Reviews Archives

Zontes 703F First Ride Review

Zontes was in the midst of developing three cylinder engine and motorcycle when we visited the factory in 2019. They have teased it since then and there had been several prototypes along the way. Now, after just three years (not counting the two years spent in lockdown due to the Covid-19 pandemic), they have launched the Zontes 703F three cylinder adventure bike.

The Zontes 703F has the distinction of the first Chinese produced three-cylinder motorcycle. The boss of the company had stated that he prefers the three-cylinder format as it provides strong torque in the low-end and mid-range RPMs and useable maximum horsepower in the upper RPM range.

And true enough, the bike was launched at EICMA this year when the bike has already been in production back at their factory, unlike other manufacturers who take another year to produce their final products.

But Zontes being Zontes, the bike is not just the engine and little else. As such, it is equipped with a whole litany of features.

Highlights:

699cc, three-cylinder, DOHC, fuel-injected engine which produces 97hp at 10,000 RPM and 76Nm at 7,500 RPM. That is a good spread of RPM between maximum torque and maximum power.
Six-speed transmission with quickshifter.

Cast aluminium frame (not welded anywhere).
One-piece cast aluminium swingarm.

One-piece cast aluminium subframe.
Full coverage sump guard.

Handguards.
Marzocchi upside-down forks adjustable for compression and rebound damping.
Marzocchi monoshock adjustable for compression and rebound damping..

There are two variants. One is a road-biased version, fitted with a 19-inch front wheel. The other is an adventure variant, fitted with a 21-inch front wheel. The rear wheel is 18-inches for both. The wheels are fitted with Michelin Anakee tyres.
Dual 310mm brake discs gripped by J.Juan 4-piston calipers up front. J.Juan is a subsidiary of Brembo.

Seat height of only 825mm.
Electrically adjustable windscreen.

8-inch colour TFT screen.
Automatic headlights and cornering lights.

Traction control and ABS are standard.
Built-in front and rear dashcam.

Keyless ignition and fuel filler cap.

First ride experience

To start off, the seat was low and allowed even the shortest of us tester to plant our feet securely on the ground. Although the specs say a seat height of 825mm, it felt much lower than that. That low seat height made lifting the bike off its stand rather easy despite it weighing 240kg, wet. Pushing it around was different, though.

The engine started with the characteristic three-cylinder roar, and the stock exhaust system was actually pretty loud and gave off a throaty rumble. Then that rumble is combined with a howl at higher RPMs just like what a triple is supposed to do. It surely surprised us because new Euro5+ compliant bikes are aurally emasculated these days.

Slip the clutch and the bike goes. The engine was super smooth for a triple, which the factory told us was due to the new frame. In fact, it was the smoothest triple we have ridden thus far, besides sounding smooth too. Be careful here, because we snapped the throttle open and the bike responded immediately and just took off. We rode on the same narrow road on top of the dam and it was shared with the villagers on their trikes around here, so we took it easier. However, the fastest rider in our group plus a racer from Zontes Malaysia managed to take it up to 200km/h from a rolling start in just 500 metres!

The suspension was also much improved compared to the internally built ones of old. The damping rates were much more supple regardless of what kind of surface we rode on.

Our concern was mainly for the 21-inch front end of the adventurer, or more specifically whether it wanted to tuck under when cornering. But that did not happen.

Conclusion

Zontes spent the last several years working non-stop on this bike and it showed. The body panels all fitted well. The same body panels were robot painted and had not one single blemish in them. There were no loose cables and wires anywhere, nuts and bolts were hidden way. Its quality rivals the best Japanese and European bikes that are double its price.

We did not get to ride the Zontes 703F as much as we wanted during that one day but all the indicators point towards a well-developed bike. It just goes to show how much the premium Chinese motorcycle makers can improved in just a short time.

We really hope Zontes Malaysia will extend us a test Zontes 703F when it gets here.

Zontes 368G First Ride Review, The Game Changer

Five years ago, just before the world went in survival mode, we had visited the Guangdong Tayo Motorcycle Technology in China, the maker of Zontes Motorcycles. Since then, we have seen the arrival of the Zontes 310 and 155 line-ups in Malaysia. Fast forward five years and here it is, the Zontes 368G.

What is it?

The Zontes 368G is a scooter built on Zontes’ all-new 368 platform and is the latest contender in the crossover scooter segment. That means semi-knobby tyres on wire spoked wheels, and crash bars. But we shall see what sets this one apart from the competition in a bit.

Zontes says that they took inspiration from the Gundam anime series for the bike’s design.

