Wahid Ooi, Author at BikesRepublic.com

Kawasaki 650 Series – Top 10 Reasons It’s The Favourite Middleweight

Kawasaki’s 650cc middleweight marks an 11-year evolution.
The new Ninja 650 ABS, Z650 ABS and Versys 650 are enjoying a massive success.
Fun, rider friendly, affordability and low maintenance costs make them popular.

Kawasaki’s 650cc middleweight range, which now consists of the Ninja 650 ABS and the Z650 ABS, has been produced since 2006.

The 650cc lineup went through a number of cosmetics and chassis-related changes between its debut in 2006 to 2011, with the engine untouched.

2012 saw some major revisions, including to the frame, running gear, and cosmetics.

When Kawasaki Motors (Malaysia) started to CKD the bikes ER-6f, ER-6n and Versys 650, it’s popularity exploded and those models were everywhere in Malaysia. They were the superbike for the masses.

But what made them such favourites then and favourites now? Here are the top 10 reasons.

10. CONTINUOUS DEVELEPMENT

Being in the market for 11 years means Kawasaki has collected much experience and data regarding the models. Consequently, the 650 range has evolved to be better and better with every new iteration. All three models now feature fuel injection with ECU-controlled Dual Throttle Valves, with the Ninja 650 and Z650 featuring ABS. The new models are also fitted with an all-new frame, suspension and 649cc, parallel-Twin engine.

9. COMFORT

No motorcycle is useful without good ergonomics. Kawasaki’s 650s are well-known for their comfortable ergonomics. Kawasaki’s designers have put in much effort in perfecting the “rider’s triangle,” the term for the relationship among the handlebar grips, seat and footpegs. The 650 range offers a relaxed riding position with a dash of sportiness thrown in. Which explains why thousands of owners have toured around Malaysia and into neighbouring Thailand on many occasions.

8. TORQUEY ENGINE

Why torque and not horsepower? To simplify, torque is the force you feel when the bike accelerates, while horsepower is the top speed at full throttle. So, unless you race at the track, an engine which spreads its torque throughout the RPM range is the practical choice. It means you only need to open the throttle to overtake, instead of having to shift gears all the time. Good torque also allows you to carry a passenger and large luggage loads.

7. RIDER FRIENDLY MOTORCYCLE

With great ergonomics and tractable engine power, learning to ride the Ninja 650 is ever so easy. And fun!

The low seat on the Ninja 650 ABS and Z650 ABS accommodate riders of any height, and all three models including the Versys 650 cosset you with an all-day comfort. The engine’s power characteristic is linear and doesn’t threaten to ride like a wild horse, which means you could cruise slow, or ride briskly or fly at high velocity whenever you wish.

The combination of ergonomics, predictable handling, smooth power contributes to a motorcycle that’s easy to learn for riders who are stepping up to bigger bikes. Besides that, being torquey doesn’t threaten the engine to stall on the clutch – a boon for riders who are new to the manual clutching.

Now you know why the ER-6n is the favourite motorcycle for B-license students at Malaysian driving schools.

6. IT’S FAST

70 bhp may not set the spec sheet on fire, but coupled that wide torque the Kawasaki 650s are famous for and you have a lively ride.

The 650 range is no slouch, consistently recording 3.5 seconds from 0 – 100 km/h and ¼-mile (400 metre) runs of 12.0 seconds flat. Even the taller Versys 650 hits 100 km/h in 3.8 seconds and charges through 400 metres at 12.5 seconds. So not only does Kawasaki’s 650 appeal to newbies but to returning riders and seasoned riders too.

5. PRACTICALITY

The Kawasaki 650 range are designed to be the jack-of-all-trades. You could commute daily, sling through corners up Genting Highlands on weekends, go touring with your buddies during the holidays, balik kampong with the wife to celebrate Raya and, haul all the lemang and rendang to please your mother-in-law. Just think it and do it.

From slapping on luggage to turn them into tourers, to those that were accessorized and modded for more racy performance, the range is supremely configurable to the fancies of each owner.

4. FUEL ECONOMY AND RANGE

Fuel is expensive these days, right?

Independent fuel economy database site www.fuelly.com publishes peer-tested results on different types of motorcycles, and currently lists 114 Kawasaki Ninja 650R owners who have logged a total of 894,400 km (559,000 miles) of fuel mileage data. The majority of owners logged between 19.6 km/l to 20.0 km/l, while there were a few who reported figures as high as 24.2 km/l. The lowest being 15.7 km/l.

That means, considering the lowest figure of 15.7 km/l, you’d only consume 1 litre of petrol when you commute to your office from Petaling Jaya to the Kuala Lumpur city centre – costing only RM 2.16 per trip (as of 6^th September 2017).

On another hand, if you consider the middle figure of 19.6 km/l when touring, a full 15-litre tank on the Ninja 650 and Z650 should only run dry in 294 km. That’s in the ballpark for this writer’s personal 2011 ER-6f. On the Versys 650, however, a full tank could ferry you through 411.6 km. Rawang R&R to the Gurun R&R (360 km) in one tank, anyone?

3. GOOD LOOKS

The design of the Kawasaki 650 range has definitely come far, hand-in-hand with the technological updates.

The fully-faired Ninja 650 ABS looks uncannily similar to the Kawasaki ZX-10R that’s currently dominating the World Superbike Championship. It gives the impression of a high-performance and dynamic motorcycle, one which exhilarates the rider and turns the heads of others at the same time.

The naked Z650 ABS’s revolutionary design is the result of the Japanese sugomi principle. Sugomi is described as, “…an intense aura given off by a person or object felt by the person looking at it.” The result is an organic-looking motorcycle, something that’s living and has character, instead of being sculpted by the wind-tunnel.

As for the Versys 650, its sharp profile and purposeful design portrays lightness and nimbleness, in tune with the bike’s true prowess. It stands apart from sport/adventure-tourers that look tall, heavy and unwieldly.

2. PARTS, ACCESSORIES WIDELY AVAILABLE

Being in the market for a long time and popular has great benefits for the owner.

While we always advocate performing maintenance at the Kawasaki Exclusive Service Centre at Glenmarie, Shah Alam and/or authorized workshops, plus using only genuine Kawasaki parts and accessories, motorcycle owners may have to seek help outside the official network during emergencies.

Since the Kawasaki 650 series has been in the market for a long time and very popular, there are plenty of places that may be able to assist in emergency situations.

Let’s just hypothetically say you’re in Danok, Thailand when you snapped the clutch cable (it’s unlikely). You could visit the nearest motorcycle shop, greet the mechanic sawadeekahp, install a compatible cable and then ride your Kawasaki 650 to the first Kawasaki dealer you see and have it replaced with the genuine item. Done.

1. RELIABILITY

Contrary to what some may have you believe, Kawasaki’s 650cc range consists of reliable motorcycles. The model line will not have continued on if it were the contrary.

As mentioned above, Kawasaki has evolved the 650 family to the current level of sophistication through 11 years. In spite of that, there’s no denying that the models remain relatively simple without undue complexity. That translates to ease of maintenance and also being less maintenance intensive, and ultimately affordable to own and enjoy.

There are dirt track racing teams in the US who utilize the 650cc engines, to great success.

As you can see, there are many attributes that makes the Kawasaki 650 range the favourite middleweight motorcycle the world over. There are also many other little qualities that we couldn’t find the space here for, but bear in mind that these little qualities contribute to motorcycles that are fun for everyone.

So do check one out and grab some seat time and you’ll be amazed.

Bimota Bids Final Arrivederci (Goodbye)?

Bimota has shut the doors at Rimini.
The signage has also been removed from the Rimini facitlity.
The BMW S 1000 RR-based BB3 project has officially stopped.

Bimota, the small Italian motorcycle maker of revolutionary motorcycles has shut it doors again, probably for good this time.

The company started in 1973, its name being the amalgam of the two last letters of the three owners’ last names: Valerio Bianchi, Giusepper Morri, Massimo Tamburini. Wait! Tamburini? The late-Tamburini who designed the Ducati 916 and MV Agusta F4?

Yes.

**The late-Tamburini with the MV Agusta F4 and Ducati 916**

It was at Bimota that Tamburini sought to perfect the motorcycle, by delivering technical and styling excellence through hard work, often times with his own hands. He had cut, bent and welded chrome-moly steel tubing for the advanced frames. The same designs would later be seen at Ducati.

A fall-out with Giuseppe Morri forced him to quit unceremoniously, leaving Bimota bereft of the technical and design genius the company was famous for. Valerio Bianchi had already left by then. But karma seemed to reign as Morri was himself forced out a few years later.

