
Honda is pushing hard to meet the datelines set by certain countries to go electric.
While we were on the edge of seats and cheering our hearts out for our favourite racers in the 2017 Shell Malaysia MotoGP, Honda has launched the new PCX Electric and PCX Hybrid scooters at the 45th Tokyo Motor Show.
Honda says that both bikes will go on sale beginning 2018 across Asia.
The Honda PCX Electric is a fully-electric scooter featuring a high-output motor developed by Honda. However, its most novel feature is the Honda Mobile Power Pack, which consists of two detachable lithium-ion battery packs. Can’t find a charging station? Remove the Power Pack and bring it to a plug point.
The Honda PCX Hybrid, conversely, uses Honda’s newly-developed and original hybrid system specifically for motorcycles. The compact hybrid system employs a high-output battery and the AC generator (ACG) similar to the starter-type Idling Stop System in the current petrol-powered Honda PCX 150.
Both PCX Electric and PCX Hybrid look similar to the petrol PCX, except for a few differences.
Honda is pushing hard to go electric to meet the datelines set by many countries to prohibit the production of internal combustion engines within the next decade or two, in the interest of reducing greenhouse gases which contribute to global warmin. Honda Motor President and CEO Takahiro Hachigo added that the PCX Electric is part of Honda’s goal to increase production of EVs to two-thirds of all vehicle production by 2030.
In Asia, India is leading the way to go electric, having proposed 2030 as the dateline, while China will complete their EV infrastructure by 2022. Malaysia, on the other hand, is still stalling.
Kawasaki have always thrilled the world with high performance motorcycles, whether old versus new.
They’ve created many of the world’s fastest production motorcycles throughout history.
They are now dominating with the Ninja H2 for the road, besides the H2R and Ninja ZX-10RR for the tracks.
Kawasaki has always been at the forefront of pushing the motorcycle performance aspect, from the days of the H1 all the way to the H2R and World Superbike.
Here, Bikes Republic lists the Kawasakis that have made headlines as “The World’s Fastest Production Motorcycles” – bike sthat were the catalysts of even faster and better ones in the successive years. These motorcycles were icons.
As such, we’ve left out other segments such as dirt bikes, standards, cruisers, tourers, otherwise the article will be 20 pages long. Maybe Parts 2, 3, and beyond to cover them, perhaps?
IN THE BEGINNING
Kawasaki started as a shipbuilder. Kawasaki Shõzõ opened the Tsukiji Shipyard in Tokyo in 1878, and going on to incorporating it as the Kawasaki Dockyard Co., Ltd. in 1896. They launched their first cargo-passenger ship a year later. Kawasaki Dockyard would also open a new dry dock in Kobe in 1902.
Kawasaki Shozo
Kawasaki opened Hyogo Works in 1906 to manufacture rolling stock – train locomotives, freight and passenger cars, and bridge girders. The division would later be renamed as Kawasaki Rolling Stock Manufacturing Co., Ltd. in 1928.
Also in 1906, the Kawasaki Dockyard completed two submarines for the Japanese Navy.
Advertisement of Kawasaki Dockyard
1918 saw the establishment of the Aircraft Department at Hyogo Works, and the first Kawasaki-made aircraft was operational in 1922. The aircraft department became Kawasaki Aircraft Co.,Ltd. in 1937.
Kawasaki started manufacturing more aircraft after WWII, some of them licensed by American aircraft manufacturers.
But more significantly for us motorcycle enthusiasts, engineers at the Kawasaki Aircraft Company designed their first motorcycle engine, called the KE-1 (Kawasaki Engine-1) in 1952. However, the motorcycles were sold under the Meguro name, as Kawasaki had bought over their ailing partner, Meguro Manufacturing.
Later models such as the B8 had Kawasaki Aircraft emblems on them. It was in 1963 when Kawasaki and Meguro merged to form Kawasaki Motorcycle Co., Ltd.
THE SIXTIES AND SEVENTIES
By 1966, Kawasaki had gained a foothold in the lucrative American market with the W1, but 1969 marked Kawasaki as a major power player with the launch of the H1 Mach III. The 500cc, 2-stroke Triple was the fastest in its class. It was also the first multi-cylinder street motorcycle to introduce the oft-used term – CDI – for capacitor discharge ignition, in favour over the traditional breaker point ignition. The H1 was well-known for its lightweight, power, and tendency to wheelie.
