Wahid Ooi, Author at BikesRepublic.com

Castrol Bike Mechanic Contest 2017

Champions of the Castrol Bike Mechanic Contest 2017 to represent Malaysia in Asia-Pacific finals.
Only 3 winners were picked from 800 contestants.
The Asia-Pacific finals will be held in Pattaya, Thailand in November.

Kuala Lumpur, 10 October – The prestigious Castrol Bike Mechanic Contest 2017 came to a brilliant close after four months of intense competition, as Castrol Malaysia unveiled the best Castrol Bike Point Mechanic Team in Malaysia.

Teamwork is key in excelling in the Practical Challenge

The Grand Prize was won by the team from the Southern Region. Eng Lean Hui, Sivanathan Letchumanan and Tee Kok Jing outperformed five other teams in the competition’s Grand Finale. Apart from winning the Champion’s trophy and a brand-new Yamaha 125cc scooter each, more importantly, the Grand Prize winners will also go on to represent Malaysia in Asia-Pacific Castrol Bike Mechanic Contest in Pattaya, Thailand, in November. There, Malaysia’s best Castrol Bike Point mechanics will compete with two-wheeler mechanics from other countries in the Asia-Pacific region including Thailand, Indonesia, Philippines, Vietnam and India.

From left to right: Tee Kok Jing, Eng Lean Hui and Sivanathan Letchumanan, the champions of the Malaysian Castrol Bike Mechanic Contest 2017

1^st Runner Up was awarded to Goh Poh Joo, Tony Charles and Tan Tack Boon who represented the East Malaysian Region, while the 2^nd Runner Up position went to Lim Kok Seong, Lee Yong Chang and Fakrurazi Abdul Ghafar from the Central Region.

The Malaysian Castrol Bike Mechanic Contest 2017 kicked off in June, where close to 800 contestants across the country’s five regions participated in the preliminary rounds. Out of that, only 18 mechanics, grouped into six teams of three each, qualified to advance to the semi-finals. After a gruelling battle to test their theoretical knowledge, just three teams were shortlisted to proceed to the finals to compete in a Practical Knowledge Challenge for the chance to be crowned the best Castrol Bike Point Mechanic Team in Malaysia. The mechanics were judged by an independent four-member judging team comprising of highly experienced technical & R&D experts from the motorcycle industry.

The final six teams competing at the Grand Finale

“The Castrol Bike Mechanic Contest is one of Castrol Malaysia’s many efforts to recognise and reward high level of skill amongst Castrol Bike Point mechanics in Malaysia. Through the contest, we ensure that mechanics can hone their skills further. Castrol works to raise their technical knowledge and improve customer service. This year’s competition is particularly significant as the winners will go on to represent the nation in the Asia-Pacific competition. We are very proud to recognise the skills of our mechanics in Malaysia and will continue to support them as they prepare for the upcoming battle,” said Keow Mei-Shan, Marketing Director Malaysia & Singapore.

Keow Mei-Shan, Marketing Director Malaysia & Singapore, Castrol Malaysia

Speaking at the prize presentation ceremony, Eng Lean Hui said, “My teammates and I are very happy to have won this challenging competition, and are honoured to be representing Malaysia in the Asia Pacific Bike Mechanic contest end of this year. We learned a lot during this competition. As individuals we were not perfect, but together, we made a perfect team! We thank Castrol Malaysia for this opportunity. We will continue to train and update our knowledge in the run up to it, and hope that we can do ourselves, our families and ultimately the nation proud!”

Audience cheering on their favourite contestants

To find out more about Castrol and its products, visit www.castrol.com/my.

Lorenzo Upset at Zarco’s Pass

Jorge Lorenzo is upset at Johann Zarco
Lorenzo cited Zarco for being too aggressive
Zarco defended his move as just racing

Jorge Lorenzo is upset at Johann Zarco’s pass on him in the early stages of the Japanese GP. To the former, the move on him by the triple Moto2 Champion was dangerous, which caused a get-together at the corner exit.

Lorenzo likened Zarco to playing a game on the PlayStation. “You saw what happened,” said Lorenzo. “It’s not the first time he’s done this kind of thing – with me but also with two or three other riders. But he keeps doing it as though he’s playing on the PlayStation on time attack, like there’s no one at the side; very aggressive. I went to his box but he doesn’t understand he’s doing something bad and he won’t change. Someone should tell him to be more calm. He thinks he’s right and doing good, and that you or we need to be careful – not that he has to calm down. I would like to speak with the Safety Commission to see what we can do, because something could happen in future.”

That was CLOSE! Maybe too close? JZ5 barges his way through on JL99!#JapaneseGP pic.twitter.com/ANR2uLy764

— MotoGP™??? (@MotoGP) 15 October 2017

Lorenzo was perhaps pointing to the incident at Austin this year, although it was Valentino Rossi at the receiving end of Zarco’s “aggression.”