The brand is currently owned by Daniele Longoni and Marco Chiancianesi, Italians who are residing and operating from Switzerland. However, rumours surfaced in as early as January this year that Longoni was buying time to sell off all stock and what remains of the stillborn BB3 project. Based on the BMW S 1000 RR, it was to be Bimota’s superbike to reclaim their prestige.

While some say Bimota isn’t closing much to anything, since the factory near Rimini has been empty for a while, the signage has also been ominously removed. The only hope left for this unorthodox motorcycle manufacturer is investors. But let’s hope these future fund managers truly understand what the Bimota stands for, otherwise the brand is forever doomed as a failed genius.

FIM Asia Supermoto Championship 2017 – Cornish Wins Round 1

Lewis Cornish converted his pole position to win both Motos in Round 1 of the FIM Asia Supermoto 2017 Championship.
Returning 2015 Champ, Trakarn Thangthong finished 2nd overall.
Defending 2016 Champ, Muhd. “Gabit” Habibullah ended the day 4th overall.

NAKHON CHAI SI, THAILAND, 3 SEPTEMBER 2017 – Beautiful weather and a , wonderful circuit welcomed Round 1 of the FIM Asia Supermoto 2017 Championship. The competition saw 17 riders from 13 countries striving for national and personal pride.

The day began with Free Practice, and as expected, the top three spots were dominated by United Kingdom’s Lewis Cornish, returning 2015 Champion, Thailand’s Trakarn Thangthong, and defending 2016 Champion Malaysia’s Muhd. “Gabit” Habibullah, respectively.

MOTO 1

Moto 1 started with the sun shining directly above the riders.

Pole sitter Cornish grabbed the holeshot, but was followed tightly by all riders onto straight of the tarmac section, instead being diverted into the off-road section.

The tight hairpin turn immediately after the last table top remained as the biggest challenge, serving as an advantage to some riders and vice-versa for others.

With Cornish speeding ahead on an empty circuit, he opened up a two-second gap within a few laps to the pursuing Gabit and Thangthong. That left the latter two to battle between themselves, giving Cornish an even bigger cushion.

The top three remained the same, until five minutes before the end of Moto 1, when Gabit was overtaken by Thangthong. The Thai rider had planned his move at the right moment, giving Gabit no time to regain the second spot.

Lewis finsihed Moto 1 in 22:236.002, followed by Thangthong and Gabit in 22:42.962 and 23:14.056, respectively.

Dutchman Marcel Van Drunen, who had fought tooth and nail against Cornish in Qualifying and SuperChrono, was stuck in a fierce battle with another of Malaysia’s ace, Khairi Zakaria throughout the race to finish fourth, with the latter in fifth.

MOTO 2

Cornish stole the holeshot again at the start and never looked back to win his second Moto of the day, finishing the race comfortably five seconds ahead of Thangthong.

“It was a very technical track. Most of us were using slick tyres to race on the track. With the triple dirt section, it feels more like a motocross track instead. I made multiple mistakes in Moto 1 but reduced it in Moto 2. I believe Trakarn and Gabit made mistakes as well, which gave me an advantage to the race,” said Lewis.

“I was fortunate when Gabit hit on a hole at the third dirt section. That was when I passed him. He grew so much since we last faced off in 2015. I enjoyed riding with all the riders, and hopefully, I can perform better in Indonesia,” said Thangthong.

Seemingly making amends to his fourth place finish in Moto 1, Van Drunen fought with Gabit for the final podium spot. The two exchanged places multiple times with high-risk maneuvers in the tighter corners.

The contest ended just two laps from the end of the race, when Gabit ran off the track. It was a brave performance from the Malaysian, however, when the KTM Malaysia factory rider revealed later that he had lost his brakes.

**Whereas most riders would have called it quits, Gabit Habibullah soldiered on to finish the race**

“My front and rear brakes malfunctioned, and I lost control of my bike. This makes it even harder for me to maintain my pace, especially on this track. I tried my best to ensure the best possible result in this condition,” said Gabit.

Gabit landed the sixth spot in Moto 2, clocking a total time of 24:20.495.

**Van Drunen (#17) battling with Gabit (#1)**

Malaysia’s Khairi Zakaria attempted to close the gap to the Dutchman, but his efforts were forlorn when he made a mistake at the transition between the road and off-road section. Khairi landed fourth in Moto 2, finishing nearly two seconds behind Marcel with a total time of 23:50.924.

Japan’s Naoto Takayama performed well in Moto 2, and came home fifth .

“It was a perfect and successful race. We would like to congratulate the Asia Supersports Group, FMSCT, all the partners and all the riders. The opening round of the season was exciting, and everything was in order. The track is probably one of the most challenging tracks in the season’s history, but all safety aspects were taken into consideration,” said Stephan P. Carapiet, FIM Asia Safety Officer.

The 2017 FIM Asia SuperMoto Championship will commence in Jogjakarta, Indonesia on 7 and 8 October 2017.

For more information, visit www.supermotoasia.com or watch the race live for free in HD on www.twenty3.tv powered by E-Plus Global Sdn Bhd.

FIM Asia SuperMoto Championship is promoted by Asia Supersports Group, a consortium of three companies namely Bikenation Motorsports Sdn Bhd, Trade My Superbike and E-Plus Global Sdn Bhd; sanctioned by FIM Asia and FMSCT; and supported by Malaysia Major Events, a division of Malaysia Convention & Exhibition Bureau (an agency under the Ministry of Tourism and Culture Malaysia), Malay Mail, Kelab Blogger Ben Ashaari and TX Sports.

Moto 1 Race Result:

Pos	No.	Name	National	Laps	Best Time	Total Time
1	8	Lewis Cornish	GBR	18	1:11.606	22:36.002
2	5	Trakarn Thangthong	THA	18	1:12.526	22:42.962
3	1	Muhd Habibullah	MAS	18	1:13.472	23:14.056
4	17	Marcel Van Drunen	NED	18	1:15.169	23:31.190
5	32	Khairi Zakaria	MAS	18	1:14.316	23:33.763
6	162	Farhan Hendro	INA	18	1:17.095	23:55.446
7	300	Naoto Takayama	JPN	17	1:16.645	22:37.403
8	12	Kenneth San Andres	PHI	17	1:18.520	23:10.666
9	28	Natthapat SuksanWatthana	THA	17	1:15.368	23:34.965
10	97	Arten Teslenko	RUS	17	1:20.359	23:36.386
11	7	Pedro Wuner	INA	16	1:19.964	22:39.942
12	77	Hasroy Osman	SGP	16	1:18.960	22:40.996
13	720	Lin Chin Pei	TPE	16	1:18.960	22:40.996
14	40	Lee Wei	TPE	15	1:22.517	22:43.571
DNF	102	Tsang Wai Kei	HKG	13	1:30.587	23:46.389
DNF	27	Sun Tong	CHN	12	1:25.996	19:4.087
DNF	101	Takashi Sasaki	JPN	7	1:18.032	9:30.062

Moto 2 Race Result:

Pos	No.	Name	National	Laps	Best Time	Total Time
1	8	Lewis Cornish	GBR	18	1:12.459	23:00.233
2	5	Trakarn Thangthong	THA	18	1:14.494	23:27.317
3	17	Marcel Van Drunen	NED	18	1:15.223	23:48.316
4	32	Khairi Zakaria	MAS	18	1:16.522	23:50.924
5	300	Naoto Takayama	JPN	18	1:17.768	24:07.549
6	1	Muhd Habibullah	MAS	18	1:12.741	24:20.495
7	162	Farhan Hendro	INA	18	1:18.292	24:26.555
8	12	Kenneth San Andres	PHI	17	1:20.493	23:35.442
9	101	Takashi Sasaki	JPN	17	1:22.063	23:56.181
10	28	Natthapat Suksanwatthana	THA	17	1:18.431	24:03.932
11	7	Pedro Wuner	INA	16	1:22.101	23:01.271
12	77	Hasroy Osman	SGP	16	1:22.921	23:03.908
13	720	Lin Chin Pei	TPE	15	1:25.411	23:32.197
14	27	Sun Tong	CHN	15	1:29.510	24:09.029
DNF	102	Tsang Wai Kei	HKG	13	1:32.737	23:45.547
DNF	97	Artem Teslenko	RUS	11	1:21.761	24:31.701
DNF	40	Lee Wei	TPE	5	1:25.683	7:43.684

Overall Standing

Pos	No.	Name	National	M1	M2	Total Point
1	8	Lewis Cornish	GBR	25	25	50
2	5	Trakarn Thangthong	THA	22	22	44
3	17	Marcel Van Drunen	NED	18	20	38
4	1	Muhd Habibullah	MAS	20	15	35
5	32	Khairi Zakaria	MAS	16	18	34
6	300	Naoto Takayama	JPN	14	16	30
7	162	Farhan Hendro	INA	15	14	29
8	12	Kenneth San Andres	PHI	13	13	26
9	28	Natthapat Suksanwatthana	THA	12	11	23
10	7	Pedro Wuner	INA	10	10	20
11	77	Hasroy Osman	SGP	9	9	18
12	720	Lin Chin Pei	TPE	8	8	16
13	101	Takashi Sasaki	JPN	0	12	12
14	97	Artem Teslenko	RUS	11	0	11
15	27	Sun Tong	CHN	0	7	7
16	40	Lee Wei	TPE	7	0	7
17	102	Tsang Wai Kei	HKG	0	0	0

FIM Asia Supermoto 2017: Cornish Takes Pole

The FIM Asia Supermoto 2017 Championship is underway in Nakhon Chai Si, Thailand.
Briton Lewis Cornish grabs pole position.
2016 FIM Asia Supermoto Champion, Muhd. “Gabit” Habullah of Malaysia qualified second.