Launched in China in May 2024, it has taken the Chinese, European, and Thai markets by storm. The factory had to work overtime in order to keep up with the orders. Well, why not because the Thai distributor alone saw 9,000 orders on the very same day of the launching in September this year!

Features

Be warned, the list of features will put even some bigger and more expensive bikes to shame, much less its direct competitors!

368cc, liquid-cooled, DOHC, single-cylinder engine that produces a whopping 38.8hp and 40Nm of torque. The only more powerful cylinder engine is the 399cc LC4c from 2024 KTM Duke 390. But then the Duke is a naked sportbike, so the 368G’s engine takes the prize as the most powerful powerplant in the 350cc-400cc scooter category.
Upside-down 41mm forks adjustable for compression damping and tension (rebound damping).

Dual shocks adjustable for preload and tension, with remote reservoirs.
300mm front disc grabbed by a four-piston J.Juan radially-mounted caliper. J.Juan is now owned by Brembo.

ABS is dual-channel but the rear ABS can be turned off for off-road riding.
790mm standard seat height. The owner can opt for the 770mm lowered seat height.

Ground clearance is 180mm.
Front wheels are 17-inches, the rear are 14-inches.

Massive 52-liter underseat storage space that can take two full-face helmets. You can fit an adventure helmet (sideways) at the rear portion!
Three. Yes, 3(!) USB charging ports.

8-inch (uh-huh) colour TFT screen. Much sharper and bright under harsh sunlight now.
Two power modes – Sport and Economy.

Backlit switchgear.
Keyless ignition and fuel filler cover.

Adjustable windscreen over 7 positions.
Adjustable front and rear brake levers.

Hand protectors are standard.
Extra pair of footpegs for the rider to stand on when riding off-road (or if he wants to ride aggressively).

Front and rear facing dashcam as a standard feature.
And a partridge in a pear tree.

Our first ride

The media were bused to a remote region for a nice stretch of country road over a water reservoir’s dam. A few minutes later, a truck arrived and dropped off the 368G, 368D, 368E, plus the Zontes 703F triple. The three 368Gs looked like they just rolled out of the factory with all the plastic sheeting intact over the decals.

We rode over a truly bumpy road through a quaint farming village in order to reach and served as the initial test of the bike’s suspension. We did not even bother to ride on the smoother concrete portion as the chassis soaked it all up.

We cut loose as soon as we hit the beautifully paved dam road and the Zontes 368G just pulled smartly and quickly without that familiar shake typical of single-cylinder bikes. And it steered smartly into the corners too, without hesitation.

Oh, I forgot that I had a passenger onboard at the time. On later runs, the fastest (and most daring rider) managed to clock 166km/h with more to spare! Remember, these bikes have not even been broken in yet.

But me, I took it easy it was so peachy to ride. The throttle response was with no perceptible flat spots – open it and it goes, close it and the bike slows down smoothly. Similarly, the brakes had a good bite while providing great feedback. You just know how much finger force is needed to slow the bike.

Although it looks like the X-ADV at first glance, the body is actually much more compact. The footboards are also narrower, allowing the rider to plant his feet confidently on the road.

Speaking of planting his feet, we were surprised to find an extra pair of footpegs in addition to those for the passenger’s. These are meant for the rider to step on when he rides off-road. Not only that, the rubber pads can be removed, for the footrests’ spikes to grip the rider’s soles. This is a much better alternative than attempting to stand on the footboards. Additionally. the handlebar has markings for more accurate positioning. The passenger’s footrests are also placed higher and further behind compared to those on other scooters for the pillion’s comfort.

As for the electronics, the TFT screen in now much, much more improved – larger, sharper, brighter and can be read even under direct sunlight. The switchgear’s backlight is also much brighter and in red (not blue anymore) so to not degrade the rider’s night vision.

The other bits that impressed us was the built quality and attention to detail. which the pictures do no justice. The panels fit superbly and the paint was top notch (Zontes uses robots to paint their bikes). The plastic bits did not feel cheap to the touch or that they may become brittle, either. The finish on the mirror stalks and brake levers are the best we have seen.

It is simply lightyears ahead of the 155 and 310 series, and it shows you what Zontes has achieved in just 5 years from our visit. Now just compare that with most manufacturers who only refreshed their bikes’ graphics every year.

Price and availability

Zontes Malaysia says it will sell under RM29,000 and are targeting an official launch in the first quarter of 2025. The Road Transport Department (JPJ) will take two months for testing in order to award the bike its Vehicle Type Approval prior to its sale, anyway.

