Wahid Ooi, Author at BikesRepublic.com

MOTORCYCLING’S TEN BIGGEST BUNGLES (PART 1)

TEN BIGGEST MOTORCYCLING BUNGLES (PART 1)

Mistakes don’t only happen on a personal capacity; it goes all the way to the corporate and national levels too. There are plenty of examples to cite in the history of motorcycling, but here are the ten biggest boos-boos.

1. MOTORCYCLE INFERNO
The UK’s National Motorcycle Museum at Bikenhill, Solihull, holds the largest collection of British motorcycles, totaling more than 850 bikes at the present day.

But in 2003, a fire broke out and destroyed three of the five exhibition halls. A group of people who were attending a conference at the grounds and museum staff had managed to rescue some 300 motorcycles, but a total of 380 exhibits were lost, among them the rarest and irreplaceable.

The museum has since been rebuilt at a cost of £20 million, including the installation of a £1.2 million sprinkler system. 150 destroyed and damaged motorcycles managed to be restored to showroom condition.

Cause of the fire? A worker who had gone outside for a smoking break threw a still burning cigarette butt into a pile of cardboards containing air-conditioner filters.

2. WIDOW MAKER
The Suzuki TL1000S was launched in 1997 as their answer to the Ducati 916’s domination.

A 90-degree V-Twin needed to have its forward cylinder placed near horizontal to put some weight on the front wheel. This, however, made the entire engine longer fore-and-aft. Engineers had to find a solution to maintain a short wheelbase short wheelbase for a quick-steering bike. The compromise is usually found by shortening the swingarm.

A longer swingarm is more ideal as it allows the rear to ride faster during acceleration. A shorter swingarm has the opposite effect of not rising fast enough, causing weight to transfer off the front tyre. As a result, the bike goes wide when power is applied in mid-corner, necessitating the rider to wait until the bike is almost upright and pointed at the corner exit before opening the throttle – a time-wasting process.

Suzuki was aware of this conundrum; hence in order to keep a longer swingarm while maintaining an overall shorter wheelbase, they worked with suspension specialists Kayaba and introduced a rotary damper. The rotary damper contained the functions of compression damping and rebound damping in one compact unit, removing the functions of the spring and shock absorber.

The TL1000S did well initially but then “problems” started to emerge from the UK.

The rotary damper seemed to have overheated quickly and was under-damped, which resulted in handling issues.

There were claims of tank-slappers which caused in at least one fatality, among a series of crashes. The TL1000S was soon dubbed a “widow maker.” Blame fell on the rotary damper. Suzuki decided to recall the bikes to retrofit steering dampers.

However, Suzuki went ahead and launched the fully-faired TL1000R the following year, still with the rotary damper. It was a beautiful bike but it somehow steered lazily and felt overweight.

The TL1000 series was cancelled six years later together with the rotary damper concept. That’s a shame because experienced riders maintained that the TL1000S was unstable due to its powerband, instead of a bungle with the rotary damper.

3. DOUBLE STROKE
A two-stroke produces power in every two complete piston strokes, as opposed to a four-stroke engine. Consequently, it (theoretically) produces twice the power compared to a four-stroke of the same capacity. Also, a two-stroke is lighter as it consists of fewer parts.

However, two-stroke engines are inherently filthy, as some of the unburnt fuel-air mixture seeps into the environment, in the form of the signature bluish-white smoke. The EPA and EU’s regulations on emissions were getting tougher all the time and the two-stroke’s existence was becoming endangered.

Bimota gambled (as they always did) by using fuel injection, featured in their first ever self-produced engine and introduced in the model called V-Due 500 (V-Two in Italian), in 1997. It was hailed as the 500cc GP racer with lights.

It was a Bermuda Triangle.

The V-Due’s powerband was narrower than a biscuit is thick, due to poor fuel-injection programming. The delivery was erratic at steady throttle openings, only to suddenly blast off at higher RPM’s.

If that’s not bad enough, it had the reliability of a politician. There were electrical faults, tendency to foul the sparkplugs, and piston and crank seizures (as the “2T” wasn’t premixed, instead pumped in like a 4-stroke engine’s oil).

For a bike that cost $30,000 in 1997.

Bimota began to accept returns and released the Evoluzione upgrade in 1998, binning the fuel injection for Dell’Orto carburetors. All of Bimota’s efforts were caught up in trying to make the V-Due work.

This was one bungle the already cash-strapped Bimota couldn’t handle. They went bankrupt in 1999.

4. I’VE A BAD FEELING ABOUT THIS
Surely there were times when we thought certain decision were the best, only to lament what may have been later.

In 2003, a TV production house had approached KTM to sponsor a couple of 950 Adventure and the logistics for a round-the-world mini-series called Long Way Round, starring superstar Ewan McGregor and his buddy Charley Boorman.

Incredibly, KTM passed up on the project, so the producers pitched the idea to BMW, instead, who jumped on it with glee. That acceptance translated to an unprecedented global awareness, besides new-found affinity to the BMW R 1200 GS.

“In an ideal world we would have loved to have supported them, but at the time we decided against it,” bemoaned a KTM spokesman of their biggest PR bungle.

5. THE (UGLY) DUCKLING
The Cagiva Group sold 51% of their shares in Ducati to the Texas Pacific Group (TPG), in 1996. Having acquired the MV Agusta brand in 1991, Cagiva decided to focus more on the legendary marque.

Massimo Tamburini, perhaps the greatest motorcycle designer who ever lived and father of the Ducati 916, went on to head the Cagiva Research Center (CRC) and produced the first MV Agusta F4 in 1998.

On the other side, South African Pierre Terblanche, who had designed the unique Ducati Supermoto racer, and later the ST2 and ST4 sport-tourers was put in charge of designing the Ducati 916’s replacement.

Unveiled in late-2002, it was the 999.

“La infamia!” screamed the Ducatisti who immediately set upon it with the passion of a lynch mob, despite being a better motorcycle to ride than the 916. Almost no one liked the design. It was said that the last units of the 996 in the UK outsold the 999.

As a result of the bungle, sales for Ducati’s superbikes slumped until Ducati debuted the 1098 in 2007. Penned by Giandrea Fabbro, it was seen as the “real” update to the 916.

TESTED: Triumph Street Scrambler – “Escapism”

TRIUMPH STREET SCRAMBLER
HOW TO ESCAPE THE DAILY DROLL

There are many war movies. There are also many motorcycle movies. Likewise, there are war movies with motorcycles in them.

But there is one particular movie which immortalized the motorcycle in a war setting. Not so much as an implement of war, but rather as a symbol of freedom, defiance, rebellion against insurmountable odds, way before a copywriter thought up Adidas’ Impossible Is Nothing tagline.

No, not Born To Ride starring duck-face-king Jon Stamos, ‘though it was a fun movie. And not Star Wars Episode VI: Return of the Jedi either.

We are talking about that 1963 classic, The Great Escape. You probably saw it coming.

The movie was an adaptation of Paul Brickhill’s book of the same name, which told of the first-hand account of a mass escape of POWs from the Nazi Stalag Luft III camp during WWII.

Entertainment values aside, we saw how much each man gave in the pursuit of freedom from oppression, with many ultimately paying the ultimate price. It’s a demonstration man’s indomitable spirit to be free – vanquishing walls, armed guards, machine guns, and barbed wires.

The most iconic scene was none other than of Steve McQueen’s character (stunt performed by Bud Ekins) jumping over the barbed wire fences on a Triumph TR6 Trophy, which was disguised as a BMW R75 for the movie.