QUALIFYING
Fighting for one of the six entries to SuperChrono, the riders put on their best show for the 2017 FIM Asia SuperMoto Championship.

The scorching sun returned briefly before the start of qualifying to dry the off-road section, creating a relatively easier track for the riders.

Japan’s Takashi Sasaki (#101) kicked-off the round with a tremendous performance on the track, taking advantage of the empty circuit in his attempt to secure the top spot tomorrow’s race (3rd September).

Shortly after, top riders Lewis Cornish (#8), Trakarn Thangthong (#5), Muhd “Gabit” Habibullah (#1), Khairy Zakaria (#32), Marcel Van Drunen (#17), and Thai wildcard rider, Natthapat Suksan Watthana (#28) entered the track and to steal the show.

The battle between Lewis and Marcel spilled over from Free Practice. However, it was Lewis’ experience that showed as he blocked Marcel from leading the race. The block effectively put Marcel two seconds behind Lewis, which resulted in a battle with defending champion Gabit.

With Lewis securing a spot for SuperChrono, Marcel and Gabot battled out for the second and third spots.

While the track’s condition has improved, the hairpin turn immediately after a table top jump seemed to be the toughest challenge even for the top riders.

Gabit and the Thai fans’ favourite, Trakarn Thangthong almost slipped off the track in that turn, especially when they tried to go around backmarkers.

Natthapat Suksa Watthana shocked the spectators with a favourable performance, landing him the final entry to SuperChrono, after facing multiple complicated mechanical issues during free practice yesterday. With all eyes on the home riders, the host country is likely to see at least one rider claiming a spot on the podium tomorrow.

SUPERCHRONO
The Top Six riders qualifiers went on to SuperChrono in order to secure their definite starting grid spots for the race, among Lewis Cornish, Gabit Habibullah, Marcel Van Drunen, Trakarn Thangthong, Khairi Zakaria and Natthapat Suksan Watthana.

It was clear that Lewis overpowered the other riders and claimed the pole position, clocking the best time of 1:15.297. Gabit, on the other hand, tried to fight with speed but landed him second on the grid, with 1:16.632.

Malaysia’s Khairy Zakaria’s held back at all three off-road sections, landing him the fifth on the grid.

The Thai duos Trakarn Thangthong and Natthapat Suksan Watthana it easy without putting themselves at risk to secure the fourth and sixth positions, respectively.

Moto 1 will commence on Sunday, 3 September 2017, from 12:00PM (+7:00 GMT).

For more information, visit www.supermotoasia.com or watch the race live for f ree in HD on www.twenty3.tv powered by E-Plus Global Sdn Bhd.

QUALIFYING RESULTS:

Pos	No.	Name	National	Best Time
1	8	Lewis Cornish	GBR	1:15.677
2	17	Marcel Van Drunen	NED	1:17.305
3	1	Muhd Habibullah	MAS	1:17.540
4	5	Trakarn Thangthong	THA	1:17.757
5	32	Khairy Zakaria	MAS	1:19.313
6	28	Natthapat Suksan Watthana	THA	1:20.183
7	300	Naoto Takayama	JPN	1:20.436
8	101	Takashi Sasaki	JPN	1:20.917
9	12	Kenneth San Andres	PHI	1:21.539
10	162	Farhan Hendro	INA	1:21.982
11	97	Arten Teslenko	RUS	1:23.432
12	7	Pedro Wuner	INA	1:23.716
13	77	Hasroy Osman	SGP	1:26.791
14	720	Lin Chin Pei	TPE	1:26.981
15	27	Sun Tong	CHN	1:27.059
16	40	Lee Wei	TPE	1:32.497
17	102	Tsang Wai Kei	HKG	1:42.129

SUPERCHRONO RESULTS:

Pos	No	Name	National	Best Time
1	8	Lewis Cornish	GBR	1:15.297
2	1	Muhd Habibullah	MAS	1:16.632
3	17	Marcel Van Drunen	NED	1:16.737
4	5	Trakarn Thangthong	THA	1:17.047
5	32	Khairy Zakaria	MAS	1:19.229
6	28	Natthapat Suksan Watthana	THA	1:19.952

Triumph Street Triple 2018 Model Media Ride

Triumph Motorcycles Malaysia has launched the 2018 Triumph Street Triple family.
The three Street Triple models – RS, R, and S are intended for riders with specific needs.
The Street Triple is now powered by a new 765cc engine – the basis of the engine supplied to Moto2 teams beginning 2019.

I’ve often wondered if shopping at IKEA is stressful for others too.

It invariably starts off well; seeing charmingly designed sets of furniture is somehow calming. Even the smaller stuff are mightily tempting (and realistically affordable), hence I’ve never once returned without at least one item. I remembered buying scented candles when I was first married and now soft toys for my infant. Wink wink.

But it gets more complex when choosing something bigger.

We were looking for a wardrobe. I’ve picked one out and scribbled the model number in that little piece of paper. I walked away toward the kitchen section, feeling content that I’ve solved a problem. Right about then, the Mrs. saw her reflection in the mirror of another wardrobe and started to adjust her hair and clothing, “Oooh, this one is much better.”

What?! Contentment turned to contention, voices started to rise, neck veins started to taut. The President, CEO, CFO and Home Minister (positions held by The Wife) suddenly went quiet, so I decided it’s best to accept her choice. I don’t love hugging dust mites on the old couch.

I grudgingly scratched off my choice, and wrote down the one she chose, while mumbling to myself, “Fine, don’t complain later that the mirror makes you look like Tyrion Lannister.”

She turned away and smacked into a third wardrobe. “Wait, this one is the best! Thank goodness, there must be a reason I bumped into it,” she said. To me it looked uncannily like the outhouse destroyed by the bandits in P. Ramlee’s Ali Baba Bujang Lapok.

When Triumph released the Street Triple 675 in 2007, it hailed a new chapter in the history of the middleweight naked sportbike class.

Most manufacturers had preferred the safer route of producing motorcycles that were compromised in many ways, in order to lower the cost and ultimately, price. However, those concessions translated into goofy riding dynamics and more importantly, lack of two-wheeled entertainment. The Street Triple 675, on the other hand, stuck two fingers in the face of convention by exuding an unmistakably mischievous attitude. The middleweight streetfighter was born.

Although it’s true that its bigger 1050cc brother is the ultimate hooligan bike, the 674.8cc Street Triple offered the same kind of entertainment to a larger group among the masses. It was so good that Triumph didn’t even replace the engine from 2007 to 2016, freeing themselves to focus on chassis and electronic updates. In fact, the Street Triple 675’s engine was given a longer stroke and became the powerplant of another great Triumph – the Tiger 800.

Triumph has the clever habit of building motorcycles that are well-rounded in character despite the niches they fill, and the Street Triple 675 was no different. It was famous for its low-down and midrange torque, unparalleled handling, practicality and overall fun factor. All in one go.

But competitors have since caught up, at least in promoting bigger cubic capacity and power, if not handling.

So now, 10 years after the first Street Triple took to the streets, Triumph has released the 765cc Street Triple S, R and RS.

Due to the arrival of the R variant, Triumph Motorcycles Malaysia formally launched the new 2018 Street Triple family to the media on 30^th August 2017. Called the Triumph Street Triple Media Ride, Triumph Malaysia did the righteous thing of holding it at the Sepang International Circuit. Testing motorcycles in a controlled environment is the best way, which only the racetrack could offer.