1969 H1 Mach III
But their archrival Honda released the CB750 Four in that same year, catching Kawasaki out as they were developing their own four-stroke inline-Four, prompting the latter to shelve the project.
So, in 1972, Kawasaki unveiled the H2 Mach IV, which would go on to become one of the fastest and baddest street bikes ever made, despite the manufacturer’s attempt to “soften” its aggressiveness. Featuring an entirely new 750cc, two-stroke inline-Triple, the bike blazed through the ¼-mile (400m) in 12 seconds and 160km/h in under 13 seconds.
1973 H2 Mach IV
Kawasaki’s legacy of building the world’s fastest bikes started with the 500cc H1 Mach III, and continued to the 750cc H2 Mach IV. The H2 was in the thick of the rise of the Japanese superbikes, which brought down Harley-Davidson and later the already-suffering British motorcycle industry.
But as the American market switched to buying the more expensive four-cylinder four-strokes, Kawasaki retaliated against the Honda CB750 with the legendary Z1 in 1972. The Z1 was the world’s fastest production motorcycle of its time. Developed secretly under the “New York Steak” codename, the Z1 was the world’s first air-cooled, inline-Four which incorporated double overhead camshafts (DOHC). The 900c engine produced 82 bhp and hit 210 km/h; going on to destroy all previous speed and lap records. Yvon Duhamel (father of Miguel Duhamel) set the fastest lap at Daytona on a Yoshimura tuned Z1 at 256.461 km/h (160.288 mph).
1972 Z1
The Z1 was unanimously praised by the press around the world and went on to be the “Motorcycle of the Year” four years in a row at Motorcycles News, through polls amongst their readers. Collectors today will still pay for a handsome price for a Z1.
The Z1 was further updated and became the Kz900 in 1976; however, in the same year (for 1977), Kawasaki rolled out another world beater: the mighty Kz1000.
1977 Kz1000
The Kz1000 or better known as the Z1000 (yup, the granddaddy of the current Z1000) was immediately dominant in motorsports in Australia, Europe, Britain and of course, America; and it was this very bike that gave rise to a number of future World 500cc GP champions – Freddie Spencer (in 1979, before he moved to Honda), Wayne Gardner (and his partner John Pace at the 1981 Suzuka 8-Hour Endurance), Eddie Lawson (AMA Champion in 1981 and 1982), Wayne Rainey (Lawson’s teammate in 1982 and AMA Champion in 1983).
1982 Kz1000R
This writer fondly remembers what Cycle World’s ex-Editor-in-Chief, David Edwards, wrote after witnessing Eddie Lawson’s first test on the factory prepared Z1000S1. Lawson said, “The handling could be improved a little more, but, man, the horsepower!”
Eddie Lawson on the Z1000
Oh yeah, remember that TV series called, “CHiPs”? Ponch and Jon rode the Kawasaki Kz1000.
Screen grab from CHiPs
THE EIGHTIES
You’d probably be wondering about the origins of the name Ninja, synonymous with Kawasaki motorcycles as is the signature lime-green paint.
It was 1984 and the world’s press were introduced to the GPz900R Ninja. Developed in secrecy over six years, the GPz900R further confirmed Kawasaki’s name as the manufacturer of the world’s fastest motorcycles.
1984 GPz900R
The GPz900R was the world’s first DOHC, 16-valve, liquid-cooled, inline-Four motorcycle. Producing a whopping 115 bhp, it propelled then bike to a 243 km/h top speed and a ¼-mile (400 m) time of 10.976 seconds and 10.55 seconds in the hands of a pro drag racer (so what if a modified Supra can hit 10 seconds. Pffft!).
The GPz900R was marketed as the Ninja for the very first time. It gained its highest recognition being known as “The Top Gun bike” when it was featured in the movie Top Gun.
The Top Gun bike
The bike was so good, sales hence production ran for 19 years all the way to 2003 Final Edition in Japan. It had even outlasted later models that were supposed to replace it. First, it was the GPz1000RX in 1986, then the ZZ-R10 (ZX-10) in 1988, and the ZZ-R1100 (ZX-11) in 1990.
We mentioned the ZZR1000 (ZX-10) and ZZR1100 (ZX-11) earlier. The ZZR1000 made its appearance in 1988. And again, it was the fastest production motorcycle of its time. Its 997cc, DOHC, 4-valve per cylinder, liquid-cooled engine made 135 bhp and hammered the bike to a 266 km/h top speed. It was also the first Kawasaki to employ an aluminium perimeter frame.