I had just been bitten by the Street Triple RS bug. Fast was just a by-word for this naked sportbike. It was as agile as a 250cc, braked like it had retro rockets, flew through corners like a 125cc two-stroke racer, gripped as if the tyres were made of bubblegum. Out there, in the real world, it absolutely blew everything away. I’ve never had so much fun on a motorcycle before. And I never got over it.

Then just last week, Triumph Motorcycles Malaysia announced that their Penang branch was moving to a different location, hence an official launching was in store. Triumph Motorcycles Malaysia offered a few bikes for the ride up north, along with the RATPack (Riders Association of Triumph Motorcycles).

Still smarting from a broken heart after parting with the RS, I didn’t give much attention to which motorcycle I was assigned (Shhh… I was secretly hoping for the RS again). It turned out to be the Street Scrambler.

Arie handed over the key and said, “You’ll love this one, Bro!”

It sure looked pretty. But those two exhausts sticking out the side like cannons exuded attitude. Additionally, unlike the Street Twin, it had a 19-inch spoked front wheel, and knobbies (Metzeler Tourance adventure tyres, actually), fuel tank respendent in flaming Korosi Red. Instinct told me that although it was basically aStreet Twin, this one’s going to be naughty.

Interestingly, the Scrambler harks back to the TR6 Trophy, on which our intrepid hero jumped over the fences.

Anyway, I climbed on and the ribbed seat was truly comfortable. The handblebar felt higher and wider than the Street Twin’s. The footpegs were placed in a natural position. The ergonomics is definitely friendly to newer riders too.

The exhaust pipes were right beneath my right thigh. Keeping my machismo, I didn’t ask Arie if it gets hot.

I looked at the instrument cluster and it was the familiar face on the Street Twin’s. It may look simple but the LCD screen provided plenty of useful info, including fuel range (yay!).

The engine fired up without hesitation to the familiar irregular throb of a 270-degree crank. Just the right amount of vibration was allowed through but the bike felt alive.

First gear engaged with a clack but the action was positive, the hallmark of Triumph’s transmissions. I let out the clutch, gave it throttle and BROOOOAR it took off down the road! Whoa, boy!

Its handling was instantly apparent. The 19-inch wheel may need slightly more effort (due to the centrifugal force) to get it turned but it was flick-flick-flick once you’re committed. The suspension was well-sorted as it soaked up bumps and the “knobbies” didn’t induce vibrations. Triumph had reduced the swingarm by 50mm over its sibling, resulting in a fast turning bike.

We were supposed to congregate at the Rawang R&R at 6.30am on Saturday for the ride but I couldn’t make the time and left an hour later, planning to catch up at Sungai Perak before the convoy resumed.

While filling up at the Rawang R&R, I met a gentleman who was smitten by the Scrambler. As a pattern of what was to come, the questions were, “How does it handle?” “How fast can it do?” “How many cc’s?” and most of all, “Is that exhaust hot?” Everywhere I went, people would walk up and ask questions with, “That’s a nice bike,” as the prelude while ignoring the flashier, faster, modern bikes in the vicinity. They somehow looked disappointed when told it belongs to Triumph as a demo bike.

Having slept for only two hours, I decided to take it easy and droned along at the speed limit. It was during this time I discovered many things I’ve never noticed.

Over to my right was a mountain range. The early morning sunlight had just started kissing its slopes. Thick clouds caressed the tops intimately, as if jealous of the sunlight. On the left, well, it was just oil palm estates but it was only then I discovered that Dato’ Lee Chong Wei is the “Eco Ambassador” for a building materials company called Pentens. The morning air was cool and fresh, with which I filled lungsful of. I even flashed the “peace” sign at an AES camera (it didn’t fire).

I was in a state of zen. A huge group of Suzuki Belang 150 blew past on either side. I smiled. Solutions to deep-rooted problems started to filter in through the air, as I sang Raindrops Keep Falling on my Head to myself.

Remember the “nice bike routine”? It happened even riding! As I readied to overtake a car, my peripheral vision caught sight of this black MPV next to me in the right lane. I backed off to let it pass but it stayed put and matched my speed. I looked over to see two kids and a teenager snapping pictures on their phones. Their Mum gave me a thumbs up.

I kept on cruising, thighs far apart, arms stretched straight out. The engine was humming along, the wheels tracked perfectly over the bumps, until I passed Ipoh and started up the twisty section to the tunnel. Still minding my own business, Uncle Camry swept past two lanes directly into my path to round a curve, and braked 20 metres in front of me! He must’ve thought he was going wide.

A blast of throttle awoken the bike’s fat midrange and I slingshot past him. Speed picked up so quickly I had to push my buttocks back and crouch onto the tank. The bike charged through every turn like a naked sportbike (I kid you not!). A few corners up and I came across a group Triumph Tiger riders. I passed them on the outside of a turn and waved. Sorry guys, wasn’t trying to show off. To be fair, they had passengers and were being careful.

If the bike had felt stable when cruising straight up and down, it was disconcertingly stable when leaned fully over. Eh?

I split both lanes in the tunnel, horn blasting away. Traffic was backed up when I exited the tunnel, due to two trailers up ahead going I think I can, I think I can, side-by-side. Slicing in and out of the traffic, the brakes were super strong, despite having only a single 310mm disc gripped by a two-piston caliper up front. The forks didn’t dive all the way down when I gave the brake lever the grip of death, either.

I was now singing Turbo Love to the roar of the engine. Suddenly, there they were, those Belang riders. They stood no chance.

We fueled up at Sungai Perak R&R and continued on the trip. Man, those Tiger 800s were fast! I had to ride almost prone on the tank all the way to Juru just to keep up. Now all my misgivings about “classics” were blown away into the slipstream as the engine obliged without feeling like it wanted to go IED. Five speeds were enough, never needing me to row for the non-existent sixth gear. Windblast was surprisingly acceptable even at those speeds. I’m a highway starrrrr!!!

Reaching Prai, I gunned for the first Penang Bridge, when I should’ve turned onto the new one. All along the way, the locals thought they could teach an uncle on a “classic bike” some lessons. Hah! Hooligan mode on! Welcome to the jungle, we got fun and games!

Everywhere around Penang, other motorcyclists would crane their necks over for a good look of the Street Scrambler, and many asked the same set of questions.

Riding around Penang and later back in Kuala Lumpur also revealed how well the Street Scrambler is suited for the daily commute. There’s just power everywhere, allowing you to zap traffic with so much ease. No wonder, because maximum torque arrives at a low 2850 RPM while maximum horsepower is produced at 6000 RPM. That’s a mountain range of 3150 RPM separation between maximum torque and maximum horsepower, ensuring a flexible power delivery. It means you didn’t have to keep shifting gears while tackling the traffic. The exhausts made enough music to alert drivers, despite being stock.

Oh, before I forget, the Street Scrambler is equipped with Triumph Traction Control (TTC) and ABS that you could turn wither or both off for offroading. Triumph Malaysia had brought one for an offroad event at Mat Daling and it passed with flying colours.

And no, the high-level exhaust didn’t flambé my right thigh. It felt hot of course, but it wasn’t like touching an unprotected section of the exhaust pipe. In fact, the hot air from the radiator was hotter.