The event started with a briefing by Rek (FB handle: Reksaksa Kuat) of Motoqoo. Motoqoo was the trackday organizer of the day. Rek presented slides on track safety and “etiquette.” He told us time and again to not cross the white line when exiting the pit lane.

Malaysia’s racing legend, Shahrol Yuzy, followed with his tips on riding fast and gearing around SIC. While we were ordered to have fun, there’s no overriding safety concerns. We shared the same space on the track with almost a hundred other riders as it was open trackday, so Shahrol told us to be careful around these “Rossis,” “Marquezs,” “Reas,” et al. “Lorenzos” was never mentioned, though.

Lastly, Chief Operations Officer of Triumph Motorcycles Malaysia, Dato’ Razak Al-Malique Hussein presented his speech and welcomed us to the launch of the 2018 Triumph Speed Triple’s family.

We headed down to the paddock, to see Street Triples parked on either side. My pulse rate shot up, I could feel the throbbing in my… er… temples as a certain “high” took over.

First up, the new Street Triple is powered by a new 765cc inline-Triple and offers three different states of tune: 111 bhp for the S, 116 bhp for the R, and 121 bhp for the RS. The power spread may seem negligible on paper, but all three models offer different features and components, hence character, respectively.

The range-topping RS is equipped with Showa BPF forks and Ohlins STX40 shock, radially mounted Brembo M50 monobloc front brake calipers, Brembo rear caliper, speedshifter, and a multifunction 5-inch TFT full-colour display, which includes a lap timer. Additionally, the RS has 5 ride modes, including TRACK.

The middle-rung R variant uses Showa fully adjustable forks and a Showa RSU shock, Brembo 4.32 monobloc front calipers, no speedshifter, the TFT display sans lap timer, and 4 ride modes without the track mode.

The entry S model uses standard Showa forks, preload-adjustable only Showa RSU shock, Nissin 2-piston front brake calipers, and an updated instrument cluster based on the previous Street Triple. However, there are only two ride modes, ROAD and RAIN.

There were five units of the RS and S each, plus one R Low for a total of eleven bikes for eleven hacks. Were given two 30-minute(!) sessions to have the biggest fun of our lives.

An Asian Talent Cup rider (the headiness caused me to forget his name) will lead us out for two initial laps, with all bikes set to RAIN mode. We will then pit and Triumph’s technical crew will switch it to TRACK on the RS, SPORT on the R, and ROAD on the S.

TRIUMPH STREET TRIPLE RS
Sep and I were assigned to the RS (yippee!), and we pulled out onto to pit road. We were stopped by the marshals at the end of the pit road to wait for large groups of riders to pass before we were allowed on track. So we sat there sweltering in our suits for about 5 minutes.

We were soon on our way, and headed into Turn One at a steady speed to scrub the oily new Pirellis. But as I left Turn Two, four open-class sportbikes blasted past me on the inside into Turn Three. I decided to give them a careful chase and twacked the throttle open. The RS responded instantly and increased speed quickly past Turn Three.

We ran right into a large pack of riders braking hard for Turn Four. I decided to back it off on new, cold tyres but the RS dropped onto its side as soon as I aimed for the apex. I gave it as much throttle as I dared. Here, from a state of fully off, the throttle came back on smoothly, but more importantly, there was no delay unlike other Ride-by-Wire throttle systems found on other bikes despite the RAIN setting. It was as if you were turning the throttle bodies’ butterflies directly with your hand.

Heading into Turn Five, again, the RS just peels over into a lean at the mere tap of the handlebar. Picking the bike up after the apex, I switched to my right side into Turn Six without backing out and just kept rolling on the throttle. I suddenly realized something about the Street Triple RS.

The Street Triple RS weighs 166kg, dry. Coupled to a “quick” steering geometry, top-notch suspension, and superb frame, it’s a bike that you could flick around like a butterfly knife. Heck, it felt like riding the KTM 390 Duke (with three times more power), despite the RS weighing 29kgs more.

Conventional thought holds that if a short-wheelbase and lightweight motorcycle is super agile as the RS is, it shouldn’t be stable in long, high-speed corners especially when you’re hard on the gas, what more on slippery new tyres. That usually calls for a steering damper to calm things down.

The RS on the other hand, just flew in, through and out absolutely stable without shaking its head like a junkie on E, even without a steering damper. The combination of the Showa BPF forks, Ohlins rear shock and acutely-tune frame sure plays a big part here.

You may argue that the RAIN setting’s traction control must’ve kept chassis dynamics in check hence the stability, but I’d swear on all the “gods” and “deities” if I wasn’t a Muslim that it wasn’t due to the particular ride mode, because other faster journos reported the same observation when they rode in TRACK mode in the later session.

The Street RS hit close to 200 km/h down the back straight, only because there were so many other bikes around and I had to be extra careful. That’s still fast, especially in RAIN mode.

Now for the famous Turn Fifteen. There were like 8 riders up front and over the place. I braked hard at the 200m board to avoid torpedoing them, and found that I’ve braked way too early. Those M50.2 Brembo calipers had amazing braking power, coupled with a great feel at the lever.

Then suddenly, red lights and red flags flew up like a monthly thing all over the trackside as I rounded the corner.

Oh no! Someone had crashed. I’ll honestly say that I was irritated rather than thinking about the rider. We had only completed one out-lap and another to tour around. Let’s be honest, if you’ve watched the movie, The Beach, you might understand how selfish we could be when there’s great fun to be had.

And riding the Triumph Street Triple RS was more super fun than partying on a remote island in Thailand!

TRIUMPH STREET TRIPLE S
The first session was stopped longer than expected as the marshals assisted the downed rider and recover this bike. He was okay, although his bike was trash. Triumph Malaysia’s plan of switching the bikes to more exciting riding modes was suddenly in limbo.

Soon, it was announced that the remainder of the first session has been abandoned and we will all switch bikes for the next outing. Can’t blame Triumph for the decision, things like this happen all the time during open trackdays.

Sep and I were now assigned to a Street Triple S.

First of all, let me be clear that this isn’t a model comparison, but I still need to highlight the differences in the different models.

The first thing I noticed about the S variant was its slightly lower seat height compared to the RS. Being the entry level Street Triple, the model was simpler, without the “luxuries” of the R and RS, such as the stitched seat, fully adjustable suspension, TFT display and Brembo brakes.

But no matter, it’s still very much the new Street Triple as soon as we passed Turn Three on the out-lap. Still taking it easy, the Street Triple S had plenty of grunt off the corners.

The suspension was setup for all-round riding comfort and was therefore supple. It didn’t bottom out but the rear got quite heavily loaded in high-speed turns and grounded the footpegs early. We rode all the Street Triples in standard settings, and I’m sure increasing two turns of preload will be enough to get more ride height for spirited riding.

However, the suspension’s damping rates were well set up, make no mistake, giving the bike a light footing through the ultra-sharp Turns 2 and 9. Getting the bike turned was easy – you’d think you were riding a 250cc machine. It was through the long sweepers that the rear suspension got loaded, yet the bike continued to track on your chosen line.

Blasting down the back and front straights, the S had enough steam to get up to 200+ km/h (I didn’t stare at the speedo all the time) although it did run out of breath a little earlier than the RS.

I was soon on the tail of a ZX-6R. Comparing the sub-111-bhp Street Triple S with a 160-bhp sportbike isn’t fair, but then I managed to get inside him on a few occasions, only to be out-dragged a few metres into SIC’s long straights after the corner exits.

The Street Triple S may be meant for street riding, but in capable hands, it will outmaneuver sloppily ridden sportbikes, especially at Ulu Yam, up Genting Highlands and Bukit Tinggi.

The Nissin brakes certainly looked simple (every other brake caliper looks simple next to a Brembo monobloc!), but a tug on the lever scrubbed off speed quickly, especially into Turns Nine and Fifteen. Besides, since the S doesn’t feature a slipper clutch, the engine’s back torque assisted in getting the bike slowed.

It only took three laps to settle into a rhythm. From then on it was just the case of letting faster bikes through and swerving past those I could overtake. It’s just another Sunday ride.

But, oh how time flies. The red lights flashed on and red flags came out to end the fun. The first thing I thought was, “Another crash? Or where did the 30 minutes go?” I got off the bike in the pits and I could still go on riding for the entire day, I kid you not.

I’ll stick my neck out and promise you that the Triumph Street Triple won’t tire you out.

CONCLUSION

The 2018 Street Triple lineup has certainly moved goalposts in the middleweight market so wide, the goalmouth needs five goalkeepers.