1988 ZZR1000 (ZX-10)
Kawasaki has always been active in motorsports, particularly in the World Superbike Championship (WSBK). In 1989, they introduced the ZXR-750 and ZXR-750R (ZX-7 and ZX-7R). WSBK rules had gone from 1000cc inline-Fours to 750cc at the time.
1989 ZXR-750RR
Scott “Mr. Daytona” Russell took the Muzzy Kawasaki prepared ZX-7RR to the 1993 WSBK title. The bike had also won 12 AMA Superbike Championships along the way, and the 1993 World Endurance Championship.
Scott Russel
From 1996, Kawasaki revised the name to Ninja ZX-7R and Ninja ZX-7RR, respectively in 1996. The most distinctive feature of the Ninja ZX-7R were the twin “intake” pipes that ran from the top part of the upper front fairing into the gas tank.
1993 ZXR-750RR
THE NINETIES
Then came the ZZR1100 (Ninja ZX-11) in 1990, and the top speed war has started. The ZZR1000 was the first motorcycle to employ the Ram-air intake, a term that’s familiar nowadays. The monster lump pushed out 145 bhp, letting the bike hit the 400m mark at 10.43 seconds and a top speed of 283 km/h. Yes, the ZZR1100 was the fastest production bike, although it was more of a sport-tourer in modern times.
1990 ZZR1100 (ZX-11)
Did we mention top speed war? Kawasaki and Honda had been locked in the “Fastest Production Motorcycle” arms war ever since the Honda CB750 and Kawasaki Z1 era. Honda hit back against the ZX-11 with the CBR1100XX Super Blackbird (287 km/h top speed). Then Suzuki wandered into the fray in 1999 with the GSX-1300R Hayabusa.
However, in 1999 the European regulatory bodies had struck with the threat of an import ban if motorcycle manufacturers did not limit the top speed of their road-going motorcycles to 299 km/h, no doubt after seeing the Hayabusa hitting 312 km/h. That meant no motorcycle goes faster than 299 km/h, even if they made 1,000,000 bhp (that’s an exaggeration, but you get the idea).
But it may be a blessing, depending on how you looked at it. The end of the top speed war contributed to rider safety, but it also opened the way for engine characteristics that are easier for street riding, namely acceleration throughout the RPM range, rather than concentrating all the power just at the top. Manufacturers went on to compare 400m times.
THE NEW MILLENNIUM
So, in 2002, ZZR1200 (Ninja ZX-12) broke covers. The engine developed 160 bhp and went to “only” 274 km/h, as Kawasaki were forced to limit its horsepower. Still, the ZX-12 covered 400m in just 10.12 seconds. It’s also widely regarded as the most powerful carbureted motorcycle. But that’s not all, Kawasaki had offered hard luggage for touring.
ZZR1200 (ZX-12R)
2003 saw a major rules overhaul in WSBK. Since MotoGP had gone 1000cc four-stroke the year before, organizers of WSBK decided to follow suit. Kawasaki excluded themselves from the 2003 season as they had no 1000cc sportbike. Kawasaki went ahead to replace the Ninja ZX-9R with the Ninja ZX-10R in 2004, and rejoined the championship in the same year.
The Ninja ZX-10R went through revisions every two years from between 2004 to 2007, before being updated every year to be competitive in WSBK, as the series is based on production motorcycles.
2004 ZX-10R
2006 saw the birth of the 190-bhp ZZR1400 (Ninja ZX-14). Top speed was limited to 299 km/h, but it blitzed the 400m run in 9.783, at 235.3 km/h.
2006 ZZR1400 (ZX-14)
But get this: the 2012 model, called Ninja ZX-14R, was uprated to 208 bhp. Cycle World’s testing produced the fastest time: 9.47 seconds at 244.5 km/h.
2012 ZX-14R
The ZZR1400’s engine was adopted for the 1400GTR (Concours 14 in the US) sport tourer in 2007, and it became one of the most popular big bore sport-tourers in the world and certainly in Malaysia. The engine was tuned for more torque at 157 bhp, besides lower fuel consumption.
20017 1400GTR
THE TWENTY-TENS
One important rider joined the Kawasaki team run by Paul Bird in 2010. He was Tom Sykes. The machine relatively uncompetitive on the track during that time, as Kawasaki had been devoid of riders of caliber since Scott Russell. Consequently, Sykes finished 14th that year.