In conclusion, there are days or instances when a certain switch is flicked on and we want to go out and ride a certain way. On one day, we just want to carve canyons as Joe Rocket. The next day we just want to cruise and soak up the environment. Or camp in the jungle by riding offroad the next week. Commuting on a motorcycle on a daily basis, in the meantime. You certainly want a bike that’s pretty but not kitschy. Heck, you could even be Justin Bieber or Miley Cyrus (God forbid!) just for a day to cheese people off (God forbid X2). Or how about dressing up dapper? Or just go out there and get away for a while?

However, super-segmented machines could do only the one thing, two max, that it had been designed for. You can’t go offroad on an R1, can you? A cruiser can’t corner like a naked sportbike, can it?

What the Street Scrambler stands for is freedom. The freedom of choice on who you want to be, how you want to be, what you want to be. Free from constrictions, free from conventions, free from barbed wires. Escapism. Or rather, The Great Escape.

And you don’t have to be Steve McQueen.

TECHNICAL SPECIFICATIONS

ENGINE
Engine type	Liquid-cooled, 4-stroke, DOHC, 8-valves, 270-degree crank, parallel-Twin
Compression ratio	10.55 : 1
Bore X Stroke	84.6 mm X 80.0 mm
Displacement	900 cc
Fuel system	Multipoint sequential electronic fuel injection
Maximum power	54 bhp (40.5 kW) @ 6000 RPM
Maximum torque	80 Nm @ 2850 RPM

TRANSMISSION
Clutch	Wet, multiplate, assist
Gearbox	5-speed

CHASSIS
Front suspension	KYB 41mm telescopic forks, 120 mm travel
Rear suspension	KYB twin shocks, adjustable for preload, 120 mm travel
Front brakes	Single 310 mm disc, Nission two-piston caliper, ABS
Rear brake	Single 255 mm disc, Nissin two-piston floating caliper, ABS
ABS	Switchable on/off
Front tyre	100/90-19
Rear tyre	150/70-R17

FRAME & DIMENSIONS
Frame	Tubular steel cradle
Swingarm	Two-sided, tubular steel
Trail	109 mm
Rake	25.6 degrees
Wheelbase	1446 mm
Seat height	790 mm
Dry weight	206 kg
Fuel capacity	12 litres

All you need to know about the BMW G 310 R – Priced from RM 26,900

BMW G 310 R is finally here! – From RM 26,900
All-New BMW G 310 R to debut at BMW Motorrad GS Trophy Southeast Asia Qualifier 2017 this weekend.
Features all new 313cc, liquid-cooled, DOHC, 4-valve engine which produces 34 bhp.
BMW Motorrad claims the G 310 R weighs only 158.5 kg.

First introduced as a stunt bike in October 2015 in Brazil, the commercial version made its appearance in November 2015 at EICMA. Since then, the motorcycle community the world over, including here in Malaysia has been asking about its availability.

While having a single-cylinder, 313 cc engine, it’s not slated as a mere entry-level model. Instead, we see it as a premium, lightweight motorcycle that’s perfect for the daily commute and back road blasting – a bike which is pragmatic and versatile for the major portion of our Malaysian market and roads. Slap on some luggage and you’re ready to take it touring. Or shopping.

The newly developed engine is no slouch. Featuring liquid-cooling, dual overhead cams, four valves and electronic fuel injection, it punches out a healthy 34 bhp at 9,500 RPM and 28 Nm of torque at 7,500 RPM. That’s a 2,000 RPM separation between maximum torque and maximum horsepower, ensuring a flexible power delivery. Mated to a dry weight of only 158.5 kg, the G 310 R has the hallmarks of a lively ride.

BMW arrived at the 313 cc displacement through an 80 mm stroke and 62.1 mm bore. Yes, it’s a long-stroke motor – good for torque around town. But its most novel feature is the cylinder that is tilted backwards to position the intake tract to face the front.

The frame is tubular steel, robust and torsionally stiff. The front wheel is suspended by upside-down forks while the aluminium swingarm is connected directly by a spring strut.

A 2-channel ABS is standard on the G 310 R. The front is stopped by a single 300 mm disc, gripped by a radially mounted 4-piston caliper. The rear brake consists of a 2-piston caliper clamping a 240 mm disc.

As per BMW’s philosophy on environmental care, the G 310 R’s engine is mapped to the Euro 4 emissions standard, which includes a closed-loop 3-way catalytic converter. Fuel consumption is a frugal 3.3 litres per 100 kilometres.

Priced at an amazing RM 26,900.00 (with 6% GST and on the road, without insurance) the G 310 R will no doubt shake up the local market.

Watch this detailed video of the all-new BMW G310R here, or read our friend’s Sundeep’s review of the BMW G310R here. Sundeep flew to Australia to ride the bike, and he has a good word for the all-new baby beemer.

The All-New BMW G 310 R will be officially launched at the BMW Motorrad GS Trophy South East Asia Qualifier Malaysia and will be available at all authorised BMW Motorrad dealerships from the following week onwards.

So head over the Sepang International Motorcross Track to view and test ride the G 310 R this weekend!

BMW MOTORRAD LAUNCHING NEW BIKES AT GS TROPHY WEEKEND

BMW Motorrad Malaysia Unveils the All-New BMW G 310 R, the New BMW S 1000 R and BMW R 1200 GS Adventure at the BMW Motorrad GS Trophy 2017 South East Asia Qualifier Malaysia at the Sepang Motorcross Track

Road to the World’s Most Famous Amateur Enduro Motorcycle Challenge begins in Malaysia at the Sepang Motorcross Track.

BMW Motorrad Malaysia will introduce three new premium motorcycles – the All-New BMW G310R, the New BMW S1000R and the BMW R1200GS Adventure at the Malaysian leg of the BMW Motorrad GS Trophy 2017 South East Asia Qualifier over the weekend of Saturday, 12^th and Sunday, 13^th August 2017 at the Sepang Motorcross Track.

The world-class adventure motorcycle competition will also select one winner from 40 Malaysians who will be carrying the pride of the country alongside two other riders as part of a team representing South East Asia at the BMW Motorrad International GS Trophy competition in Mongolia next year.

The All-New BMW G 310 R – The BMW roadster under 500 cc.

One cylinder, low weight and featuring powerful dynamic performance, the All-New BMW G 310 R embodies the pure essence of a BMW roadster. Pragmatic in the best sense of the word, the premium motorcycle from BMW offers precisely what is needed for dynamic performance and comfort both in the city or out on the small roads.

Embodying the true concept of riding pleasure, the new roadster introduces a newly developed 313 cc liquid-cooled single-cylinder engine with four valves and two overhead camshafts together with electronic fuel injection. The capacity of 313 cc results from a bore of 80 millimetres and a stroke of 62.1 millimetres.

The striking feature of the engine is its backward-tilted cylinder in open-deck design with the cylinder head turned by 180 degrees, making it possible to position the intake tract at the front, viewed in the direction of travel. With an output of 25 kW (34 hp) at 9 500 rpm and a maximum torque of 28 Nm at 7 500 rpm, the engine of the new G 310 R is a very dynamic partner in conjunction with the low unladen weight of 158.5 kilograms.

In terms of suspension, the new G 310 R offers a torsionally stiff, highly robust tubular steel frame in grid structure with bolt-on rear frame. The front wheel suspension is taken care of by a solid upside-down fork while at the rear there is an aluminium swinging arm in conjunction with a spring strut that is mounted on it directly.

Like all BMW motorcycles, the new G 310 R is fitted with ABS as standard. It combines a powerful brake system with 2-channel ABS. At the front wheel, a single-disc brake with radially bolted 4-piston fixed caliper and a brake disc diameter of 300 millimetres ensures powerful and stable deceleration. At the rear, this function is performed by a 2-piston floating caliper in conjunction with a 240-millimetre brake disc. The G 310 R instrument cluster has a large liquid crystal display that offers excellent clarity and a wide range of information.