Conclusion

We hope to be able to test the bike more extensively when it gets here, Everyone of us came away super impressed with the Zontes 368G. The engine, suspension, attention to detail, quality, features, and finally price may well see it as the most popular scooter in the country.

D3O Vibration Dampening Insoles Instroduced, but What is D3O?

The British shock absorption specialist, D3O, has come up with a solution in the form of D3O vibration dampening insoles for footwear.

One thing that never goes away when riding a motorcycle is vibration from both the road and the bike itself. Road vibrations is something we can address by tweaking the suspension or changing the tyres, but that high frequency buzz from some bikes can cause our legs and feet to go asleep especially when riding for long distances.

But who and what is D3O…?

Putting D3O aside for a moment, let us look at other motorcycle gear armour: If it is comfort you want, let us say for daily riding, the armour is soft and may not be able to absorb high impact forces. You can wear the jacket or pants as casual clothing.

On the other hand, if you want more protection, comfort is sacrificed because the armour is usually harder and larger. You will look like a cyborg if you want to wear that jacket around and the hard armour can be uncomfortable and limits mobility.

Enter D3O. D3O’s armour is made of substances that result in non-Newtonian properties. Non-Newtonian solid do not exist but there are non-Newtonian fluids. One good example is tomato ketchup which flows easier when shaken.

So, D3O’s signature armour is malleable and soft to the touch, allowing for great mobility and comfort, but the molecules will instantaneously together and stiffen to absorb large impact forces. And that is really all there is to it.

As such, D3O armour sees a wide variety of uses including in military helmets, bicycle helmets, the aforementioned riding gear, and shoes such as several models in Stylmartin’s line-up.

Back to the new D3O insoles…

The D3O vibration dampening insoles were developed from Formula One teams. These insoles are engineered distribute impacts and vibrations evenly across the soles for improved comfort.

There are three levels of protection: ‘Minimalist’, ‘Standard’, and ‘Loaded.’

Across all three, the main protection is afforded to the midsole area, where the foot meets the peg. The more premium versions feature additional damping material over larger areas.

The product is much welcomed, given that some of us riders have sought many ways to damp our bikes’ vibrations. D3O says it will be available in 2025.

2024 Suzuki V-Strom 250SX Test and Review, The Most User-Friendly Dual-Purpose Bike?

So, the motorcycling world has been shifting towards dual-purpose/adventure and sport-touring motorcycles for many seasons now. Say ‘dual-purpose’ and people usually think about those 1000cc and above behemoths such as the GS, Africa Twin, Super Adventure, V-Strom 1050… But, there is a demand for lightweight adventure bikes, as well, hence the 250cc dual-purpose/adventure market is fought over teeth and nails by manufacturers. And this is where the 2024 Suzuki V-Strom 250SX fits in.

The smallest of the V-Strom family is not new, by the way, and it was in fact one of the very first 250cc adventure bikes, known as the DL250 since 2017. However, the updated bike, now wearing the ‘V-Strom’ family name has just arrived in Malaysia.

Features

As with its peers in this segment, it is a simple bike.

The engine is a 248cc, single-cylinder, SOHC, oil-cooled unit which produces 26hp at 9,300 RPM and 22.2Nm at 7,300 RPM. Before we forget, the bike is a certified EEV – Energy Efficient Vehicle.

That power is sent through a six-speed transmission. There is no assist and slipper clutch.
The engine is housed in a tubular steel frame, to which the front telescopic forks and rear monoshock are also mounted.

Brakes are discs front and rear, with ABS as standard.
Steering angle is a relaxed 27º, seat height is 835mm, and kerb weight is 167kg.

Lighting is LED all-around, the instrument panel consists of an LCD screen, and there is a USB charging port at the side of the instrument “tower.”
Speaking of the tower, the windscreen occupies a high position and is unadjustable.

There are several adventure bike features such as hand protectors and a small sump guard.

And that is all, folks.

Riding the 2024 Suzuki V-Strom 250SX

The seat heigh of 835mm is not low but it is not the highest among its rivals, either. Suzuki did a great job of slimming the area where the seat meets the tank, allowing the rider to place a foot on the ground easily. Anyway, just an advice from us, which we learned from Chris Birch, “The biggest mistake among new adventure bike riders is trying to place both feet on the ground at the same time. Putting one foot down is more secure.”

Having ridden other 250cc adventure bikes before, we kind of expected the engine’s torque to be further up the rev range. Instead, the Suzuki pulled away briskly when the clutch was released.