“I was confident with the front so in Turn 9 I could attack,” explained the Frenchman. “Then he tried to stay on the outside but when I went out the corner I didn’t see him, I didn’t think he could be there and we touched because of my acceleration I went normally on my line and we touched each other. It was quite a strong touch but it was normal in the race. Because I was on the inside I got the advantage. Nobody crashed is the good thing.”

Zarco had started from pole, his second of the year, but slipped back to finish the race in eighth. Lorenzo struggled with rear grip initially but was able to rally and finish sixth.

Kawasaki H2R and H2 Elite Squad

Kawasaki H2R, H2 Elite Squad attends to the premium H2R and H2 owners
Set up with the launch of the Ninja H2R and Ninja H2
The Elite Squad transports the Ninja H2R/H2 to the Kawasaki Exclusive Service Centre for expert care and repair

By now, the Kawasaki Ninja H2R and Ninja H2 have established themselves as being the most powerful production motorcycles being sold to the general public.

But the Kawasaki H2R and its H2 sibling are not just about an extremely powerful supercharged engine stuffed into a frame. No, the H2 and H2R represents the pinnacle of mechanical engineering. Being so earns Kawasaki Heavy Industry’s (KHI) revered “River Mark” – the mark of excellence for innovations with historic significance. Kawasaki isn’t wrong when they are promoted as “Built Beyond Belief.”

As such, the track-only H2 and road-going H2R are premium products, hence the owners of the products expect premium service.

In this sense, Kawasaki Motors (Malaysia) Sdn. Bhd., KESB created the Kawasaki H2R and H2 Elite Squad. The Elite Squad was activated as soon as the first units of the Ninja H2R and Ninja H2 were handed over (click here for our coverage on the ceremony).

A H2R or H2 owner may call 03-5566 5662 to book an appointment. The Kawasaki H2R and H2 Elite Squad will then arrive at a location specified by the owner, pick up the bike and deliver it to the Kawasaki Exclusive Service Centre (KESC) for expert maintenance or repair.

The Elite Squad transports the H2R or H2 inside an enclosed van, to ensure safety and your privacy.

All KESCs are equipped with comprehensive equipment, including special tools and electronic diagnosis equipment that are unavailable at non-official workshops. Similarly, the personnel at KESC are specially trained to handle the maintenance and repair of the special H2R and H2. That in itself is great assurance that your H2R or H2 is well taken care of.

KESB quotes RM159.00 within the first 30km. However, if the owner requires a pick-up service only outside the 30km radius, an additional charge of RM1.38/km is levied; while for pick-up and return service, an additional RM1.17/km is charged.

Please visit Kawasaki Motors (Malaysia) Sdn. Bhd.’s official webpage for more information.

Valentino Rossi “In trouble and doesn’t know why”

Valentino Rossi reckons he and teammate Maverick Vinalez are “in trouble and don’t know why,” in worried about their chances at the Japanese GP, should the rain continue. The pair has been struggling with lack of rear grip on their Yamaha YZF-M1 through the entire season.

Riders may be able to ride around the problem in the dry, but the rain amplifies the problem.

The factory team seemed to make some headway in previous races, without doubt also attributed to riders’ skill and determination, however yesterday’s free practice sessions at Motegi saw both riders 11^th and 12^th fastest.

Rossi said, “We’re in trouble and we don’t understand why. Last year I was very competitive in the wet and had a good feeling with the old bike, but this year we’re struggling. We’ve tried to modify the bike, but in the end we’re far from the top. It’s the same as the problem in the dry – we don’t have rear grip.”

While Valentino Rossi knows he’s out of contention for his 10^th title as a result of a broken leg, Maverick Vinalez saw first his lead, and now his chances for his first MotoGP tltle slip further and further away.

At the time this article went “live,” Andrea Dovizioso of Ducati Team continued to be the fastest man after FP3 on combined free practice times, ahead of Marc Marquez, Aleix Espargaro and Jorge Lorenzo.

Valentino Rossi dug deep and found some pace to first make it into the top ten before finally going up to fifth fastest. Vinalez is in 14^th, meaning that he will need to fight through Q1. The Top 12 combined times qualify automatically to Q2.

Q1 starts at 1:10pm today (14^th October).

Suspension Explained (Part 1) – Prologue

In this Suspension Explained series, we will unravel the “mysteries” of your bike’s suspension
Although the suspension is now very advanced, the basics remain the same
As the prologue, we touch on preload, compression damping and rebound damping

Suspension technology has progressed by leaps and bounds over the years. The motorcycle started out as a little more than an engine stuffed into a bicycle frame, hence the only suspension was the rider’s bum and his resolve to withstand the hammering.

Since then, motorcycle suspension evolved into simple underseat springs to sprung struts to hydraulic and gas damping to electronic self-adjusting marvels.