Personifying the bridge between BMW Motorrad’s past and BMW’s future-oriented engineering, the all-new BMW G 310 R has had its engine mapping redefined to meet the requirements of the EU4 pollutant class. Its fuel consumption stands at 3.3 litres per 100 kilometres. Concurrently, tank ventilation is improved with the introduction of a closed-loop 3-way catalytic converter.

The New BMW S 1000 R – The Dynamic Roadster Benchmark in the Segment.

The New BMW S 1000 R features the well-proven 999 cc in-line 4-cylinder engine. Having been adapted to meet all EU4 requirements, the new BMW Motorrad now has an output of 121 kW (165 hp) at 11 000 rpm (previously: 118 kW (160 hp) at 11 000 rpm), 3 kW (5 hp) higher than before, and weighs 2 kg less (previously 207 kg DIN unladen weight, now 205 kg DIN unladen weight). The permitted gross weight is still 407 kg, which means an increase in payload of two kilograms.

Further development of the engine has included an optimised intake and exhaust sound. In conjunction with the standard HP titanium rear silencer, the new S 1000 R now produces an even more potent sound.

The BMW S 1000 R now is made available in two new additional colours of Catalano Grey and Racing Red/Black Storm. Living up to BMW Motorrad’s future-oriented engineering, the dynamic roadster now weighs 205kg, which is 2kg lighter than its predecessor. This shed in weight arrives courtesy of the standard-fitted HP Titanium rear silencer. The New BMW S 1000 R now also features vibration-decoupled handlebars, which reduces the smallest vibrations being passed to the handlebar ends. This promotes better ride handling, comfort and pleasure.

For optimum adaptation to the rider’s personal preferences and area of use, the new S 1000 R now provides two riding modes as well as ASC (Automatic Stability Control) as standard features. With the riding modes “Rain” and “Road”, the S 1000 R can be adapted in power and torque delivery as well as in terms of the control response of the Race ABS and ASC to road surface conditions. This is a significant safety bonus when riding on changing surfaces in particular.

Vibration-decoupled handlebars ensure further increased comfort in the new S 1000 R. These effectively reduce vibrations from being passed onto the handlebar ends. The upper fork bridge was also newly designed in this connection.

The even more dynamic appearance of the new S 1000 R is reflected in a new colour concept comprising two colour schemes: Racing Red/Blackstorm and Catalano Grey. In Racing Red/Blackstorm, the new S 1000 R highlights its sporty, aggressive character, at the same time underscoring its leading position in terms of performance in the dynamic roadster segment. The Catalano Grey colour, meanwhile, gives the new S 1000 R a particularly powerful and potent appearance, interpreting the combination of technology and dynamic performance in a strikingly masculine way.

The New BMW R 1200 GS Adventure – More Supremacy on All Terrain.

Much like all the BMW Motorrad models which features the liquid cooled boxer engines, the New BMW R 1200 GS Adventure has also been developed with a judder damper on the transmission output shaft. The new feature includes a revised selector drum actuator, transmission shafts and transmission shaft bearing as well as an OBD indicator lamp in the cockpit.

For the first time, the “Triple Black” – the special version of the BMW R 1200 GS has established its own tradition and the name says it all. BMW Motorrad Malaysia is responding to a wish expressed by many customers by bringing out this impressive travel enduro in a virtually all-black finish.

The central fuel tank cover, storage compartment lid and front mudguard in Blackstorm together with fuel tank side panels in Dark Slate give the legendary travel enduro a strikingly masculine look. Powerful technical accentuations are provided by the front and rear frame in Agate Grey in combination with the black engine, gearbox and swinging arm.

A new black seat with striking GS embossment on the passenger section rounds off the striking appearance of the new R 1200 GS “Triple Black”.

BMW Motorrad GS Trophy South East Asia Qualifier Malaysia

Over the weekend of Saturday, 12^th and Sunday, 13^th August 2017, BMW Motorrad Malaysia is inviting the public to the Sepang Motorcross Track to witness the ultimate enduro riding competition to select the Malaysian representative at the BMW Motorrad International GS Trophy competition in Mongolia in 2018.

The competition will also feature six participants from Singapore who will compete for three places at the BMW Motorrad GS Qualifying rounds in Thailand next month.

A selection of motorcycles from BMW Motorrad Malaysia will also be available to for test ride throughout the event.

The revised prices (on the road without insurance, inclusive of 6% GST) of the new BMW Motorrad motorcycles are:

BMW G 310 R                         –                       RM 26,900.00
BMW S 1000 R –                       RM 92,900.00
BMW R 1200 GS Adventure –                       RM 116,900.00

Attention Kawasaki Versys-X owners, change your rear light now!

Notification from Kawasaki Motors (Malaysia) Sdn Bhd on the Kawasaki Versys-X replacement for the rear light or socket assembly.

The rear light or brake light socket assembly has been found to become loose due to riding vibrations.

The vibrations may cause the tail or brake light to not light up which can effect overall riding visibility to other road users.

Kawasaki Motors (Malaysia) Sdn. Bhd. has announced a proactive recall program of Versys-X 250 for replacement of the rear light or brake light socket assembly. Kawasaki had found that the tail or brake light may become loose by the riding vibration and will may cause the tail or brake light to not light up. (more…)

TRIUMPH MOTORCYCLES PENANG LAUNCH DINNER PARTY

We reported earlier that Triumph Motorcycles Malaysia has launched the new Triumph Motorcycles Penang’s showroom on Saturday, 5^th August 2017.

Here’s a quick rehash.

The day saw the arrival of the members of the RATPack (Riders Association of Triumph Motorcycles). The riders came from different locations and have congregated at a single location before arriving in a large convoy.

Activities included the Triumph Try-Days motorcycle test ride event, in which the members of the RATPack, riders of other makes, and the general public signed up to take the Triumph of their dreams out for a spin.

The Shell Advance “Outride Anything” roadshow was also running during the daytime. Lucky visitors stood the chance to win tickets to the 2017 Malaysian MotoGP, besides other great prizes such as Shark helmets, and the opportunity to test their skills on a MotoGP simulator and elbow down standee.

The RATPack members were given the free time to roam as they wished. Many went around the beautiful island of Penang to enjoy the sights and especially the food. Everyone regrouped at hotel afterwards to check in at 3pm. From then on, it was still more Free & Easy time until 7pm when they rode back to the showroom for dinner and entertainment.

The sight of lambs being roasted and white smoke tinged with the spicy-sweet aroma of satay greeted the riders as they pulled into the compound. Everyone was hungry from their long rides earlier in the day.

Triumph Motorcycles Malaysia served BBQ lamb, satay, nasi dalca, specialty mi goreng and ais kacang. No one went back hungry, to put it mildly. We overheard funny conversations such as … I need to look for a 7-Eleven to buy Eno; …Oh my poor bike’s suspension; …Cholesterol? Who cares?!

Attendees were entertained by an amazing blues band consisting of a father and his daughter.

It was wonderful to see people mixing together, having a great time, forming new acquaintances or catching up with long-time-no-see buddies; transcending walks of life, gender, religious and racial background.

Non-Triumph motorcycle groups and the general public, including big wigs of the Penang motorcycle industry also made their way to the dinner. They were visibly enthralled at not only seeing Triumph motorcycles up close for the first time, but also how the RATPack riders conducted themselves as a friendly, peaceful, self-respecting, yet fun-loving family.