It turned out to be a good thing because it made short work of riding through heavy traffic. We took the bike off-road and that low-down torque made the bike easy to manage, too. All we needed to do was open the throttle slightly and modulate the clutch. Easy.

While it makes a “mere” 26hp, we found that it was more than sufficient while cruising at 120-130km/h on highways. If you are looking for high top speeds from this bike, you are missing the point.

Road handling is good, just like other Suzukis, but the bike turned in a little slower, before plopping on its side. We attributed that to the MRF tyres. These tyres offer some good grip on dry roads and light off-road trails, but they are super slippery in the wet. The first to go was the front as it tries to slide underneath. So, to overcome this, we pushed the bike down on wet roads and leaned to the inside when it was dry.

But the true revelation of the Suzuki V-Strom 250SX is the suspension. It was supple yet held its own when hitting bumps and potholes. In fact, we had to confirm it by purposely riding over bumpy roads and through potholes. We even jumped over speed bumps. Sorry, Suzuki Malaysia.

Mated to superbly padded seats and you have a bike that made riding around in KL an easy and comfortable affair. Riding it felt like a bigger bike but with lower weight and easier handling.

The icing on the cake was the fuel frugal engine. We averaged 31km/litre consistently despite riding the bike between 110-130km/h.

Build quality

The bike’s build quality was superb: Flush fitting panels, even paint, and there was no wayward cables and wires when you took down past the top triple clamp. Even the undersides of luggage rack was smooth to the touch.

Pricing

It is actually hard to believe that the 2024 Suzuki V-Strom 250SX is priced at only RM17,800, while all its rivals are above RM20,000. You get a lot of value given its quality, engine, suspension, comfort, and looks.

Conclusion

Truth is, if you want an user-friendly beginning adventure bike, or a lightweight adventure bike for the daily commute, this is it. Beginners can use the V-Strom 250SX to learn the intricacies of off-road riding, while veteran riders can look forward to a jump they can jump on and ride away.

In closing, it is a great buy. Just make ours in Champion Yellow No. 2.

Photo gallery

Yamaha did Make V4 Grand Prix Engines Previously

Yamaha announced several months ago that they will be trying out a new V4 engine in MotoGP next year. It is the first time that the manufacturer will be fielding the configuration since MotoGP first signalled the start of four-stroke engines in 2002. However, it is not the first Yamaha V4 Grand Prix engine.

Just like what is happening now since Fabio Quartararo’s rider’s title in 2021, Yamaha’s GP efforts had lost their way in the early 1980s. The maker had won three world 500cc titles on the trot in 1978, 1979, and 1980 with ‘King’ Kenny Roberts onboard the Yamaha YZR500 OW48 inline-four two-stroke machine, but Suzuki had been close especially in 1980 with their rotary valved square four RG500.

So, Yamaha built their own rotary valved square four engine for the 1981 season, dubbed the OW60. But Suzuki improved their bike further and caused Roberts to finish third overall behind Suzuki riders Marco Lucchinelli and Randy Mamola.

Yamaha decided to take another route for 1982, this time with the OW61 V4. However, Roberts found it difficult to ride and he dropped to fifth in the championship. Legend has it that the OW61 was so bad that Yamaha’s race chief Mike Maekawa personally dumped the bikes into the crusher at the end of the season.

The factory introduced an improved OW70 V4 for 1983 and Roberts so nearly won his fourth title that year, only to lose by a mere 2 points to Freddie Spencer on the sweeter handling Honda NS500 V3.

“The Yamaha OW70 was the first GP bike to utilise Öhlins suspension.”

Frustrated, Roberts decided to retire but it was too soon because in 1984, Eddie Lawson was crowned champion on the new OW76, becoming the first V4 champion. Lawson would repeat the feat in 1986 and 1988.

Thus it became apparent to other makers that the V4 configuration is the best bet for power and chassis performance. Honda, Suzuki, Cagiva soon built their own V4 machines. This continued until the 500cc two-strokes were replaced by 990cc four-strokes in 2002.

Hence, if Roberts’ era was the war between Yamaha and Suzuki, Lawson’s era started the epic Honda vs. Yamaha war in 500cc GP. Freddie Spencer (Honda – 1985), Lawson (Yamaha – 1986, 1988, Honda – 1989), Wayne Gardner (Honda – 1987).

Come 1990, it was another American rider who would go on to be a GP legend on the Yamaha V4 GP bike: Wayne Rainey. He would win the title in 1990, 1991, and 1992 while battling his Suzuki arch rival, Kevin Schwantz on the Suzuki.