Regardless, the principles of the suspension remain the same. There are a number of parameters that govern how your bike behaves whether on the road, track or off-road. However, only three parameters are adjustable on a motorcycle (without further modification), namely preload, compression damping and rebound damping.

Adjusting the suspension best requires a bit of background knowledge, because whatever adjustments that may have you feeling right may not be exactly right for the bike’s dynamics. A wrong adjustment may mask itself as another problem, causing you to go around in circles. Oh yes, we’ve been there.

We’ll discuss one topic per week. We’ll also speak to the experts on aspects of suspension technology, adjustments and modifications, while dispelling some myths along the way.

Hope this series will be beneficial to all our readers.

PRELOAD

Any discussion about suspension has to start with preload. Preload is of course related to spring rate, but since most riders don’t change the springs in their suspensions, we’ll just stick to preload.

To put it in simple terms, preload means the amount the springs are compressed when the suspension is fully extended.

For illustration purposes, take a valve spring and stand it on your desk. Now add some weight to the top so that it compresses a little. That’s preloading the spring. Adding more weight means adding more preload, while taking some off means reducing preload.

When you increase the preload by turning on the preload adjuster on the forks, or collar on the rear shock, suspension sag is reduced; and vice-versa. The spring pushes back against the adjuster collar, lifting that end of the bike up. So, if you increase (by turning clockwise) your rear suspension’s preload, the seat goes up higher, and similarly for the front.

Therefore, adjusting the preload DOES NOT change your spring rate. If someone comes up to me and say I’d make the spring stiffer by adjusting the preload… well, I’d tell him to go fly a kite. But that’s just me.

We’ll leave this subject here. More on this in latter instalments.

DAMPING

If a bike’s suspension depends on the spring along, it can leave itself prone to oscillations. A compressed spring stores kinetic energy. When it’s released, it may extend to more than its resting length. The load on top of the spring has now received this kinetic energy and unleashes it back downwards, compressing the spring. This goes back and forth until that kinetic energy is transformed to heat (absorbed in the shock absorber’s oil).

Have you ridden on a bike that “pumped” up and down or wallowed like a sampan in stormy seas? (My bike does that.) Yes, it’s due to the lack of damping.

Damping is divided into two: Compression damping and rebound damping.

COMPRESSION DAMPING

Compression damping (or just compression) determines how fast the wheel move upwards when it contacts a bump. Correct compression damping will allow the suspension to absorb bumps and road irregularities better.

The damping adjusters on the BPF fork are all on top. Compression is marked as COM

With more compression dialed in, the suspension, hence the wheel, is more resistant to moving upwards and vice-versa. Dialing in the correct amount will also deal with fork dive to a certain amount during hard braking, although that depends more on the spring rate and preload.

Compression damping is adjusted by the screw in the middle

Too much compression damping will cause the shock of the bump to be transferred directly to the chassis and rider. (That “BLAM” feeling when you hit a bump.) Consequently, the wheel will skip across the bumps, or cause the brakes to lock up easily as the suspension resists being compressed.

On the other hand, too little will have the wheel kicked up quickly, which will also cause it to lose touch with the road. Hitting corners at high speeds will cause the suspension to “squash” down, reducing ground clearance.

REBOUND DAMPING

Rebound damping is the opposite of compression damping. Rebound determines how smoothly and controlled the suspension re-extends to its proper state, after it has been compressed.

Without or too little rebound damping will cause the spring to re-extend quickly, or in simple terms, bounce back. The rider will feel as if he’s being kicked out of the seat after the initial bump has been absorbed. It’s like squeezing a spring between your fingers and letting it go abruptly, or like a Jack-in-a-Box.

Rebound adjuster on the rear shock is usually underneath the shock body. Here it is the screw surrounded by the red collar

Too much rebound damping will cause the wheel to “pack up.” That means the wheel will only come back down too slowly, causing the bike to feel “loose.”

CONCLUSION

That’s it for this week. This is just basic knowledge. We’ll touch on more next week, so stay tuned!

GIVI B32 MotoGP Convoy 2017

The GIVI B32 MotoGP Convoy will start from Menara Kuala Lumpur this year.
The convoy is slated to take place on Sunday, 29th October 2017.
Participants will receive many great goodies!

There are many convoys to look forward to during the Malaysian MotoGP every year. One of them is of course, by the pre-eminent motorcycle luggage and riding gear producer, GIVI.

As with previous years, GIVI carries out a promotion for a new top box in the run up to the event. This year, it is the just-introduced GIVI B32 “Bold” Monolock top box (click here for the launch and details of the top box). We had the opportunity of sampling the pre-production model of the B32 Bold, and both the quality and experience of using the box has been positive (click here for our coverage of the GIVI Media Ride).

Participation in the convoy is simple. For existing GIVI B32 Bold owners, you only need to Whatsapp 012-6253800 for further details.

For new buyers, the details and forms are included in the box. Please follow the instructions to take part.