Two sessions of lucky draws were held for the public and RATPack. Some amazing prizes were handed out. To makes things fun, Triumph Malaysia threw in a plot twist to the usual affair. First, three to four names were picked out from a box. Next, they had to answer a few Triumph-related questions. And finally, the winner was decided via an “aural vote” through the cheers of the crowd.

Grand prize for the public category was the unique opportunity to “own” a Triumph of the winner’s picking for a week. As the aural vote was deemed as equal for two final contestants, it went to the tried and true tie-breaker: Paper, rocks and scissors. The winner finally emerged and he wishes for a “sport model.” It turned out that he is currently riding a Kawasaki ZX-9R.

The prizes for the RATPack included major, minor and oil service packages, but the Grand Prize had everyone salivating as it was an Arrow exhaust slip-on canister.

Among the prize givers was Keith Scully, the boisterous and happy-go-lucky representative of the Northern RATPack, and Triumph Motorcycles Malaysia’s Managing Director, Dato’ Razak Malique Al-Hussein.

In his speech, Dato’ Malique thanked Triumph Motorcycles Malaysia’s supporters for the tremendous growth. Triumph’s business as a group had been growing year-upon-year, racking up successive record breaking sales figures, including a 100% increase in 2015. Dato’ Malique is confident that they will still grow by a further 10%, in spite of the current soft economy.

However, exponential growth is of no use if it couldn’t be backed up by a comprehensive and meaningful aftersales support.

He also mentioned that Triumph Malaysia had been looking to move the Penang showroom to a bigger premise for some time but couldn’t locate a suitable spot or the rest were just too expensive to be of effective use. In the end, it was through Michael Sak, a popular figure among the RATPack who found the premises, because his house was just a kilometre away.

With the new premise up and running, Dato’ Malique assured Triumph’s owners that it was done to provide better facilities to them. The new showroom features a new workshop, spaces for bikers to lepak (chillax) and large compound for parking.

So although the exhaust note of the last motorcycle had faded into the night yesterday, we are confident that this new showroom will continue to reverberate to the roar of the English Twins and Triples for many generations to come.

TRIUMPH PENANG’S NEW SHOWROOM LAUNCH

Triumph Motorcycles Malaysia has been expanding aggressively for the past few years, growing from strength to strength to being one of the most popular brands in Malaysia.

To cater to their ever growing family of customers, Triumph Motorcycles Malaysia has readied their new Penang showroom for the official launch later tonight.

This auspicious event also sees Triumph Motorcycles Malaysia organizing their splendidly successful “Triumph Try-Days” activity, in which the public is given the opportunity to sample Triumph’s wonderful line of motorcycles.

Triumph Try-Days is still running at the time of this post until 5.00pm today (5^th August 2017), so hurry.

The launch will be graced by the RATPack, Riders Association of Triumph Motorcycles, who had ridden to Penang from all over Malaysia, to lend their support on this significant occasion.

Running simultaneously with the Triumph event is Shell Advance Outride Anything roadshow. Visitors stand the chance to win tickets to the 2017 Shell Advance Malaysian MotoGP, besides other gifts and prizes from Shell, such as Shark helmets.

The public will get the chance to sample how MotoGP riders feel when they “elbow” down in a corner on the Triumph Daytona 675R pop-up bike, besides lapping the Sepang International Circuit on a MotoGP simulator.

Triumph Motorcycles Penang’s new showroom is situated at:
16, Jalan Sultan Azlan Shah, Minden Heights
11700 Gelugor
Pulau Pinang.
Tel: 04-658 3007
FB: https://www.facebook.com/fastbikespenang

WHAT DRIVING SCHOOLS DON’T TEACH

AND WHAT WE SHOULD LEARN

I could clearly remember my first visit to a driving school to obtain my riding license. We had to sit through a class which started with videos of accidents, before the “lecturer” walked in to introduce us to the traffic codes (called undang-undang) of obeying traffic signs, some theories on safe riding. There were of course lectures on the basic skills of operating a motorcycle.

A computerized test of how much we could memorize the undang-undang followed in the next session. Passing the test mean that we could move on to “Practical” where we were taught how to ride a motorcycle. No, we weren’t taught the skills necessary to operate a motorcycle, instead we were made to rehearse procedures that we may pass and obtain our licenses.

By now, every student was so eager to get on with riding that we had forgotten every single point taught in that class.

The instructions were, “Go on top of this ‘bridge’ (a raised section about 30cm wide) and past those cones. Do the figure-eight, then head down there and turn back for the braking test. If the bike comes off the ‘bridge,’ you fail,” and so forth. And just before he ducked away for cigarettes and coffee, he said, “Come for four more sessions and you may attend your tests.”

The instructor came back (much) later, stood beside the track and barked orders like, “Use only first gear, don’t touch the front brake(!), don’t put your foot down,” etc., etc. But why?

Needless to say, I was overwhelmed when I finally obtained my license and hit the roads for the first time. I didn’t know what to do. Riding 5kms to Komtar was felt like riding 100kms through ISIL-held territory. Well, I guess you may feel the same thing too, so here are the Top 10 Things A Riding School Doesn’t Teach.

We’re not apportioning 100% blame on the driving schools. Had they been required to teach every single topic about riding to a neophyte, it’ll probably take at least 6 months. So the onus falls on us as motorcycle owners to learn more. Besides, part of the fun of riding is learning to ride better.

1. BASICS OF RIDING A MOTORCYCLE
The correct method of steering, called countersteering isn’t taught at all schools, except for the possibility of only Arinah in Kuala Terengganu. And there’s still throttle control, vision, body positioning and braking to learn.

As riders, we need to critique our own riding, dissect it, learn, understand and apply to become better riders. Repeat. Even MotoGP champs never stop practicing to improve, so should we?

However, while it’s good that we continue learning, there’s no better way than being completely honest with ourselves by enrolling in an advanced riding school, such as Progressive Track Day (PTD) and Most Fun Gym (operated by Malaysian GP legend Oh Kah Beng). Dirt biking is a great way to learn the intricacies on handling a motorcycle correctly.

2. SUSPENSION ADJUSTMENTS
Suspension technology has come a long way from when it was a black art. Even a midrange bike has been provided with reasonably good suspension and some ability to be tuned.

The answer usually lies in the Owner’s Manual. Or just search for the myriad of articles on suspension adjustment on the internet.

But first, do learn about what each parameter – such as preload, compression damping, rebound damping – does before going ahead with playing with the clickers on your bike’s suspension.

There are certain bikes with electronically-controlled suspension these days, and they’re pretty much idiot proof. Still, better to know the basics, because you’d then know what to look out for.

3. SETTING UP TRACTION CONTROL/ABS/RIDE MODES
I believe most of us already know which mode to select depending on riding preference, weather, and road conditions.

Yet, believe it or not, I’ve met owners who had set the wrong Ride Mode for the wrong situation. For example, I once met a guy who had set his S 1000 RR’s Ride Mode to SLICK, on which he commuted on a daily basis, without knowing what it actually meant on his half-worn SuperCorsas.

There are also those who pride themselves on a false sense of bravado by turning their ABS or Traction Control off on the streets. Yes, it ultimately boils down to rider’s preference, but these guys blindingly believe that their bikes go much faster by being set so for all traffic, weather and road conditions. And oh, they’ve never been to the track either.