Rainey was on his way to his fourth consecutive title in 1993 but a crash at Misano caused him to be paralysed from the chest down.

Schwantz would take his only 500cc GP title that year.

“1993 was also the end of the Yamaha V4’s winning streak and they would not win another 500cc two-stroke title.”

The subsequent years from 1994 to 2001 saw Honda’s dominance of the championship with Mick Doohan (1994-1998), Alex Criville (1999), Valentino Rossi (who won 11 races in 2001). The only year when a Honda rider did not win the championship was in 2000 when Kenny Roberts, Jr. won on a Suzuki ).

“Yamaha’s next championship title would only materialise in 2004 when Valentino Rossi switched over from Honda.”

However, Yamaha had gone the inline-four route in MotoGP since the beginning in 2002, perhaps because they worked off the YZF-R1’s engine as the base. The R1 ruled the 1000cc superbike sales during the time, anyway, so Yamaha may have wanted to tie in the R1 to the YZR-M1 racebike.

They are the last manufacturer to switch to a V4 in MotoGP after Suzuki left the championship, amongst their rivals Ducati, Aprilia, KTM, and Honda who run V4 bikes. In any case, Yamaha has said that the performance of new V4 engine will be compared against the inline-four, and will only complete the changeover should the new engine perform better.

Let us see if the new engine will debut in the Winter Tests.

Tyre Review: Michelin Power 6 – Predictable In The Wet & Dry

Michelin Malaysia expanded its motorcycle tyre line-up with the introduction of the Power 6 earlier this year. The Power 6 is the successor to the Power 5 and in terms of line-up, it sits above Michelin’s Road 6 sports touring tyre, and just below the Power GP2.

The Power 6 has been developed using knowledge derived from MotoGP. It utilises a new carcass construction as well as silica rubber that maximises long-term durability and grip in all conditions.

As for the compound of the tyre, the Power 6 is made of dual compound material – soft on the outside and hard in the middle. This is said to improve cornering grip while also improving long durability.

The Power 6 is a road tyre and hence a lot of its construction material is focused on that. According to Michelin, the Power 6 is designed for 10% track use and 90% road use. But despite that, some reviews suggest that the new tyre does pretty well on track as well.

What bikes is it suitable for?

When Michelin Malaysia introduced the tyre back in April, the company said the tyre is suitable for bikes above 600cc. However, according to the official press release on the company’s global media site, the Power 6 is suitable for motorcycles over 300cc, and has already been homologated on the 2024 KTM 390 Duke.

What is it like?
Michelin Malaysia handed us a pair for review about two months ago. We fitted it onto a Aprilia Shiver belonging to a member of our team.

The 10 year bike previously ran on Michelin Power GT at the rear and a Power Cup 2 on the front. According to owner Raimi, this set up gave him the confidence to attack corners.

Raimi is not exactly a power rider in the usual sense, he rides about 200km per weekend and describes himself as a leisure rider.

After two months and 2000km of corner carving fun, and having ridden the bike in fair and rainy weather, Raimi came back with a glowing report.

He said that it has good wet weather grip, and it performs in the wet just as Michelin describes it. He was initially concerned that the hard compound of the mid-section may result in some squirms or slides, but there was none of that.

In the dry, he said the bike feels more ‘flickable’, with sharper cornering characteristics and more predictable grip than his previous tyre choice.

However, he mentions that some tend to mistake the tyre for the Road 6, so Michelin’s idea of having the Power 6 branding embosses onto the tyre was a good idea.

Raimi gave the tyre 5 stars and loves the fact that despite riding 2000km on the tyre, it still looks new.

The Michelin Power 6 is available in Malaysia from RM1,020 to RM2,000 depending on the size of the tyre.

Did You Know there were Bata Tyres?

The Bata brand of footwear is a global phenomenon. It is so well engrained in the lives of so many in so many countries for so long that the population of almost any of those countries thought that Bata is a local brand. For example, Malaysians think it originated from Malaysia, Indonesians think that it began in Indonesia (as they do with everything, anyway), even some countries in Africa think the same, too. But did you know there were Bata tyres, too?

Yup, that picture above was taken in 1932. The gentleman on the left was Dr. Ferdinand Porsche and the driver was Hans Stuck, in an Auto Union race car. Auto Union was what became Audi later.

History of Bata

The Bata Corporation (Baťa in the Czech Republic and Slovakia) is a multinational footwear, apparel, and fashion accessories manufacturer and retailer of Moravian (Czech) origin, headquartered in Lausanne, Switzerland.