The Street Triple RS is a performance machine able to deliver the speed, type of handling and excitement for speed-minded riders, including track junkies.

The Street Triple R, although we didn’t ride it, is slightly “softer” than the RS, but still has the DNA of the family in terms of fun. How I see it is that the R is for riders who like to ride fast on the roads and very occasionally or never on the track.

And lastly, the Street Triple S. Don’t slag if off because it’s basic. To repeat, it’s meant for the public roads with the combination of speed, handling, practicality, fun, and pretty much of what you’re up to. The softer suspension and slightly lower power will hardly be noticeable to the majority of street riders.

So, if these three bikes were compared to the case of the IKEA wardrobes, how would it pan out? Truth is, I couldn’t decide on which Street Triple, all three go beyond their intended goals and deliver something other bikes just couldn’t. Just like how the Mrs. couldn’t decide on which cabinet.

It finally dawned on me: I’d get the RS for myself, the S for the Mrs., and the R for my kid when he grows up! And what if the Mrs. sends me to the couch for deciding without consent? I’ll just head to IKEA for a new one.

Valentino Rossi’s 2017 Title Fight in Doubt

Valentino Rossi’s 2017 MotoGP title chase is in doubt, when the 9-time world champion suffered fractures to his fibula and tibula in his right leg, following an enduro training crash.

Rossi underwent surgery overnight, where surgeons inserted a meal pin to fixate the fractures. Yamaha could not ascertain when he will return to the track but Rossi says that he’ll try his best to do so.

“The surgery went well,” Rossi said. “This morning, when I woke up, I felt already good. I would like to thank the staff of the Ospedali Riuniti in Ancona, and in particular Doctor Pascarella who operated on me.

“I’m very sorry for the incident. Now I want to be back on my bike as soon as possible. I will do my best to make it happen!”

Valentino Rossi had finished third at the just-concluded Octo British Grand Prix on 17th August 2017, and currently lies fourth in the championship standings with 157 points, 26 points behind the leader, Andrea Dovizioso of Team Ducati MotoGP who has accumulated 183 points.

FROM YAMAHA MOVISTAR MOTOGP UPDATE – 1st September 2017

“Last night Movistar Yamaha MotoGP‘s Valentino Rossi had a successful operation on the displaced fractures of the tibia and fibula of his right leg.

“The MotoGP-star was hospitalised after an enduro accident yesterday evening.

“Following a medical examination at the ’Ospedale Civile di Urbino’, where he was initially diagnosed, the Italian was transported to the ‘Azienda Ospedaliero-Universitaria Ospedali Riuniti’ in Ancona.

“Upon arrival, he received surgery between 2am – 3am by Dr. Raffaele Pascarella, Director of the Orthopedics and Traumatology Division. During the surgery the fractures were fixated using a metal pin – a locked intramedullary nail – without any complications.

“Further medical updates will follow in due course.

“Yamaha would like to thank the entire staff of the ‘Ospedale Civile di Urbino’ and ‘Ospedali Riuniti di Ancona’ for their dedication and professional care.”

Motoring Art Festival Celebrates Creative Entrepreneurship

Second stop for the MotoNation Motoring Art Festival.
Featured every form of automotive art.
Roadshow builds up to the finale in December 2017.

MotoNation’s Motoring Art Festival made its second roadshow stop at the National Art Gallery in Kuala Lumpur on the 26^th August 2017, after visiting Kota Bharu, Kelantan on 5^th August 2017.

Greeting us at the foyer, in front of the entrance to the gallery was the 1Malaysia Chopper, which was built by the famed Orange County Cycles (OCC) builder, stars of the TV series, American Chopper. Seeing it live outside the confines of the hall at MaTIC (Malaysian Tourism Centre) and in two-dimensional pictures was an entirely different experience.

The bike is fully raked out, with a large-diameter steel tube frame connecting everything.

There are details of Visit Malaysia scattered around it, including a miniature of the Petronas Twin Towers mounted to the lower front frame spars.

The festival seeks to unite petrolheads of every disposition under the banner of automotive creativity. There were customized motorcycles, as one could expect, but the manner of displays made the event ever more impressive.

“There are currently motor shows, auto festivals, auto salons, but these are all individual motoring cultures,” said En. Faisal bin Mohamad Ali, the Executive Director of MotoNation. “What MotoNation is trying to do is to put all these cultures together under one roof.” Similarly, there are well-known players to a small community only, and MotoNation wishes to expose them to a larger segment.

“Different states in Malaysia have different motoring cultures. For example, we found out in Kota Bharu that while there aren’t many high-end cars, they made their vehicles beautiful and dropped in great sound systems. But you won’t get to see these cars in Kuala Lumpur.”

“These enthusiasts have their own clubs and keep it within themselves. So we want to get all the different enthusiast into the main event in December.”

The motorcycles were exhibited in the mail gallery. The large capacity motorcycles occupied the floor area, while the smaller and lighter Street Cubs were placed along the central spiral walkway, which circled the main atrium. The first impression we had was the striking similarity to the Art of the Motorcycle Exhibition in the Solomon R. Guggenheim Museum, New York City, held in 1998.

The big bikes were generally cruisers from Harley-Davidson, Yamaha and an Indian.

A Harley Fat Bob looked fairly stock but the see-through plexiglass wheel hubs gave the impression that the tyres were floating in midair.

Hungryghost Custom Inc.’s Boss, Ahmad Junaidi Abdul Aziz got his hands on a customer-owned Indian Scout and did some impressive work on it.

Junaidi replaced the rear tyre with a 240mm-section rubber, which fitted nicely into the space between the Scout’s swingarm spars. Junaidi pointed out, “That’s the maximum width. You couldn’t fit a pen in the space between the tyre and swingarm.”

A pair of Tommy Gun exhaust pipes swept all the way to rear, and the bike was sprayed with a handsome navy blue paint.

The finishing touch was Junaidi’s trademark ornament – ornately carved metal pieces wrapped around the fork stanchions, between the triple clamps.

A chopped Virago sat a few metres away. It didn’t look like much, initially, until you noticed that a vertical steel bar replaces the foot-operated gear lever. The clutch lever was moved to top of that bar.

There was also a handsome Harley Shovelhead which mimicked the FL of yore.

An extensively custom-painted and pinstriped Evo sat not far away, with the word Bugis proudly emblazoned on the top of the fuel tank.

A chopped and bobbed Evo Softail with Red Garage stickers sat facing the entrance – all stripped down to the bare essentials and nothing more.

Next to the big bikes was a section dedicated to the display of sculptures formed from recycled motorcycle parts, including headlamps, carburetors, sparkplugs, wire wheel spokes, etc.

The Street Cubs came in all sorts of shapes, sizes and creative themes, developed from the Honda Cub, Honda CG125 and MZ Mosquito scooter.

Those based on Honda Cubs were generally fitted with oversized tyres, but retained their unmistakable shapes. A standout the was given the Ironman treatment throughout, complete with an Ironman mask up front.

But the most special has to be a stretched Honda Super Cub, which the owner called the “Super Sub Limousine.” It could carry three adults or six children at one go.

The CG125s were stripped bare then custom finished.

The Mosquitoes on the other hand were stripped of their bodywork, then given even fatter tyres.

In the auditorium meanwhile, the SUPERB TERAJU Walk-In Bizpitch (also known as Jelajah Usahawan – “Entrepreneurs’ Tour”) carried on throughout the day as Bumiputera entrepreneurs pitched their business plans and proposals to the panel of judges. A total of RM3 million will be awarded among six finalists with the best business models in the automotive industry. The finalists will be announced at the finale in December.

Outside, the massive MotoNation “Transformer Truck” (not Optimus Prime, sadly) was converted to perform as the Main Stage for live performances. Indie bands played throughout the day and OAG made their appearance in the late evening.

A quartet of outrigger-forked custom motorcycles caught the attention of the visitors. They looked like those built by Eastern Bobber.

MotoNation also installed four large pieces of plywood to act as blank canvases for graffiti artists. Better to express their talents in a proper setting rather than being viewed as public eyesore, right?

Down the rows of booths, MotoNation organized fun activities for the entire family, such as an inflatable playground, a place for soap bubbles and fun quizzes.

Corporate booths included Petron who displayed their new range of lubricants;

RWB who specializes in widebody kits for air-cooled Porsche 911 models;

and Treeletrik T-90 electric scooters.

There was also an auto salon for owners to show off the results of their creativity.

F&B services included a whole street full of food trucks.

The MotoNation Roadshow will visit Johor Bharu next on the 16^th and 17^th November, and will finally be held at the Putrajaya International Convention Centre (PICC) from 1^st to 3^rd December 2017.