Tom Sykes in Imola, 2010
Kawasaki totally revamped the ZX-10R for the 2011 season. This was the year of the Sport Kawasaki Traction Control (S-KTRC) system and the Showa Big Piston Fork (BPF), among an entire host of new technologies. But it was a troubled season of sorts, with Sykes retiring five times and not starting twice, to eventually finish 13th (although he collected more points than 2010).
Tom Sykes in Misano, 2011
Sykes made amends in 2012, on the 2012 ZX-10R which was identical to the previous year’s, and finished the season in second, before going on to win the 2013 WSBK title, exactly 20 years after Russell’s.
Tom Sykes in Donington Park, 2013
The win also signaled the start of Kawasaki’s dominance in WSBK.
In 2014, he won 8 from 24 rounds, but suffered the only retirement at Round 1 in Sepang. Sylvan Guintoli on the Aprilia had won only five, on the other hand. Sykes lost the championship by an agonizingly close 6 points.
2015 saw the signing of Jonathan Rea as Sykes’ teammate, who went on to win 14 rounds, finishing off the podium only twice with one retirement. That was Rea’s first title.
Jonathan Rea, 2015
Kawasaki put the ZX-10R through another major update. It now makes 210 bhp, and features the Bosch Inertial Measurement Unit (IMU). The S-KTRC is now the most sophisticated which has a launch control mode, quickshifter for both up- and downshifts, and optional KIBS smart cornering ABS. The forks have been replaced by the Showa Balance Free Fork (BFF) and front brake calipers are Brembo M50 Monoblocks.
However, even this great news was surpassed by one motorcycle: The Kawasaki Ninja H2R and later-H2.
2015 H2R
But why make a supercharged 326-bhp (with ram air) behemoth in an age where bikes are limited to 299 km/h? Well, Kawasaki said, “… to disrupt a sleeping market.” Its namesake was the 1972 H2 Mach IV, the fastest and baddest production motorcycle at the time.
H2R’s supercharger
No top speed or 400m times was published, but when James Hillier rode a H2 in the 2015 Isle of Man TT to 332 km/h on the Sulby Straight, it was the fastest ever top speed on the island. The speed was GPS-verified on Hillier’s GPS app.
James Hillier at Isle of Man TT, 2015
In 2016, five-time World SuperSport Champion, Kenan Sofuoglu took a stock H2R to 400 km/h in 26 seconds. Although not GPS or radar verified, the speed tallied with calculating the time (26 seconds) it took to cover 2,862m Osman Gazi Bridge in Turkey.
Kenan Sofuoglu during the 400 km/h run
The road-legal H2 was released soon after the H2R. The H2 shares the same supercharger as the H2R, albeit at a lower boost. Still, Cycle World recorded a 400m time of 9.62 second at 244.64 km/h.
The road legal H2
This is why the H2R and H2 wears the meritorious “River Symbol.” The symbol is only given to the most significant engineering marvels in Kawasaki’s world.
Kawasaki River Symbol
Meanwhile in WSBK, Rea followed up his feats in 2016, but he was pushed hard by his arch-nemesis, Chaz Davies on the Ducati. Sykes finished in second.
Jonathan Rea, 2016
The 2017 season is coming to a close on 2nd and 3rd November in Qatar. Except for two retirements due to crashed, Rea has won 14 rounds and never off the podium. He’s already been crowned as a Triple-WSBK Champion.
Jonathan Rea at Assen, 2017
Kawasaki also released a WSBK homologation model in 2017, called the Ninja ZX-10RR with modified cylinder head, DLC coated valvetrain, a strengthened crankcase, Marchesini seven-spoke rims, bi-directional quickshifter, and a single seat. This model will be a limited run of 500 units, and customers could order the race kit parts.
2017 ZX-10RR
CONCLUSION
So, there you go, the background to Kawasaki’s world dominating motorcycles. As we said earlier, a direct comparison between what’s old and new would be inaccurate, as motorcycle technology and engineering, and manufacturing technology, experience and materials have come a long way.
But what remains is Kawasaki’s spirit of pushing the engineering, performance and design envelopes. In this sense, there’s no difference between the old versus the new.
It has become a tradition for GIVI to be present at the Malaysian MotoGP.
They gave away plenty of great goodies to those who visited their pavilion.
Participants of the MotoGP convoy also received plenty of great stuff.