The corporation is one of the world’s leading shoemakers by volume with 150 million pairs of shoes sold annually. It has a retail presence of over 5,300 shops in more than 70 countries across five continents and 21 production facilities in 18 countries. Bata is an employer to over 32,000 people globally.

A family-owned business for over 125 years, the company is organized into three business units: Bata, Bata Industrials (safety shoes) and AW Lab (sports style). Bata is a portfolio company with more than 20 brands and labels, such as Bata, North Star, Power, Bubblegummers, sprint, Weinbrenner, Sandak, and Toughees.

The T. & A. Baťa Shoe Company was founded on 21 September 1894 in the Moravian town of Zlín, Austria-Hungary (today in the Czech Republic), by three siblings: Tomáš Baťa, his brother Antonín, and his sister Anna. The Baťa family had been cobblers for generations. The company employed 10 full-time employees with a fixed work schedule and a regular weekly wage.

But Tomáš ran into financial difficulties almost as soon as the company was set up. So he decided to sew shoes from canvas instead of leather, which becme extremely popular. The company soon grew to 50 employees.

Tomáš was also active in seeking out new manufacturing techniques a-nd kept modernising his factory for mss production. By 1912, Baťa was employing 1500 full-time workers, plus another several hundred who worked out of their homes in neighbouring villages.

World War I

The company fortunately continued to do well when World War I broke out in 1914, as they secured orders from the military. In fact, Bata’s employees increased 10 times between 1914 and 1918.

However, the Austro-Hungarian Empire was broken up after the war, giving birth Czechoslovakia (and the Balkan states). The new country’s currency was devalued by 75%, demand for products dropped, production was cut back, and unemployment was at an all-time high. Tomáš Baťa responded to the crisis by cutting the price of Bata shoes in half. The company’s workers agreed to a temporary 40 percent reduction in wages; in turn, Baťa provided food, clothing, and other necessities at half-price. He also introduced one of the first profit-sharing initiatives, transforming all employees into associates with a shared interest in the company’s success (today’s equivalent of performance-based incentives and stock options).

Baťa also began to build towns and factories outside of Czechoslovakia and to diversify into such industries as tanning (1915), energy (1917), agriculture (1917), forestry (1918), newspaper publishing (1918), brick manufacturing (1918), wood processing (1919), rubber (1923), construction (1924), railway and air transport (1924), book publishing (1926), the film industry (1927), food processing (1927), chemical production (1928), tyre manufacturing (1930), insurance (1930), textile production (1931), motor transport (1932), sea transport (1932), and coal mining (1932), airplane manufacturing (1934), synthetic fibre production (1935), and river transport (1938). In 1923 the company boasted 112 branches.

But we are here to talk about Bata tyres, so let us carry on from there.

Bata tyres

In the 1930’s, tyres in Czechoslovakia were either overpriced imports or local high quality tyres. The high cost of transporting goods caused by the price of foreign tyres prompted Tomáš Bat’a to set up his own tyre factories.

In 1932, the first Bata tyres were used on the journey from Zlín to Luhačovice. The demand for Bata tyres grew rapidly, so Tomáš Bata built new factories and expanded production both in terms of the number of units and the breadth of the product range, displacing competing tyres from Czechoslovakia.

Unfortunately, 1932 was also the year when Tomáš Bat’a died after his airplane crashed during takeoff.

Then, in 1939, World War II broke out.

After The Great War

The Bata company’s assets in Czechoslovakia, East Germany, Poland and Yugoslavia were confiscated and nationalised.

In 1945, the decision was taken that Bata Development Limited in Great Britain would become the service headquarters of the Bata Shoe Organisation. Now based in the West, Thomas J. Bata, along with many Czechoslovakian expatriates, began to rebuild the business.

Back in Czechoslovakia, the three largest tyre manufacturers agreed to merge and create a single brand. The three were Bata, Rubena, and Mitas, therefore birthing the brand Barum.

Barum continues to operate through the communist regime’s rule until 1992 when they signed a contract with Continental. Barum Continental became the second largest joint venture in the Czech Republic when they began operating on 1 March 1993.

As for the Bata, they continued to produce shoes the world over, and leaving the tyre business altogether.

Pierer Mobility Looking for Cash Infusion, Will They Sell off Brands?

KTM, GasGas, Husqvarna’s parent company, Pierer Mobility is now looking for a cash infusion. Things have gotten much more dire than expected, especially for the KTM brand.