Our recommendation is to keep TC and ABS on at all times on the streets. Don’t ask us how we found out.

4. RIDING IN TRICKY CONDITIONS
Riding in the rain and over slippery roads shouldn’t come as a fear to riders. Taken positively, the challenge of switching to a different riding style makes it fun.

Personally, I love riding in the rain as I could discover how my tires and bike feel when the tyres do break traction. Confidence should increase in actual fact, simply because you’ve discovered the limitations.

Learning to push the limit by yourself could become a dangerous proposition on the streets. Again, enroll in a riding school. Similarly, this is where motorcross and dirt-riding training becomes crucial.

5. MOTORCYCLE MAINTENANCE
The basics were demonstrated but never fully delved into.

Besides the customary oil change and tyre replacement, motorcycle owners should be inculcated with the desire to know more about their own machines.

Motorcyclists should be diligent in referring to their motorcycles’ service intervals in the Owner’s Manual. Too many times have we’ve seen totally black brake fluid, unchanged fork oil and chains encased in gunk.

6. BRINGING EXTRA TOOLS
So your bike broke down and you fished out the tool pouch. Has any motorcycle owner found a complete set of tools under his seat? In fact, there are manufacturers who don’t even provide a tool kit at all.

The tool kit included with your bike is woefully inadequate to say the least, so a rider should always include a few more important items (depending on the size of your under-seat space, such as:

Slotted and Phillips screwdrivers of two more sizes. Also, do get those that are magnetized; they’re super handy when extracting a dropped fastener.
A set of hex and Torx keys each.
A set of sockets, preferably including a ratchet handle.
Zip ties, for parts that’ve loose or fallen off.
Duct tape. The universal repairer/lifesaver.
A small can of penetrant spray to loosen up parts that are stubborn or stuck.
A small can of chain lube.
Tire puncture repair kit.
Tire pressure gauge.
A small flashlight.

7. ROADSIDE REPAIRS
This correlates with motorcycle maintenance and the tools you carry.

Modern motorcycles are generally reliable and there are very few cases of mechanical breakdowns. Tire punctures are common on the other hand; and so are crashes and low-speed tip-overs, causing snapped or bent levers.

Do NOT take this for granted. We’ve actually encountered flat tires on brand new test bikes on numerous occasions.

That is why one should always ride prepared. Repair techniques and tips are not usually covered in the Owner’s manual, so do check out the many articles and videos.

8. PUSH/BUMP STARTING YOUR BIKE
There are various reasons why your bike may not start. But before you decide to call the tow truck, you may attempt to push start it.

Put the bike into gear and hold the clutch, push it to a jog, then jump onto the seat and release the clutch simultaneously. You should immediately pull in the clutch lever as soon as the engine catches, to avoid the bike blasting off from underneath you. Give the throttle a few blips and ride off.

Or just get your buddies to push while you’re in the seat. Hehe.

9. Planning for a Tour
Servicing your motorcycle and checking the functions of the motorcycle is taught at driving schools, but we’re left to our own devices in preparing ourselves mentally and logistically for a long-distance tour.

If you’re riding in a group, chances are the leader will brief the group on the rendezvous points and other details. But you should always prepare yourself by looking up the route, preferably on the night prior to the ride. This way, you avoid being surprised by what you may find or get separated from the group.

If you’re riding alone, plan out your route and stops for fuel, rest and refreshment. Watch what you consume as certain drinks and foods may affect your stamina and concentration during your ride.

Apart from that, read up on articles on how to pack your luggage (whether it’s a backpack or motorcycle luggage system). This may sound silly, but having to dig out all your clothing to get to your wallet or passport under the hot sun or rain isn’t pleasant.

10. STUDYING YOUR OWNER’S MANUAL
Your motorcycle’s Owner’s Manual contains a treasure throve of information. Again, what we’re saying here may sound redundant, but hardly any motorcycle owner bothered to flip through their Owner’s Manual. Even if you’ve ridden every single motorcycle for the last 30 years.

You should take a peek at the contents page at the very least.

GIVI MEDIA RIDE 2017

GIVI Malaysia organized the Media Ride as a sign of appreciation to the media.

The ride is also a direct approach for the Media to experience GIVI’s products first-hand.

This year’s ride’s destination was Port Dickson.

It’s the tangible experience that translates into what constitutes a great impression or the proof of a product’s efficacy. Seeing something on the internet may be inspiring, but there’s no beating the sensations and emotions of being actually there.

Take for example, GIVI’s annual international adventure rides. Worldwide dealers of the Italian brand have ridden through exotic landscapes such as Dakar, Patagonia, South Africa, Colombia and soon parts of Indochina this year. Of course the pictures, videos and articles convey a sense of wonderment, but the real experience of riding along wind swept coastal cliffs, squirming through tough offroad sections, seeing the local cultures, could never be fully described. I was there with GIVI in the 2015 GIVI Wilderness Adventure in South Africa and it had been my most unforgettable experience!

The same goes for products, especially those that are meant to be tough. Like GIVI’s. The international adventures serve as rolling laboratories to review the integrity of existing products, while testing those under development, in real-world scenarios.

That concept is not lost upon GIVI MALAYSIA.

GIVI MALAYSIA had organized the GIVI Media Ride 2017 on the 25th to 26th July, starting from GIVI Point at Jalan Ipoh to The Thistle Hotel, Port Dickson.

It was a great opportunity to ride alongside GIVI personnel, which included the top guns. GIVI had also supplied each participant with a yet-to-be-launched E32 “BOLD” top box complete with the mounting and rack system, M50.2 TURISMO full-face helmet (dubbed Head Protection System or HPS by GIVI), the top-of-the-range PRS01.AX rain suit, and the new model RWB02 waterproof waist pouch.

We were pleasantly honoured to discover that we were the first ever 41 riders to use the 32-litre E32 BOLD box. It already looked great the first time we laid eyes on it, as it was designed to be err… boxier (no pun intended) in the vein of the popular E43 MULEBOX which was launched last year. Although the E43 MULEBOX was intended for bigger bikes, GIVI found (unexpected) success with many kapchai owners who installed them, inspiring GIVI to design the “E32 mini-MULEBOX,” as I called it. Similarly, the E32 features a silver accent panel and chrome GIVI logo for a luxurious (read: expensive) look.

And hey, it looked great on my Kawasaki ER-6f.

Having a hard box on your bike is definitely a luxury, as we chucked our luggage and gear in there and saved us the neck ache of having to lug them over a long trip. Besides that, it was the best place to store the rain suit, because unless you ride a scooter, there’s no accomodation for it under the seat of your big bike or kapchai.

The morning had started out sunny and hot, but as if to prove a prophecy, it started to rain just before the convoy started. The rain then moved on to another location, but we were advised to just wear the rain suit anyway.

We were flagged off soon after a safety briefing by En. Ismadi Ishak and K.K. The big bike riders, including me, shepherded the smaller bikes at speeds not exceeding 100 km/h.

We first stopped at the Petronas Solaris, Serdang station to top off our tanks, before stopping again at the Seremban R&R.

That’s when the rain caught up to us. It just came down like a God-scaled ice-bucket challenge, triggering a mad scramble for shelter under the roof of the Shell petrol station. Now, anyone who had not already donned the rain suit pulled it on in a hurry.