Participants do not only join the convoy but will also be given a whole bunch of goodies:

1 x K1 Grandstand ticket
1 x GIVI MotoGP Jersey (Limited Edition)
1 x GIVI Waist Pouch
1 x GIVI Cap
1 x GIVI Helmet Cover
1 x Castrol engine oil (1L)
1 x Monster energy drink
1 x Motorcycle parking sticker
1 x Breakfast package

GIVI’s MotoGP convoys gather for the flag off from well-known landmarks each year. The KL Tower got the pick for 2017. Participants are to congregate there on Sunday, 29th October 2017.

Space is limited, so hurry!

HJC RPHA 70 Test & Review

The HJC RPHA 70 bridges full sport and touring helmets
It is built upon the HJC RPHA 11’s principles
Lightweight, comfortable, safe, at a great value
HJC Helmet Malaysia have also introduced other models besides the RPHA 70 – click here to see more

It’s probably needless to say that motorcycle helmets have come a long, long way to where they are now. But along with that progress, helmets have become sub-divided into many categories for different uses. Gone were the days when a rider could almost wear just one helmet for every application (off-road riding notwithstanding).

Nowadays, you’d have specific helmets for the track, sport-touring, adventure-touring, touring, sport classics, cafe racers, customs, urban riding, and everything else in between.

We’ll pick the first two.

A race helmet should ideally be light, stable at high speeds, and snug-fitting. Comfort is relative, as a race helmet should hold tight to the wearer’s face and head, lest it moves around when blasting down SIC’s back straight at top speeds.

A sport-touring helmet, on the other hand, should provide all-day comfort, good ventilation and also good stability at high speeds. The emphasis for sport-touring helmets is comfort, something which is a compromise in racing helmets.

Bridging that gap is never easy, as the resulting helmet is more often than not compromised for either spectrum. So how? You need both.

Or do you?

Built on the solid foundations of the HJC RPHA 11 race helmet (see here for more), the HJC RPHA 70 seeks to bridge those two concepts into one complete high performance package.

As with the RPHA 11, the RPHA 70’s shell is made from a what HJC calls their “Premium Integrated Matrix Plus (PIM+)” material, which consists of carbon fibre, Aramid, fiberglass and Kevlar; resulting in a lightweight but strong shell. The EPS has different densities around the helmet.

Traces of the RPHA 11’s design philosophies are evident in the RPHA 70’s tall chinbar, aerodynamic shell design, optically correct 2D faceshield with the centrally-located lock (which it shares with the RPHA 11), and interior paddings, in addition to the cheekpads that are extractable in emergencies.

Sport-touring features include the internal drop-down sunshield and large vents on the chinbar and crown (top of the head). The are deep cutouts for the ears, closed off by padding. Remove those pads and you have yourself built-in velcro pads to attach your Bluetooth speakers (I really welcome this).

The cheekpads are thick and tall. There are eyeglass “pockets” on both sides – spectacles wearers will welcome this. The crown pad is also thick and seems to float a couple of milimetres above the inner EPS lining.

Our first opportunity to sample the RPHA 70 was during the ride to Penang to cover the BMW Motorrad Nightfuel event (click here for our coverage and pictures). We rode a myriad of bikes including three variants of the R nineT, S 1000 R naked sportbike, K 1600 GT tourer, and G 310 R lightweight roadster. That means we rode on more bikes without fairing for wind protection.

The BMW S 1000 R was fast! You’d drone along at 60km/h in sixth gear, hit the throttle and you’re suddenly flying at 180km/h. But there was no wind protection. This was where the RPHA 70 showed its mettle. It stayed stayed stable without wobbling around, nor did it felt like ripping our heads off when we turned to the sides. Besides that, it resisted lifting and diving

Sep was testing the BMW G 310 R all the way into Penang (with top speeds close to 170km/h) and he reported the RPHA 70 being stable, too.

The HJC RPHA 70 is also relatively quiet at high speeds even without earplugs, which meant that I didn’t have to turn up my Bluetooth communicator’s volume to full blast, and it’s definitely a pleasant experience with earplugs in.

The sunshield dropped down and retracted quickly when activated via the switch at the bottom of the left chinbar. As with the main faceshield, the sunshield is optically correct, which means it won’t give you headaches from bad vision. My only gripe with the sunshield is that the bottom edges drop ever so slightly when its up, although Sep didn’t encounter this problem.

Airflow through the Advanced Channelling System (ACS) can be described as good and satisfactory. Air entering through the chin vents is directed upwards to the faceshield. A secondary and smaller chin vent directs airflow straight to wearer’s chin and mouth (the switch is on the inside). With the top central vent open, the wearer could feel a cooling stream of air moving past his crown.

We had encountered some rain on the way into Penang, and we thought we’ve come through the worst.