The once proud Austrian manufacturer has since laid off jobs, fired four directors (one of them the grandson of KTM’s three founders), and restructuring the production. But nothing seems to work.

Just weeks after releasing their Q3 2024 financial report, Pierer Mobility released an “ad hoc announcement” saying, “The Executive Board is currently working on securing the financing of KTM AG, in particular on a bridge financing in the three-digit million range.” KTM is responsible for 95% of the group’s revenue but has seen a precipitous drop in sales. Adding to the hardship was Pierer Mobility’s acquisition of a controlling stake in MV Agusta and needing much resources to restructure it.

Another part of the statement says, “To this end, discussions are ongoing both with the core shareholder Pierer Bajaj AG and with existing financial creditors. The aim is to agree a standstill agreement with the financial creditors involved for the duration of these discussions as basis for the financial restructuring.”

Is Pierer Mobility looking to sell a controlling stake to or a further merger with Bajaj? Bajaj and Pierer had been working together for many years, producing the smaller range of bikes of 125cc, 200cc, 250cc, and 390cc. The 390 platform is the best-seller the world over. Bajaj is one of the world’s biggest motorcycle makers hence has huge resources, so who knows.

F1 Drivers who Get Their Kick on Motorcycles

It is well known that some F1 drivers also ride motorcycles.

Motorcycle riders can agree that motorcycles offer the most visceral enjoyment. There is no roof and huge windscreen to block the wind, the controls that require the entire body’s muscles. The most powerful street motorcycles may have “only” 200+hp compared to some supercars that sport 1000+hp, but the motorcycle accelerates harder and faster. And that feeling of dragging a knee through a corner… ah heaven.

Lewis Hamilton

Seven-time F1 World Champion Lewis Hamilton is visibly passionate about riding motorcycles, both on the road and track. The peak of this was swapping rides with Valentino Rossi (in Hamilton’s F1 car) at the Ricardo Tormo Circuit.

The Briton even has motorcycles dedicated to him, namely the MV Agusta F4 and Brutale LH44.

Now and again the MV is paraded in front of the world’s press as Hamilton takes the short commute to ‘work’ at the Monaco Grand Prix from his nearby home.

Fernando Alonso

Fernando Alonso tested Marc Marquez’s Honda RC213V MotoGP at the Motegi Ciruit bike in 2015.

Since then, after parting ways with the Honda days now way behind him, Alonso returned to F1 with the Alpine team part-managed by ex-Suzuki MotoGP boss Davide Brivio. The driver purchased an Aprilia RS 660 to get around.

Sebastian Vettel

The four-time World Champion prefers classic motorcycles. Although he keeps his collection away from public eyes, he had been spotted on a Kawasaki two-stroke triple in the past and a Suzuki GS550. There are also rumours that he regularly visits classic motorcycle shows. He has also been see several of KTM and BMW motorcycles.

The German says he loved motorcycles after buying a Cagiva Mito 125.

Charles Leclerc

Charles Leclerc’s Husqvarna 701 Vitpilen is a one-off special created by French custom house Bad Winners. The ‘Apex 2.0’ used a Vitpilen 701 as the base, and spec’ed it up with a unique frame and bodywork, a full system exhaust, and gorgeous looking DYMAG carbon fibre wheels. And oh, a KTM headlight.

Max Verstappen

Max Verstappen had been spotted riding motorcycles in his native Netherlands.

Like Leclerc, the current F1 World Championship leader has commissioned his own custom, but prefers a cruiser in the shape of a Montois-custom Harley-Davidson.

Kimi Raikkonen

The “King of One Liners” in F1 loves his motorcycles and owns a large collection of motorcycles in his native Finland.

However, his passion is primarily for ‘Choppers’ and Harley-style cruisers and even has a series of special customs made under his ‘Iceman’ nickname.

Having retired from F1 at the end of the 2021 season having started more grands prix than any other before him, Raikkonen spent approximately five minutes with his feet up before taking everyone by surprise by being announced as the new team manager for the factory Kawasaki team in MX1.

Nico Rosberg

Being an outspoken environmentalist, Rosberg has popped up now and again touting the advancements made in automotive technology and electric transport. That laid the way to collaborating with Italian manufacturer Energica. Rosberg was hired to launch the company’s latest generation Ego sportsbike in 2019.

Michael Schumacher

Unlike others in this list, seven-time F1 World Champion Michael Schumacher not only loved motorcycles, but he even raced them. It led to him bringing his megastar status to the comparatively modest German IDM Superbike Championship in 2008 aboard the factory Holzhauer Honda.