So, just like the GIVI Adventure rides, we received an unprecedented product testing session. The rain became heavier further down the highway towards the Seremban-PD Highway. The rain blasted against our helmets, rain suits and the box. Visibility dropped like cement shoes and we could barely make out the traffic in front. And you get car drivers who refused to turn on their headlights despite the conditions…

We reached the Seremban-PD intersection at last, where the rain began to recede and eventually stopped. With the exception of one motorcycle which its sparkplug found out that it couldn’t combust water, everyone got there safely.

We continued to the Eagle Ranch Resort for lunch.

We were all dry under the rain suit and best of all reassuringly, all our gear in the box was totally dry too. While I didn’t utilize the waist pouch, those who did reported that their most valuable belongings such as wallets, phones and especially cigarettes stayed dry, too. The insides of the helmet stayed mostly dry too, surprising considering the amount of rain!

We trudged into the eating hall in soggy shoes (I should’ve purchased the rain boots in GIVI Point!), where we soon joined by a party of Taiwanese visitors who were in town to compete in a kung-fu competition!

GIVI had organised a fun activity after lunch. We got to race each other on go-karts! Even the GIVI bigwigs and staff joined in. In a world where we’re fed bad news everyday, I’ve never seen such a collective of smiling faces and laughs and giggles. Well done!

It was time to leave the Eagle Ranch and check in to our hotel, The Thistle.

The Thistle was a luxurious hotel, boasting the best swimming pool at Port Dickson. Even the kiddy pool was awesome. We were introduced to and given a tour of GIVI’s event bus (I bet AC/DC would love it as their tour bus), which functions as a corporate suite and racebike transporter during Cub Prix race events. Juliah Loh explained that this was the place where many important deals were made.

We were then given free time until 6pm, before GIVI started their Press Conference. Participants took the opportunity to freshen up, went exploring, experience the pool, or basically just slept for a couple of hours.

At the Press Conference, GIVI Malaysia had set up displays of their latest products, including a couple of “replica” helmets. One had the livery of the Yuzy Racing Team, which GIVI Malaysia has worked with for many years and another painted to the colours of the LCR Honda MotoGP team. We also got a view of the vast models of and types of boxes, besides the all-important rain gear, as we’ve experienced earlier in the day.

The conference was handled expertly by Mr. Joseph Perucca, Overseas Operation Director of GIVI; Mr. On Hai Swee, Managing Director of GIVI Malaysia; and Cik Rozaida Ahmad Zaki, the designer of E32 BOLD and E43 MULEBOX (among others). These guys really do know their products, their segment of the market and the overall market so well. But even more awe-inspiring was their total commitment to quality and innovation.

There was so much useful information for us and GIVI customers to live on. GIVI hadn’t continued growing all these years by producing crappy products, to put it bluntly. All were well researched and have been made to last. (More on this in another section.)

We then adjourned to a wonderful BBQ dinner at the side of (another) pool. Another round of chit-chat ensued.

We checked out the next day and headed our own way home, elated to own the convenience of a GIVI top box and experiencing the comfort of the M50.2 TURISMO helmet.

Thank you again GIVI MALAYSIA management and staff for an awesome event. We had lots of fun and learned many new things.

Stay tuned for the transcribe of the Press Conference and individual product reviews!

BIKE NATION IS NEW HUSQVARNA DEALER – BIKES REPUBLIC

BIKE NATION appointed as an authorised dealer for Husqvarna Motorcycles

Bike Nation will operate a Husqvarna 3S Centre

Dealership to be headed by Tan Tee Heng

Supermoto and off-road motorcycles specialist center, BIKE NATION SDN. BHD, has been appointed as an authorised dealer for Husqvarna Motorcycles. The appointment was made by the official importer and distributor of Husqvarna Motorcycles for Malaysia, Premium World Motorsports Sdn. Bhd. Husqvarna Motorcycles or popularly known as Husky or Huskies is made up by a range of premium off-road and motocross motorcycles originating from Sweden.

BIKE NATION’s existing showroom and service center located in Dataran Mentari, Bandar Sunway will now double as its Husqvarna 3S center. The sales and management front will be led by retired road and motocross racer, Tan Tee Heng or better known as Ah Heng among seasoned bikers. Tan believes that Husqvarna’s impressive heritage since 1903 and its long running success in the off-road racing scene has substantial following in Malaysia.

“Husqvarna has a history of winning motocross championships since 1950s and is still raking in podiums finishes with star riders like Graham Jarvis and Max Nagl. Husqvarna has specialty products for the various disciplines of dirt riding, namely motocross, enduro and supermoto,” said Tan, who was the 1983 and 1984 Shell 4-Hours Endurance Race champion.

After-sales service and performance products upgrades are without a doubt on the menu for Husqvarna Motorcycles at BIKE NATION. The service personnel at Bike Nation have garnered vast experience handling Husqvarna Motorcycles from their involvement in local and regional Supermoto racing series.

“We have the 3P at the after-sales department for Husqvarna Motorcycles – Personnel, Parts and Performance upgrades. And for riders who wish to compete in racing series, BIKE NATION also provides racing services,” added Tan.

BIKE NATION has played an important role in the development of the Malaysian Supermoto Championship. As the organiser and promoter of the supermoto race, BIKE NATION has nurtured the series from 2012 to 2014 which gained traction among supermoto racers and fans around the region.

This Malaysian Supermoto Championship has since developed into the internationally acclaimed FIM Asia Supermoto Championship. The FIM Asia Supermoto Championship has been organised and promoted by associate company ASG (Asia Supersports Group) since 2013. BIKE NATION still plays an important role as an event partner to the championship.

BIKE NATION is located at 18, Jalan PJS 8/17, Dataran Mentari, Sunway, Petaling Jaya and Tan is contactable directly at 0193535222. The showroom is open Mondays to Saturdays from 9.30am to 6pm.

Products, services and other activities at BIKE NATION are also updated on its official Facebook fanpage: www.facebook.com/bikenationmalaysia

The ready stock of Husqvarna’s Enduro, Motocross and Supermoto variants at BIKE NATION and its retail pricing are listed below.

2016 FE250 -RM34,500
2016 FE350 -RM39,000
2016 FC250 -RM31,000
2017 FC250 -RM37,500
2017 FC350 -RM39,500
2017 FC450 -RM41,500
2017 FE250 -RM41,500
2017 FE350 -RM46,500
2017 FE450 -RM47,500
2017 TE250 -RM37,800
2017 TE300 -RM45,500
2017 TX300 -RM45,500
2018 FS450 -RM55,800
2016 FS701 -RN48,000

(Note: Prices are inclusive of 6%GST but exclusive of insurance and registration fees where applicable)

KAWASAKI NINJA 650, Z650 POPULAR IN US AND EU

Accessibility to wide range of riders, ability to fulfill many roles, stylish and fun are cited as main reasons.

Updates make the Kawasaki Ninnja 650 and Z650 more agile and smoother to ride.

Both motorcycles are new from the ground up.

For many years from 2009 to 2015, three models of midrange large capacity motorcycles ruled the Malaysian streets. The Kawasaki ER-6f, ER-6n and Versys 650. (We’re leaving the Versys 650 out of this article, however.)

There are many factors contributing to their popularity. The fully-faired ER-6f looked sporty, while the naked ER-6n looked “fierce”. But since they were built around a common platform of engine, frame and chassis, they shared common traits among them: A torquey and tractable engine, street tuned suspension, easy handling, good brakes, and upright seating position. They were both easy to cut through traffic and haul luggage on long rides. They became the bikes that a rider could do everything with them. Topping off those endearing features was the affordable price, since they were the first CKD big bikes.