“It had become a tradition for GIVI to participate in MotoGP and organize this MotoGP convoy,” said Joseph Perucca, Overseas Operational Director of GIVI.
His words couldn’t be truer as GIVI has a large presence in MotoGP every year, from supporting the LCR Honda MotoGP Team and the factory Ducati Team, to the massive pavilion, and the convoy.
This year, GIVI Malaysia went about designing their pavilion with slight differences. But they weren’t insignificant, by and large.
Firstly, they’ve included as the backdrop. GIVI Malaysia’s tour bus is always on location during Cub Prix races and also special events.
Secondly, there are many more different motorcycles on display, all fitted to the gills with GIVI cases and accessories. They included the Honda RS150R, Kawasaki Versys-X 250, besides others.
Thirdly, the usual display case of GIVI’s cases, helmets and apparel were also present, but the helmets were the newer models.
But the most significant difference this year is the inclusion of the injection moulding machine, which they use to produces the ABS cases you and I have long used and loved. However, instead of producing large cases during MotoGP, the machine was configured to produce coin boxes, made from the same material as the cases and complete with GIVI’s red and silver logo.
The boxes were given away as complimentary gifts to those who have liked GIVI Malaysia’s Facebook page. The long queue snaked its way into the middle of the mall area.
The pavilion was also where MotoGP riders visited for autograph sessions. LCR Honda MotoGP Team’s rider, Cal Crutchlow and team boss, Lucio Cecchinello made their appearance on Saturday afternoon to sign postcards, posters, t-shirts, helmets and whatever GIVI paraphernalia fans presented to them. The fans had started queuing two hours prior to the autograph session, braving the scorching Saturday sun.
Participants for the MotoGP Convoy congregated from as early as 7am, at the KL Tower, on Sunday morning. GIVI has always tied in their MotoGP convoys to special promotions for certain top cases, and it was for the recently-launched B32 “Mule” top case this year.
The special guest this year was Anita Yusof, Malaysia’s own world traveller, in addition to Lucio Cecchinello.
Participants who registered for the convoy received many wonderful goodies, including the new RWB02 waterproof waist pouch, a cap, balaclava, a special edition 2017 GIVI MotoGP Convoy jersey, and a grandstand ticket; besides a voucher each for a bottle of Castrol engine oil and a can of Monster Energy drink. But that’s not all. Participants also received a parking sticker for the coveted PA1 motorcycle parking lot, which was situated directly opposite the main SIC entrance, saving both money and time.
The weekend’s event culminated with the MotoGP race, of course.
Don’t despair if you missed this year’s festivities set up by GIVI, just make sure you participate in 2018 for the full MotoGP experience.
The thrilling 15-minute session saw championship leader Marc Marquez crashing.
1st to 10th spots covered by less than one second.
Dani Pedrosa captures pole position ahead of tomorrow’s Shell Malaysian MotoGP 2017 after an edge-of-the-seat qualifying session.
Run under the sweltering hot sun, the riders put the hammer down to post some blistering times, which saw the coveted position switch hands multiple times before it was settled at the very last moment.
There was plenty of drama too, when championship leader Marc Marquez crashed at the last turn on his very first flying lap, apparently after hitting the turn way too fast. He had just saved himself from crashing during FP4. Marquez frantically restarted his bike to ride back to his pits for his spare bike. He came back in again just minutes from the end of the Q2 session for his first bike, but the best he could do was seventh on the grid.
While everyone was hooked up on Marquez’s crash, Johann Zarco snuck in pole position. Zarco had won the Moto2 race in Malaysia for the past two years.
Behind the Frenchman, Maverick Vinalez, Valentino Rossi, Dani Pedrosa, Jorge Lorenzo, and Andrea Dovizioso (who’s chasing his first world championship and 33 points behind Marquez), vied for the top spot.
Rossi was the first man to displace Zarco from the top to an immense cheer from the capacity crowd, only to be immediately outgunned by Dovizioso. But while the cameras focused on “Desmo” Dovi, Pedrosa posted his fastest time of 1’59.212.
Then Zarco improved on his time and relegated Dovizioso to third.
Positions 1st to 10th were covered by less than 1 second. But more telling was the third fastest time posted by Dovizioso in third, just 0.024 seconds from pole.
If there’s one thing about the Malaysian MotoGP, one could never know how it’s going to end, and if today’s qualifying session was an indication, we’re in for an amazing race tomorrow.