Yamaha and GT-Max Launch First Yamaha Star Centre

HLYM and GT-Max Motors convert their shop to the first Yamaha Star Centre.
Besides being a 3S (Sales, Service, Spare Parts) Centre, it also offers customers a greater experience.
HLYM will have more Yamaha Star Centres throughout the country.

Hong Leong Yamaha Motor Sdn. Bhd. (HLYM) has collaborated with Taman Muda, Shah Alam’s premier motorcycle centre, GT-Max Motors (M) Sdn. Bhd. to transform the long-standing Yamaha Star Shop to their first Yamaha Star Centre. The Yamaha Star Centre was launched on Sunday, 27^th August 2017.

The Yamaha Star Centre offers a unique lifestyle showroom concept experience to Yamaha’s customers. The centre also incorporate the Yamaha Star Management System to enhance the level of aftersales service. The Yamaha Star Centre is an exclusive 3S (Sales, Service and Spare Parts) showroom, hence only genuine Yamaha parts will be used.

It is also noteworthy that HLYM’s Technical Department has issued a fuel injector testing machine to GT-Max’s workshop, and will follow through with other authorized dealers in short order.

HLYM is planning to increase the number of Yamaha Star Centres in stages throughout Malaysia to offer the same great experience to customers.

Another important point, GT-Max Motors (M) Sdn. Bhd.’s riders were the champion and runner-up of the inaugural Yamaha NVX Challenge race, held during the Jasin, Melaka Cub Prix round on 6^th August 2017.

The launch event atmosphere was that of a carnival, attended by hundreds of people. GT-Max offered special one-day prices as a reward. There was also a lucky draw, consisting of prizes ranging from GT Max goodie bags, Samsung cellphones, to electrical items, to GIVI and X-Dot helmets, and the Grand Prize of a Yamaha Solariz 125 scooter.

The public were given the opportunity to test ride HLYM’s latest star scooter, the NVX 155. Customers’ motorcycles were also treated to a bike wash. An inflatable playground was set up for the attendees’ children.

Lending support to the event were GIVI Malaysia who drove up in their GIVI Bus; Dainese Malaysia who displayed their latest riding gear; Motorparts Asia who showed off their KYT helmets, Shoei helmets, X-Dot helmets, and a few other distributors of high-quality goods.

Gracing the event were various Yamaha motorcycle clubs.

Top 10 Annoying Things Only Motorcyclists Understand

We’ll be overstating the obvious of something we bikers already know; that riding a motorcycle brings unique experiences such as freedom, immersion, yada, yada, yada. Consequently, motorcycling offers unique frustrations that only we as bikers could only understand. Here are the ten most annoying things we encounter, apart from other drivers.

1. TERROR-PHONE
Nine hours have gone by in the office and you’ve only received two phone calls, one from he who sits above the glass ceiling and the other from the Mrs. to remind you to pick up the Mini-Godzilla’s diapers. Apart from that, you’ve ignored your buddies who kept posting pictures of women who are allergic to clothing throughout the day. Otherwise, the phone had been quiet.

You punch out and head down to your bike. Placing the phone on the seat, you go through your gearing up routine. The screen stays black. So you stuff it into your jacket’s inner pocket and pull on the gloves.

You start up the bike and leave the parking lot.

Now the phone start looping your Barbie Girl ringtone and vibrating incessantly like an engine out of Milwaukee. It about annoys you to madness, so you blast all the way home, only to be yelled at by your wife for forgetting the diapers.

2. THE ROUTINE
Our gearing up routine is like in the military: First the jacket and stash away the phone, insert the earplugs, wear the helmet, the gloves, and finally the backpack. At this point a lady colleague remarks, “And men say we ladies take a long time to get ready.”

You get on the bike, ready to get the heck out of dodge. You reach for ignition and … yikes! Where’s the key?

Digging around with gloves isn’t easy for off they come. You go through your jacket and pants but it’s not there, so you take off your helmet and dig into the backpack like airport security, only to find it in the waist pouch.

3. CHEEKY WEATHER, PART 1
Rain. Torrential rain.

You rush for a sheltered spot underneath the bridge, to find other bikes three deep, so you had to stop where water cascades down from the bridge above like a waterfall.

You snatch the GIVI Prime rainsuit and throw your backpack into the GIVI topbox, then sprint over to the barrier and vault over like a high jump.

You remove your shoes and pull on the waterproof pants. Next, you slip your shoes into the waterproof covers, followed by the rainsuit’s jacket. Every move is calculated because the failure to secure just one zipper or flap properly will have water seeping through.

You’re gasping for breath and sweating at his point but you feel gratified as you know you’ll be dry. Dry? Oh yes, the rain stops at this point.

Your driving colleagues are already halfway home.

4. CHEEKY WEATHER, PART 2
You decide to leave the rainsuit on, in case it starts raining again down the road. But the sun has come out in full blast and other road users stare at this parachutist who had missed his drop zone and landed on a motorcycle. Yeah, laugh it up while you’re being steamed alive in your own sweat.

The rain did come again a few minutes later. However, although the rainsuit keeps the rain out, you’re already wet from perspiration underneath.

Your bike is low on fuel now so you pull into a petrol station. You get off and head over to the payment window, only to find that your wallet is in your pants pocket, buried deep down in the waterproof pants, and covered by layers of the rain jacket and riding jacket. Now you have to do an impression of the Chippendales, as you strip off the layers.

The sun comes again after you’ve filled up, so you store the rainsuit.

5. TRICKLE TROUBLE
You’re now on the way.

The rain splashes down again without warning and since you’re already annoyed from being played out by the weather, you decide to ride all the way without stopping again.

Soon, you start feeling a dampness in your crotch and crack of your bum as the rain starts to trickle down the tank and seat and pool there.

You finally reach your destination. People stare at you when you walk by, thinking maybe you should wear diapers.

6. STRAP ON
It’s the weekend and it’s time to ride.

The call comes for everyone to get ready. You put on your gear calmly and methodically to avoid mistakes. But the guys were already blasting out onto the highway before you could even get your left glove on!

Oh, forget it! You throw everything together faster than a fireman and give chase. Two hundred metres down the road, something slaps against the side of your helmet and your neck. You’ve forgotten to secure the chin strap.

Your buddies appear to be chasing the podium in the sky and since you don’t want to lose touch with them, you stuff the wayward strap up between your face and cheekpad.

7. PLUG THAT HOLE
Soon, you start to feel something wriggling out of left ear. It’s the earplug, and you must’ve loosen it when you shoved the chinstrap up the cheekpad.

And suddenly it pops all the way out but is stuck between the earlobe and inner lining of the helmet. The windblast and Ride Like The Wind join forces to form an aural assault on your left ear, while the right side stays quiet.

You try to push the irritation out of the way but you guys still have 100 kilometres to go, so you pull over. You remove your gloves and the helmet, then stuff the loose annoying earplug back in until your thumb almost got in there too.

On goes back the helmet and glove, and you continue chasing your buddies.

Now the left side is quieter than the right.

8. THE ITCH
This time, you ignore the acoustic imbalance as you ride as fast as you can to catch up to those in front. Suddenly the top of your head starts to get prickly before developing into a full-on itch. There’s something crawling in your hair and it must be an ant. You grab the helmet’s chinbar and wriggle the helmet around but it was futile.

And now your phone starts to ring non-stop. Must be your worried buddies trying to reach you.

9. DIVE BOMBERS
You catch up to your buddies at your favorite port. Spotting a nice shade under a large tree, you head over to park your gleaming bike. Satisfied that your pride and joy is parked in a cool spot, you head inside to your friends teasing you. You get a new “callsign” as Leo, as in Leonardo the Turtle. You take it all in like a man and stuff your face with lemang.

Breakfast done, you head back to your bike while zipping up your jacket along the way. The bike covered under a thick layer of white and green bird droppings, front to back.

10. HATE THEIR GUTS
The group is heading home, riding serenely along a kampung road. The sun is low on the horizon, the air is cool, and pretty anak daras smile as you pass. You forget about your fertilizer liveried bike. Aaah, what calm.

SPLOTCH!

A huge bug has gone the way of the Samurai against your faceshield, leaving a splat of yellow and green fluid. Before you could stop your left hand, it swipes over the gunk in a reflex action, smearing the bug’s guts all over your faceshield.

Great. Now you can’t see anything ahead.

TESTED: Honda NSS300 – “Luxo Scoot”

The Honda NSS300 is placed as a premium scooter.
Its best features are agility, storage space and fuel economy.
Practical for commuting and long-distance riding.