Both bikes were ideal for beginners, commuters, weekend riders, riders who returned to motorcycling, veterans and there were those who took it down to the track. It was the most popular model for club racers in the United States.

So popular was the ER series that even Malaysian riding schools started using them as bikes for newbie training and “Full B” license exams.

One could hear the distinctive exhaust note, resulting from a unique 180-degree crank, anywhere. The engine was a simple, liquid-cooled, DOHC, eight-valves, fuel-injected, 649cc, parallel-Twin. It pumped out a healthy 71 bhp and between 66 Nm (2006 to 2011) and 64 Nm (2012-2016) of torque.

And I do not want to hear about “reliability issues.” My 2011 ER-6f has covered nearly 100,000 km without a single engine problem, valve adjustment or rebuild. I ride my bike very hard, day in, day out. In fact, ER-6 engines went on to power flat track racing in America to a high level of success. Click here for the articles.

EVOLUTION
The ER-6 variants (called Ninja 650R in some countries) made their debut in 2006. The second generation ER-6 made their appearances in 2009 to 2011, before being superseded by the third generation from 2012 to 2016.

There were only major exterior and internal mechanical changes between 2006 to 2011. The 2012 ER-6’s signified many changes including styling, stepped seats, a bigger fuel tank capacity, a new frame, and suspension with added travel. The ER-6f now looked even sharper and sportier, while the ER-6n looked muscular.

The engine was left almost untouched except for a small reduction in compression ratio. Spent gasses was pumped through a revised exhaust system. A new engine management mapping was tuned to spread torque further down the engine range, which lowered the peak power slightly. Kawasaki also debuted the ECO indicator in the LCD.

Since I own a 2011 model, I had felt that the 2012 version represented the peak of the ER-6 model evolution, when I tested both the –f and –n versions. Power was delivered smoother, the seats were comfier and most of all, it handled way better and was more stable than my own bike. It started right up every time and never once coughed through the throttle bodies.

Then Kawasaki took the covers off the 2017 models. Oh boy.

Kawasaki has dropped the ER-6 name. The fully-faired version is now called the Ninja 650, aligning it as one universal designation. The naked version, on the other hand, is called the Z650, and inducted into Kawasaki’s family of naked bikes. Both the Ninja 650 and Z650 share the same engine and chassis components.

We had expected only cosmetic changes but it turned out otherwise, because Kawasaki had gone ahead to totally update an already great format.

STYLING
The Kawasaki Ninja 650 now looked almost exactly like the company’s range-topping ZX-10R superbike, especially when decked out in the special-edition KRT colour scheme. Those headlights have gone “raptor-like” and the fairing wraps tightly around the body.

However, as sporty as the Ninja 650 may look, Kawasaki has wisely designed the ergonomics to be friendly to a broad spectrum of riders. The handlebars are set high and slightly forward, the rider’s seat is low (790mm seat height), and the levers are 5-way adjustable.

A new multifunction instrument panel is installed which includes a much-welcomed gear position indicator, shift light, and ECO indicator. The tach needle changes colour from white to pink to red as it swings up.

The Kawasaki Z650, meanwhile, has been given the Kawaski Sugomi (“sugomi” means “awesomeness” in Japanese) design treatment for a distinctively organic look. Kawasaki explained that they see the Z650’s stance as that of a black panther stalking its prey, in a crouched stance, with its head low and tail upswept.

A naked sportbike has to look fierce and that’s a great inspiration.

Unlike the Ninja 650, however, the instrument panel has a different design in order to fit behind that “flyscreen.” The tach is stacked on top of the LCD display, with the gear position indicator in the middle. The tach needle flashes at the rider’s preset rev limit.

The Z650 shares the same architecture as the Ninja 650 (more on this below), and as such it has the same seat height of 790 mm.

ENGINE
Kawasaki reengineered the familiar parallel-Twin engine to feature new cam profiles to reduce valve overlap duration (for better low-down and midrange torque); smaller, 36mm throttle bodies for smoother and precise throttle response; and a new exhaust system. These changes collectively result in a broader torque curve to provide the rider with power anywhere (in the rev range) at anytime it’s called upon.

Any previous ER-6 owner, myself included, could tell you that the engine’s strong back torque (engine braking) could sometimes impede smoother cornering transitions (as you’re dragged back by heavy engine braking, which causes the bike to loose speed, followed by instability and the reluctance to turn, ultimately resulting in the rider losing confidence), besides encountering rear wheel hop (or even skid) if we downshifted too aggressively.

Kawasaki countered this by adding an assist and slipper clutch. The slipper function is a nice addition, allowing for smoother corner entries and eliminating wheel hop. The assist function provides easier gear upshifting, by using cams that function as a servo mechanism which pulls on the clutch hub and and operating plate together, to compress the clutch plates.

FRAME AND CHASSIS
Kawasaki has also given the new 650’s a new trellis steel frame, which is 15 kg lighter than its predecessor – contributing to a light 193 kg and 187 kg overall weight for the Ninja 650 and Z650, respectively. The sections are made as straight as possible to tune the frame for shock and load dispersion. Rake is at a sporty 24-degrees.

Moving downwards, the old ER-6 (and Versys) mounted their rear shocks on the right side of the motorcycle, connecting the frame and swingarm directly without a link. Adjusting the shock’s preload couldn’t be easier, but there are riders who complained of cornering imbalance. (Although this is subjective, as many motorcycles utilize this solution.)

The Ninja 650 and Z650’s new shock is now mounted in a horizontal back-link format for a more progressive action. But instead of having the part of the shock and linkage underneath the swingarm, they are positioned on top. This also ensures the components are moved away from the engine’s heat. The swingarm is now a curved unit.

BRAKES
Braking is handled by a pair of dual-piston Nissin calipers gripping 300mm petal discs up front, while the rear is stopped by a single-piston caliper gripping on a 220mm petal disc. ABS is standard on both ends.

If a motorcycle is the sum of all its parts, then the it’s easy to see why the Ninja 650 and Z650 is enjoying overwhelming success in America ad Europe. The answers are: Easy to approach, practical, economical, stylish while still being able to provide an exhilarating ride for both new and experienced riders.

Plus the price. An unbeatable value.

Pictures by Kawasaki Motors Malaysia and Sep Irran

TECHNICAL SPECIFICATIONS

Engine type	Liquid-cooled, 4-stroke, DOHC, 8-valves, parallel-Twin
Compression ratio	10.8 : 1
Bore X Stroke	83.0 mm X 60.0 mm
Displacement	649 cc
Fuel system	Fuel injection, 38 mm throttle body with dual throttle valves
Maximum power	67.3 bhp (50.2 kW) @ 8000 RPM
Maximum torque	65.7 Nm @ 6500 RPM

CHASSIS
Front suspension	41 mm telescopic forks
Rear suspension	Horizontal Back-link, adjustable for preload
Front brakes	Dual semi-floating 300 mm petal discs, two-piston calipers
Rear brake	Single 220 mm petal disc, single-piston caliper

FRAME & DIMENSIONS
Frame	Trellis, high-tensile steel
Trail	100 mm
Front wheel travel	125 mm
Rear wheel travel	130 mm
Wheelbase	1410 mm
Ground clearance	130mm
Seat height	790 mm
L x W x H	2115 mm x 740 mm x 1135 mm (Ninja 650) 2115 mm x 775 mm x 1080 mm (Ninja 650)
Curb weight	193 kg (Ninja 650) / 187 kg (Z650)
Front tyre	120/70-ZR17 (58W)
Rear tyre	160/60-ZR17 (69W)