On that same evening, we rode from our hotel at Gurney Drive to the event ground next to the new Penang Bridge, when we got hit by the heaviest rainstorm we’ve ever encountered. There wasn’t even time to close the vents but thankfully, no water got through and the faceshield remained clear as we’ve installed the anti-fog lens which came in the box.

We’ve since donned the helmet everywhere we went, including riding around the city in all weather conditions and times of the day. As with most fullface helmets, the air inside could get a little stuffy on scorching hot days but all one needs to do is crack open the faceshield a little or, just ride faster.

Back to the subject about track usage: Not only does the HJC RPHA 70 comply to the ECE R22.05 standard, but it is also approved by the FIM. Approval by the FIM means the wearer could use the helmet for FIM-sanctioned racing events. That’s unprecedented, as most if not all, FIM approved race helmets are without built-in sunshades.

So, there you go. A real two-in-one helmet at one great value.

Features:

Advanced PIM+ (Premium Integrated Matrix Plus) construction: carbon fiber, Aramid, carbon-glass hybrid fabric for enhanced shock resistance
Anti-fog smoke tinted sunshield deploys quickly
RapidFire system for quick, tool-less faceshield removal and installation
Emergency cheek pads removal
Multicool interior with advanced anti-bacteria fabric provides enhanced moisture wicking and quick drying
Crown and cheek pads are removable and washable
Anti-fog lens prepared shield
Includes anti-fog insert lens
Glasses-friendly EPS design
ECE 22.05 and FIM approved

PICTURE GALLERY

Save money on fuel, buy new helmet. Happy days.

Honda Releases Gold Wing Teaser Video

Honda releases Gold Wing teaser video
New model to comply with new emission standards
Comfort, refinement, utility makes it the ultimate touring bike

After months of heavy speculation, Honda has just released the Gold Wing teaser video.

As Japan’s regulators tighten emissions standards to match that of Euro4 and beyond, Honda will soon stop production of the current model and a number of models. As such, Japan’s largest motorcycle manufacturer went ahead with creating an all-new Gold Wing.

News of the new bike was leaked out into the grasps of the world’s media last month, followed by pictures of what may be the final bike. (Click here for our report.)

Leaked photo of the 2018 Honda Gold Wing

But instead of disproving those photos, Honda has released a teaser video called “Beyond the Standard,” highlighting the evolution of the ‘Wing through the ages.

Ever since its inception in 1975, the Honda Gold Wing has been known as the ultimate touring motorcycle to many of its fans. Creature comforts, utility, chock full of features, refinement are what the bike is about.

The model proved to be a huge hit in the North American market that Honda Corporation actually started a factory just to build them in the USA. The production facilities were shifted back to Japan a few years ago.

There are many Gold Wing owners and clubs here in Malaysia too. You can see hundreds of them when they come together for special gatherings or motorcycle events.

Top Motorcycle Designers (Part 4) – Ola Stenegärd

Ola Stenegärd is the father of the BMW R nineT series
His other projects included the HP2, S 1000 RR, G 310 R, among others
Stenegard’s inlfuences are deeply rooted in classics, cafe racers and customs

Ola Stenegärd is the current Head of Vehicle Design in BMW Motorrad.

Stenegärd studied Industrial Design in Stockhölm, Sweden and is also a graduate from the famed Art Center College of Design in Pasadena, California. His predecessor at BMW Motorrad, David Robb also graduated from that school. He first joined SAAB and then Indian Motorcycles before starting at BMW Motorrad in 2003.

Stenegärd said in an interview that no one was interested in sportbikes at BMW when he joined, hence he was given the HP2 project. The success of the HP2 saw him proceeding to lead the S 1000 RR’s development. Stenegärd could’ve chosen the conservative route for the S 1000 RR’s design, instead he went on to create a motorcycle that’s distinctive and instantly recognisable.

But Stenegärd’s roots are buried deep in the realms of cruisers, cafe racers and classics. He had known the legendary custom motorcycle builder, Roland Sands for many years and approached the latter about building a custom BMW. Stenegärd showed Sands what his team had been working on and the latter was intrigued. They went on to work together on the Concept 90.

Up to that point, BMW Motorrad was without a specific model to commemorate their 90th Anniversary in 2013. In the end, it was Stenegärd’s design for the R nineT which they chose.

The R nineT went into production soon after and it began the the legacy of an entire range of motorcycles based on the R nineT platform. The R nineT family now includes the base R nineT, R nineT Scrambler, R nineT Pure, R nineT Urban G/S and the beautiful R nineT Racer. Furthermore, BMW Motorrad has recently entered the small-displacement, lightweight market G 310 R.

Click here for Part 3: David Robb

Click here for Part 2: John Britten

Click here for Part 1: Fabio Taglioni

BMW R nineT Racer Test and Review – Looks are Everything

The BMW R nineT Racer is the café racer of the R nineT family
It’s a modern retro which draws its lineage to the R90S
Good handling, torquey engine and great looks are its hallmark

I once dated a girl who was gorgeous, smart and independent, all-in-one. We’ve had so much to talk about, so much to share, including our passion for movies, music, the high life and motorcycles.