Boon Siew Honda (BSH) Malaysia had called upon the local motorcycling media to attend an iftar (breaking fast) event at the Sepang International Circuit (SIC).

The program sheet stated, “Test ride of BSH’s latest big bikes on track.” Whoa! Who could ever resist such an invite, regardless of the fasting month.

So we made our way to the circuit, listened intently to the briefing, and went down to the pits to find a gaggle of gleaming Hondas parked on the pit lane. There were the CBR650F, CB650F, CBR500R, CB500F, CB500F, CBR250R, CRF250L, Rebel 500, and three large scooters.

Err… wait a minute. Scooters on the fabled SIC track? Here where GP greats race on? Surely there’s a mix up.

Anyway, I kept my mouth shut and we switched bikes at every session of 3 laps. And I was finally on the white coloured scooter. It said “NSS300” on the flanks. I climbed on, in complete RS Taichi leather racesuit and stared at the car-like instrument cluster.

BSH’s personnel signaled us to go and out I went of the pit lane and onto the circuit.

Down into Turn One and Two, it dawned on me of how agile the NSS300 was, despite its long, long wheelbase and wide body. But it was when I flew threw Turn Three, then swept down the hill from Turn Four to Five and through Six, which curved all the way to the front straight that I realized that this was a scooter unlike any other.

Small-wheeled scooters have a tendency wobble in long sweeping corners, but the NSS300 was stable on its sides, so much so there were journos who were throwing off sparks from the centrestand and grounding the fairing.

The engine responded immediately to the throttle and was so smooth that it was almost electric-like, belying the fact that it has one-cylinder. Speed climbed effortlessly as we blasted, er… swooshed down the front straight.

Everyone regrouped at the paddock afterwards for breaking fast. We compared notes and while all bikes were good, it was the NSS300 that had surprised everyone.

I made a mental note that we needed to test this bike on the road someday. Will it do well on out in the real world too?

Well, who says prayers are never granted? BSH had arranged an NSS300 for us and I jumped on the opportunity like an unconditional donation.

Known as the Forza in certain countries, the Honda NSS300 is offered as a luxury scooter. On first viewing, it looks like a PCX150, but make that a supersized PCX.

While the PCX is a compact runabout, the NSS fills the roles from being an everyday commuter to a long-distance automatic tourer. As such, the bigger NSS offers plenty – make that a lot – of storage space. There’s a cavernous 62-liters of space under the seat alone.

I could stuff two jet type helmets under the seat with two sets of rainsuits; or one helmet, a backpack, a small camera bag and two sets of rainsuits. Talk about practicality. Add on a GIVI M43 Mulebox ADV top box and you’ll have crossborder tourer.

There are two more “glove boxes” embedded in the large fairing up front. The right compartment is not lockable and smaller, enough for a wallet or pack of ciggies. The left compartment, on the other hand, has to be released via a button. It’s so deep I could reach in all the way with my forearm right up to the elbow! A scary movie might have that arm pulled by a monster inside… Anyhow, I stored a bottle of 100 Plus, plus my phone and a pair of gloves in there. There’s also a cigarette lighter-type 12V socket in there for you to charge your phone or other devices.

The large instrument cluster looks familiar… like it belonged in a Honda car or Gold Wing, perhaps? The view is dominated by the large analog speedo and rev counter, flanked by the fuel and coolant temperature gauges. There’s a smaller round LCD on the top which displayed the average litre/100 km fuel consumption.

As large as the NSS300 looks, its seat is actually quite low. The sides are tapered off so even a short rider like me had no problems setting both feet down at stoplights. The seat widens to the rear up to the backstop. A nice touch. The rear portion is wide and deeply cushioned.

Insert the chip embedded HISS (Honda Ignition Security System) key and start the engine. It fires up with a small thump from the large piston then settles down into a zen-like idle. Twist the throttle and off you go.

The liquid-cooled, SOHC, single-cylinder, 279cc engine is governed by Honda’s proprietary PGM-FI electronic fuel injection system and coupled to a seamless CVT. The combination provided plenty of torque from standstill to almost anywhere in the powerband.

The bike’s size caused some early reservations during our urban test, as I wondered if there’s enough space to filter. Again, these dimensions are misleading – the NSS300 allows you to leave your brain in that left side compartment and go even more bonkers than the already bonkers KL traffic, especially when dispatch riders try to act the foo. Each gap was an invitation to the top step of the podium, each traffic light was a dragstrip’s Christmas lights, each corner was the Rothmans corner.

With the super strong Combined Braking System, backed up by Combined ABS, there was no fear of running into the back of another vehicle. The bike just stops almost on a dime. Honda quoted a kerb weight of 194 kg, but the bike certainly felt a lot lighter than that.

We also had the opportunity to ride the NSS300 on long-ish trips to where we first met, the Sepang International Circuit, to cover an event over the weekend.

Out on the highway, the bike just purred along, never stressed even when ridden at high speeds. It was also apparent that Honda had put in much wind tunnel time as there was very little buffeting, despite the low screen. The deep seat coddled our bums, the long floorboards provided all sorts of feet placement (from the straight up motorcycle posture to being like a garden slug) and the handlebar wa close to the body. Our expectations of touring on the NSS300 was confirmed.

Owning a scooter also meant savings in fuel costs. Honda claimed a frugal 3.24 litre/100 km (30.8 km/litre) consumption. That’s quite close to our best of 3.6 litre/100 km figure, considering the amount of hard charging in the city and high speed riding on the highways. The best range we got from the 11.6-litre fuel tank was 308 km. Not bad at all.

Shortcomings? Again, it’s the condition of our sorry excuse for “roads.” Potholes as deep as fish ponds, patches that seemed like the Titiwangsa range, uneven surfaces like the whoops on a motocross track played havoc with the suspension. However, the NSS300’s suspension coped as well as it could for a scooter, never bottoming out. Uneven long corners also caused the bike to weave slightly, but the bike never threatened to lose its footing and slide out. Honda had also equipped the NSS300 with the excellent Dunlop Scootsmart tyres, which are based on the Sportsmart sport-touring tyres. They gripped well on wet roads too.

In conclusion, the Honda NSS300 is a refined, practical, rider-friendly, and good-looking motorcycle. You could just jump on and go without having to worry about much of anything else. It may seem pricey, but test ride one and you’ll most probably own it.

TECHNICAL SPECIFICATIONS

ENGINE
Engine type	Liquid-cooled, 4-stroke, SOHC, single-cylinder
Compression ratio	10.5 : 1
Bore X Stroke	72.0 mm X 68.5 mm
Displacement	279 cc
Fuel system	PGM-FI electronic fuel injection
Maximum power	25.5 bhp (19.0 kW) @ 7500 RPM
Maximum torque	26.0 Nm @ 5000 RPM

TRANSMISSION
Clutch	Automatic, centrifugal
Gearbox	V-Matic CVT (constantly variable transmission)

CHASSIS
Front suspension	35 mm telescopic forks
Rear suspension	Twin shocks
Front brakes	Single disc, with Combined Braking System and optional Combined ABS
Rear brake	Single disc, with Combined Braking System and optional Combined ABS
Front tyre	120/70-14
Rear tyre	140/70-13

FRAME & DIMENSIONS
Frame	Underbone
Wheelbase	1546 mm
Seat height	716 mm
Kerb weight	194 kg
Fuel capacity	11.6 litres

PICTURE GALLERY

Top 10 Reasons to follow the FIM Asia Supermoto Championship

The 2017 FIM Asia Supermoto Championship starts on 2^nd September 2017.
2016 Champion Gabit Saleh from Malaysia is set to defend his title.
2015 Champion Trakarn Thangthong from Thailand returns.

The 2017 season of the FIM Asia Supermoto Championship kicks off on 2^nd September 2017 at the Thailand Circuit Motorsports Complex, Nakhon Chai Si, near Bangkok, Thailand.

Promoted by the Asia Supersports Group (ASG), E-Plus Global and Bikenation, the championship has come a long way from its humble beginnings, consisting of a series of races cobbled together, to what is now a series which has attracted participation and attention the world over.

But why is supermoto popular? Here are the Top 10 reasons:

10. THE ATMOSPHERE

Yes, it’s true that there’s a carnival-like atmosphere at any race, but you could find all sorts of stuff from the very affordable to the most expensive stuff at supermoto races. There’s also the authentic street food at each of the countries supermoto visits, compared to having to spend RM15 for a diarrhea-inducing burger at the track.

9. THE PITS

The pits and paddock areas are not enclosed in concrete booths. You could see the bikes up close and how the teams work on them. Call out to the riders and they are more than happy to go over for selfies and autograph your gear. Same with some of the umbrella girls.