She was quite tall, had a nice chassis with the right dimensions in the right places. When she smiled, her lips curved bewitchingly. When she looked at me, those eyes burned straight through to my soul, eliciting primal desires I never thought I had.

Everywhere we went, other men would stare unabashedly. They didn’t even bother to grab serendipitous glances at her. I could “read” what was in their heads. Jealous? Yes. Yet I felt proud that she was holding tight onto my arm. Yeah, look all you want, bud, she’s mine. Imma playa and I play for keeps. Nyah nyah.

What more could a man ask for right?

Behind closed doors, on the other hand, it was all her. My opinions never mattered. I gave up on seeing my friends only to find her out partying with hers when I returned home. I bought her the most expensive I could afford, but it wasn’t enough. She complained wherever I brought her, nevermind it cost RM400 for a dinner.

But all those heartaches turned into meaningless gripes as soon as she smiled, and especially when I see the look on the faces of other guys when I’m with her.

What is it with tough love?

When BMW Motorrad’s chief designer Ola Stenegard approached Roland Sands to “do a BMW,” the famed customizer built the Concept 90 Prototype which drew inspiration from a famed BMW roadracer, the R90S.

We were excited when we saw the R90 Concept, resplendent in that classic metallic orange paint, retro half-fairing housing a single round headlight. But when production of R nineT got underway, we wondered if BMW Motorrad will ever produce a café racer like the R90 Concept.

Well, here it is. The BMW R nineT Racer, complete with a frame-mounted half-fairing, clip-on handlebars, small seat, seat hump, and vintage BMW Motorsport paint scheme. Each component seemed to enhance the beauty of another.

The BMW R nineT Racer is another variant built on the R nineT platform, to complement the base R nineT (click here for our review), R nineT Scrambler, R nineT Pure, and the just-launched R nineT Urban G/S (click here for our review). That means the R nineT Racer shares the 1178cc oilhead Boxer and frame but there’s where the similarity ends.

Unlike the base R nineT, The R nineT Racer’s forks are conventional telescopic, non-adjustable units while the fuel tank is steel instead of aluminium. The wheels are 17-inch cast aluminium ones, instead of cross-spoked ones.

Behind that fairing’s bubble are two analog dials with LCD screens to display different info. No fuel gauge, tho’. Thumb the starter button and the Boxer-Twin comes to life just like the others – with a kick to starboard. But’s that’s the character of the Boxer through the decades. The charm is in how it vibes and rocks the mirrors, reminding you that it’s alive rather than merely “ON.” It fuels impeccably throughout the rev range, which puts more emphasis on torque rather than all-out horsepower.

On the handling front, the Racer isn’t a bike you’d just throw into a corner. The long wheelbase, generous rake and trail, low height produces a bike that absolutely revels in long, high speed sweepers like those you find near the Menora Tunnel and Karak. But once it’s on its side, it’s battleship steady. The suspension is supple to deal with road irregularities despite being “low tech.”

Those Brembo front brakes are strong, though. Give it a hard two-fingered squeeze to suddenly and it would seem that your breakfast disagrees with your stomach.

True to its Racer name, the seating position is stretched out – long reach to the handlebars, torso low down onto the tank, feet back, knees up and bum offered to the sky gods. Just like a 70’s and 80’s racebike. Or a road race bicycle. Mass centralization be damned. Having owned a Cagiva Mito and Ducati 916 in the early 90’s, the R nineT Racer’s riding position didn’t seem too foreign, unless compared to contemporary sportbikes such as the S 1000 RR.

Of course, it’s more tiring compared to bikes with sit up riding position. With all that tank gripping, upper torso being supported by muscles in the lower back and core, you need to stretch yourself out when you stop after riding for 150 kilometres or so.

Still, I rode the bike from Penang to the Sg. Buloh R&R with a bagpack filled with my laptop, camera, clothes and toiletries strapped to my back, but I didn’t come away looking like the Igor from Notre Dame.

The engine is already good, but what really makes the R nineT Racer a great bike is its awesome looks. And it is drop dead gorgeous. The Malaysian populace at large has mostly grown familiar to big bikes and not many superbikes will grab their attention anymore.

But not the R nineT Racer. There seems to be an aura surrounding it.

We would return to a crowd surrounding the bike wherever we parked. Conservative uncles would circle around the bike, with huge grins on their faces. Even other bikers will crowd around and started asking a whole bunch of questions. Park the bike anywhere and it seems to light up those premises. Stop at a set of traffic lights and everyone will stare at it like it was Claudia Schiffer.

The main question we encountered was, “Isn’t it uncomfortable to be draped over the bike like that?” “No, it’s alright,” was how we answered. And if we were asked which of the R nineT range we would pick, we would answer, “The Racer,” without hesitation.

Guess looks beat tough love anytime.

TECHNICAL SPECIFICATIONS

ENGINE
Engine type	Air/Oil-cooled, 4-stroke, DOHC, 4 valves per cylinder, horizontally-opposed (Boxer) Twin
Compression ratio	12.0 : 1
Bore X Stroke	101 mm X 73 mm
Displacement	1170 cc
Fuel system	Electronic intake pipe injection
Maximum power	110 bhp (81 kW) @ 7750 RPM
Maximum torque	116 Nm @ 6000 RPM

TRANSMISSION
Clutch	Single dry plate clutch, hydraulically actuated
Gearbox	Constant mesh, 6-speed, shaft drive

CHASSIS
Front suspension	43mm telescopic forks, 125mm travel
Rear suspension	Single central shock absorber adjustable for preload and rebound damping. 120mm travel
Front brakes	Two 320mm floating discs, Brembo four-piston calipers
Rear brake	Single 265 mm disc, Brembo two-piston floating caliper
ABS	BMW Motorrad ABS, front and rear
Front tyre	120/70-ZR17
Rear tyre	180/55-ZR17

FRAME & DIMENSIONS
Frame	Three-part frame consisting of one front and two rear sections; load-bearing engine and transmission; rear set frame removable for single rider
Swingarm	Cast aluminium single-sided swingarm with BMW Motorrad Paralever
Trail	103.9 mm
Rake	26.4 degrees
Wheelbase	1491 mm
Seat height	805 mm
Wet weight	219 kg
Fuel capacity	17 litres

PICTURE GALLERY

How to Ride Through Flash Floods

Here are tips on how to ride through flash floods (or deep water)
Cardinal rule is to go slow
Throttle control and a cool head applies

The weather has been mighty unpredictable in the Klang Valley lately. The days invariably start with burning white sunlight and scorching heat, only to give way to sudden heavy downpours. If the downpours continue for more than two hours, we could find ourselves caught in flash floods.

While it’s safest to sit out from riding in pouring rain and flooded roads, there’s no escaping it at times, especially around flood-prone areas where the roads remain flooded even after rain has stopped.

Here are our tips for riding through flash floods (and deep puddles of water).

1. Stop and Inspect

It’s just like adventure riding. No sane adventure rider will just banzai headlong into an unknown body of water without first inspecting its depth, potential hazards underwater and exit on the other side.

While you may not have to get off your bike and walk through floods on the road you travel on each day, you do need to stop and look for clues. If there’s another vehicle pushing through the water, note how deep it is. Observe if there’s a strong water current from one side of the road to the other.

If the water’s too deep or current’s too strong, forget it. Just wait for it to subside.

If you don’t already know the location of your engine’s air intake, now’s the good time to start. Check if it’s high enough above the water.

2. Stand Up

Riding through floods is no different from riding through a river when adventure or trail riding, so stand for better low-speed stability, meaning there’s more control when you crawl ahead at 10 to 20 km/h.

3. Go Slow and Straight

This goes without saying.

Throwing up a big splash may look spectacular in pictures but it isn’t a good practice in real world situations. Hitting a deep body of water at speed would most likely have the water act as a liquid brake/barrier. The bike will cut through the first few metres easily before coming to a sudden halt and causing the rider to lose control (or even thrown off).

They need to go a little slower than this. Courtesy of thestar

Keep your speed as low as possible and steady to keep the water’s bow wake below the height of the engine’s air intake. Remember, you’re riding a motorcycle, not a jetski.

It’s also best to stay off the sides of the road and ride in the middle of the lane.

4. Keep Moving

Don’t pull in the clutch or slam the throttle shut.

Maintain a steady throttle and speed in the gear you are in right now, even if you should feel a tyre or tyres kicking loose when contacting something in the water. In fact, you should open the throttle a bit more if that happens.

Roll off the throttle smoothly if you need to slow down more and stay off the brakes.

5. Exiting

Don’t gun it immediately after exiting the flood. You may increase your speed, but don’t slam open the throttle, without first giving the time for the water or whatever debris collected on the bike to “drop off.”

Also, with the bike still moving, drag the brakes lightly to clean them.

6. Kill It!

But what if you hit, for example, a pothole and the bike goes down?

Make the effort to kill the engine before you lay the bike down into the water. You’d most probability have the time to do so, since you were riding at a slow speed, right? Right? Regardless, the engine should be shut down as quickly as possible.

An internal combustion engine is basically an air pump which sucks in air, adds fuel to it, compresses the mixture and sets it alight. But water is incompressible and non-combustible (duh!), and therefore has the potential of causing catastrophic engine damage.

Do not immediately attempt to start a motorcycle that has been lying underwater. Instead, you should pull out the spark plugs and the airbox cover to check for water ingress. If the spark plug electrodes are wet, do not reinstall them, but turn on the bike’s ignition and crank the starter a few times to push the water out of the combustion chamber.