8. THE UNITED NATIONS

The championship may be titled “FIM Asia Supermoto,” but the field consists of riders from as far away as Australia, India, Sri Lanka, Russia, France, United Kingdom and the United States in addition to those from Asia. It’s truly an international championship.

7. THE BIKES

The motorcycles that compete in supermoto usually originate from motocross bikes (enduro bikes in some cases), with the wheels swapped out for 16-, 16.5- or 17-inch ones and shod with sticky rubber. The suspension is also reworked to have less travel and stiffer for the high-speed stresses of the road course. These aren’t purpose-built racing prototypes like in MotoGP, but bikes that you and I could purchase from the shop down the block and modify for road riding or racing.

6. THE PERSONALITIES
Since supermoto isn’t much like other motorsports, there are plenty of colourful characters in the paddock and on track.

2016 FIM Asia Supermoto Champ, Gabit Saleh from Malaysia rides aggressively almost like a high-speed bulldozer that smashes through all the different sections. Being a part-time stunt rider, he’s especially entertaining when he flies through the air. His signature is his head twitch, a sign that he’s switched on his personal “Race Mode.”

Gaban Saleh, Gabit’s older brother could be described as the road warrior when he races. He’s probably the hardest rider to pass as he puts up a huge fight rather than ceding a position easily. His riding style is also very aggressive and a thrill to watch.

Lewis Cornish from the UK is quiet and unassuming but he is just superfast and never gives up. He’s unafraid to charge through the smallest of gaps to grab the win – as Trakarn found out in the final round in 2015.

10-time British Supermoto Champ, Chris Hodgson is always jovial and happy-go-lucky but takes no prisoners on track. He can spot an opportunity to pass when no one does. His signature are his long, long high-speed drifts.

5. THE VIEW

Whereas other forms of motorsports cordon off the spectators far away from the action on track, you could view supermoto from almost up next to the riders as they flash by. You could hear the rear tyres howl when the riders drift into corners, smell the exhaust and rubber, feel the rumble in your chest and even see the expressions of the riders.

4. THE COMBO

Supermoto combines roadracing, motocross and flat track disciplines into one race. That means instead of having to visit three different races, you could watch all three in one race. There are two sections to each track: A tarmac section and a motocross section consisting of mountain-like jumps.

The riders have to perform well in all disciplines; being good at just any two, what more if just one of the three, would mean getting left behind.

3. THE WEATHER

As in the show goes on regardless of weather.

For example, the second round of the 2016 season was held in Malang, Indonesia. The weather had been hot all week, then rain came down with a vengeance during the weekend. The torrential rain was so heavy that puddles around certain parts of the track were ankle-deep. Yet, that didn’t stop the riders from battling tooth and nail against each other as if it was a jetski race.

2. THE SLIDES

Apart from the inclusion of both tarmac and offroad sections, drifting and powersliding are the hallmarks of supermoto racing.

The rider would blast down the straight into the braking zone, snap the rear wheel outwards and howl into the corner, and finally powerslide out, laying down a dark line on the track.

Seeing them do so lap after lap, laying down their bikes almost on their sides as they slide through corners is one of the most spectacular sights in motorcycle racing. As was in Indonesia, they’d even do it in the rain!

1. THE RACING

Well, what is racing without the action, right? But supermoto racing is elbow-to-elbow in the literal sense.

Supermoto race starts are always heart attack inducing as 30-odd riders pile into one tight corner, similar to motocross starts. You could see the riders having both elbows out, pushing other riders inside and outside away from him, while his opponents do the same to push him out of the way in return.

And while most motorsports see the greatest excitement at the start and a couple of laps after, supermoto features dogfights throughout the field, throughout the race. Lesser humans would be on their heads in no time.

So there you go. Do start following supermoto if you haven’t already, you could find many great videos on YouTube and the internet. Make sure you follow the latest reports on the 2017 FIM Asia Supermoto Championship at their official Facebook page and here at Bikes Republic.

KMOG Defensive Riding Program Vol. 2 (Day Two)

KMOG DRP moved to the UniMAP Circuit for Day Two.

Programs concentrated more on real world riding scenarios.

KTM Malaysia continued their support.

Day Two of KTM Malaysia Owners Group’s (KMOG) Defensive Riding Program (DRP) Vol. 2 activities continued at the Universiti Malaysia Perlis (UniMAP) Circuit further up north from Jitra.

The day’s programs included hard braking, emergency avoidance and high-speed riding techniques, necessitating the move to the circuit.

KTM Malaysia’s support crew were on-site and brought along an air compressor. They performed checks on KMOG participants’ motorcycles to ensure that they were in the proper riding condition on the track. They also lowered the tyre pressures on the participant’s bikes for high-speed riding later in the day and re-inflating them before the riders rode home (hence the compressor). KMOG had also called upon an ambulance and paramedics to standby at the track.

The rearview mirrors on the motorcycles were turned to face forward, to avoid the KMOG participants from glancing behind while tackling the circuit.

The day started off with the program briefing by Ong Soo Yong, before proceeding to the Emergency Braking module.

The term emergency braking will surely bring back memories of our motorcycle license exams. We were taught to slam down on the rear brake only to skid the tyre to a stop, without applying the front brake and without an explanation to its purpose. Conversely, DRP’s module taught the riders to lock up their brakes to activate their motorcycles’ Anti-lock Braking System (ABS) to familiarize themselves to the sensation of a pulsing brake lever and pedal.

The class adjourned to another section of the track afterwards for the Emergency Avoidance portion.

The drill called for the riders to follow a pre-marked line into a corner, where two mannequins were placed further into the curve, directly in the motorcycles’ path. There was a final marking on the road before the dummies where the rider could only brake and swerve away at the point.

This exercise illustrated the techniques of braking and avoiding unexpected hazards on the road. It was appropriately carried out after the emergency braking session, as they could then apply the lessons learned.

Next was the module named Analyzing Apex, Entry & Exiting Turns, Acceleration & Braking Points. As the name suggests, it sought to hone the participants’ skill of determining the correct lines they should take through corners, besides how to accelerate when exiting and brake as they approach corners. The UniMAP Circuit was a great setting for learning this set of skills as it featured corners of every type, plus elevation changes.

The plan called for the factory riders Ahmad Idham and Muhd. Izham to lead the riders, and Gabit in the trailing position. The participants will then trace the riders’ braking points, lines through the corners and acceleration points. To provide equal opportunities for the participants, the group of 17 were broken into 3 groups. Participants trailing the leaders were rotated by letting the last two overtake to the front of the pack, behind the factory riders.

But first, Gabit, Ahmad Idham and Muhd. Izham hit the track for a demonstration run. It was an awesome display of speed and riding skills, while serving as a practice session for them, since this was the first time they’ve visited the track.

KMOG’s riders went out on track after lunch. Each group was allotted five laps per session of the circuit.

Gabit Saleh then went on track to perform in a stunt show, wowing everyone with his variety of incredible burnouts, stoppies and wheelies.

The track was reopened for free practice to allow the KMOG members to familiarize themselves to the track and apply the lessons learned throughout the previous sessions. The participants were apparently fast riders and went increasingly faster as the session wore on. There’s no better pleasure than the opportunity to ride around a windy piece of tarmac where there are plenty of space for mistakes, and no road hazards such as wayward traffic, pedestrians, animals. Only a racetrack could offer such luxuries.

They were soon called back to the paddock for a rest before the last event of the day, known as the KMOG-GP began.

Another round of briefing followed prior to the KMOG riders were let loose on the track. Although named KMOG-GP, it was to see who could complete the most laps in the allocated 30 minutes. It was hence an endurance rather than an all-out sprint “race.” KTM’s factory riders also joined in.

While seeing large capacity motorcycles screaming around a racetrack is a common sight these days, watching tall, relatively heavy adventure bikes achieving gruesome lean angles was a sight to behold. Perhaps DRP also successfully highlighted KTM’s Ready To Race mantra, by accident or design.

Prior to the end of festivities, prizes were awarded to the participants, although everyone received the gold-coloured course completion sticker.

There was much anticipation, laughter and enjoyment among the KMOG participants throughout the event. The KMOG riders were a friendly lot. Perhaps it is not wrong to say that not only did they improve on their riding skills, but also their camaraderie.

It was also revealed that KMOG members will be expecting a ride in Borneo, from Kota Kinabalu, Sabah to Kuching, in Sarawak in September 2017. If so, KMOG’s Defensive Riding Program will surely equip the riders with fresh sets of skills and confidence to tackle the ride.