Reinstall only when it’s sufficiently dry.

Conclusion

Riding through a flood isn’t difficult but one should do it with care and logic, obviously. Sticking to the above steps will have you home way ahead of car drivers, instead of ending up swimming in that filthy water. Think of it as urban adventure riding.

Pink October Charity Ride 2017

The Pink October Charity Ride 2017 went off without a hitch today
The ride is in conjunction with October being the Breast Cancer Awareness Month
About 200 participants joined the ride

Organised by Hawa Motor Club and Ipoh Road Clan together with support from the Malaysian Cancer Society, and hot on the heels of the Distinguished Gentleman’s Ride (DGR) last month, the Pink October Charity Ride (POCR) 2017 proceeded well today.

While DGR sought to raise awareness towards prostate cancer in men, POCR’s objective was a campaign to highlight breast cancer research.

About 200 participants congregated at the Malaysia Handicraft Development Corporation’s (Perbadanan Kemajuan Kraftangan Malaysia) grounds for the flag off.

There was a good mix of motorcycles: From mopeds and scooters, to standard bikes, naked sportbikes, adventure-tourer and 1000cc superbikes; besides the large number of customs and café racers – including the famous Puting Beliung (“tornado” in Bahasa Melayu).

Participants were provided a white T-shirt with the words “Pink October Charity Ride” emblazoned on its back, patches and stickers. They may also donate to the Malaysian Cancer Society (Yayasan Kanser Malaysia).

As more and more riders, young and old arrived, it soon became apparent that this wasn’t a ride which encouraged only female participant. There were as many men as there were ladies. It’s encouraging and heartwarming to see that both the Pink October Charity Ride and DGR transcend the gender barrier, despite both rides sought to raise awareness for afflictions common to respective genders.

And despite gutter politics kicking up religious and race issues, everyone rode together for a common cause, regardless of religion, ethnicity and creed. How common is it to see a 150cc café racer ride alongside an R 1200 GS? Or a Triumph Street Twin next to an S 1000 RR?

The participants were briefed by the Chief Marshal and Royal Malaysian Traffic Police escort, before being flagged off.

The convoy proceeded at a steady pace until it reached Naza Auto Mall in Petaling Jaya.

There were lucky draws and a helmet bidding session throughout the day. Participants were also offered a free health check-up, free of charge.

Seeing the success of this Pink October Charity Ride 2017, we hope the event will continue next year with even more participants.

Bikesrepublic

Wahid Ooi

Champions of the Castrol Bike Mechanic Contest 2017 to represent Malaysia in Asia-Pacific finals.

Only 3 winners were picked from 800 contestants.

The Asia-Pacific finals will be held in Pattaya, Thailand in November.

Jorge Lorenzo is upset at Johann Zarco

Lorenzo cited Zarco for being too aggressive

Zarco defended his move as just racing

Kawasaki H2R, H2 Elite Squad attends to the premium H2R and H2 owners

Set up with the launch of the Ninja H2R and Ninja H2

The Elite Squad transports the Ninja H2R/H2 to the Kawasaki Exclusive Service Centre for expert care and repair

In this Suspension Explained series, we will unravel the “mysteries” of your bike’s suspension

Although the suspension is now very advanced, the basics remain the same

As the prologue, we touch on preload, compression damping and rebound damping

PRELOAD

DAMPING

COMPRESSION DAMPING

REBOUND DAMPING

CONCLUSION

The GIVI B32 MotoGP Convoy will start from Menara Kuala Lumpur this year.

The convoy is slated to take place on Sunday, 29th October 2017.

Participants will receive many great goodies!

The HJC RPHA 70 bridges full sport and touring helmets

It is built upon the HJC RPHA 11’s principles

Lightweight, comfortable, safe, at a great value

HJC Helmet Malaysia have also introduced other models besides the RPHA 70 – click here to see more

Features:

PICTURE GALLERY

Honda releases Gold Wing teaser video

New model to comply with new emission standards

Comfort, refinement, utility makes it the ultimate touring bike

Ola Stenegärd is the father of the BMW R nineT series

His other projects included the HP2, S 1000 RR, G 310 R, among others

Stenegard’s inlfuences are deeply rooted in classics, cafe racers and customs

The BMW R nineT Racer is the café racer of the R nineT family

It’s a modern retro which draws its lineage to the R90S

Good handling, torquey engine and great looks are its hallmark

TECHNICAL SPECIFICATIONS

PICTURE GALLERY

Here are tips on how to ride through flash floods (or deep water)

Cardinal rule is to go slow

Throttle control and a cool head applies

1. Stop and Inspect

2. Stand Up

3. Go Slow and Straight

4. Keep Moving

5. Exiting

6. Kill It!

Conclusion

The Pink October Charity Ride 2017 went off without a hitch today

The ride is in conjunction with October being the Breast Cancer Awareness Month

About 200 participants joined the ride

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