He wasn’t a front runner on a bike that his team-mate Martin Bauer was winning the title, but he didn’t disgrace himself either. Alas, a heavy crash led to a shoulder injury that not only ended his motorcycling aspirations but ruled him out of a planned return to F1 with Ferrari to replace the injured Felipe Massa.

Ayrton Senna

The Brazilian won devoted fans around the world for his passion for anything fast, including motorcycles.

He particularly loved Ducatis and would often arrive in the Monaco Grand Prix paddock riding a Ducati Monster. The Italian firm later created the Ducati 916 Senna.

Alas, the man himself never got to experience his dedication, being launched the year following his tragic and untimely death during the 1994 San Marino Grand Prix.

How to Fix a Tubeless Tyre Puncture?

One of the most irritating (and dangerous) thing to pick up a tyre puncture. Good news is, plugging a tubeless tyre puncture is rather straightforward as you do not have to remove the tyre, unless the hole is too large to plug. On the other hand, a tube tyre requires you remove the tyre from the rim.

What we need

Firstly, you need an Oxford Tyre Repair Kit. The kit is complete with:

1 x Connector complete with valve.
1 X Cutter.
5 x Sealing strips, also known as rope strips (also colloquially known as “cacing” in Malaysia).
1 x Plug insert tool.
1 x Hole routing tool.
1 x Tube of glue.
3 x CO₂ canisters (avoiding the need for an air pump).

Secondly, you need the Oxford Tool Kit Pro. The set includes further pieces of tools including pliers to pull the thing that punctured the tyre. You may also consider the Oxford Tool Kit.

Plugging the puncture

Usually, the hole is easy to find as there is still a nail, screw or some object embedded in it.

1. Rotate the tyre and check for other signs of puncture.

2. Pull offending item out with the pliers.

3. Pick up the corkscrew-like tool and ream in and out of the hole to rough it up a bit.

4. Apply the cement into and around hole. The cement is to hold the rope plug (also called ‘cacing‘ colloquially in Malaysia) in place.

5. Insert the sticky rope plug through the eyelet of the needle.

6. Push the needle with the rope plug through the hole and pull the needle back out quickly.

7. Cut off the excess rope plug, leaving just a little higher than the tyre’s surface.

8. Place the metal part of the valve adapter on the tyre valve.

9. Push in a CO² canister into the red end of the adapter.

10. Check again to see if air is escaping from the repaired hole, by sprinkling some water on it or spitting on it.

11. You can ride away if there’s no further leak, or you may need to insert another plug if there is.

After plugging

You can ride away after inflating the tyre with the CO² canisters. Ride slowly, not over 80 km/h for 15 minutes to let the plug settle in.

However, the tyre pressure may not be correct after doing so, thus the first thing you should do is head to a petrol station or workshop to reinflate the tyre, whichever comes first.

Also do visit a motorcycle workshop to have the tyre removed and patched from the inside, as the rope plug is NOT a permanent fix. After that, remember that the tyre’s top speed is reduced by one level i.e. Z => V.

The best solution is to replace the punctured tyre completely, as its structure has been compromised.

The Bell Star – The World’s First Full-Face Helmet

The biggest milestone in motorcycle safety is the one which protects your head. It was in 1963 when the first ever full-face motorcycle helmet called the Bell Star, was designed and developed in the by Bell Helmets.

Motorcyclists (as well as drag, car and boat racers) were faced with limited choice in safety headgear. back then. There were only either three-quarter open-faced or half-helmets. Some car and bike racers wore so-called “helmets” made from leather or cork. Deaths due to severe head trauma were common.

According to Bell, it was motorcyclists that pushed for a better helmet design. Bell engineers finally came up with the first full-face motorcycle helmet called the Bell Star.

The rigid outer shell was constructed from stain weave fibreglass cloth, which was used in the aircraft industry. The direction of the weave was crucial to ensure maximum strength across the helmet’s surface and it was bonded with a high-impact polyester resin that was then coated with a scuff-resistant epoxy coating. Inside there was a conventional EPS liner, not that dissimilar to type you find on today’s helmets. In the 1960s Bell made a point of marketing the fact that the liners used in all of its crash helmets were made from the same material used by the U.S. military in its HGU 2/P flight helmet and by NASA astronaut helmets.

The Santa Cruz-based company began selling the Bell Star in February 1963 and described the helmet in its catalogue as being revolutionary, with maximum face protection, better visibility and breathing for the wearer than a conventional helmet.

But of course, being the first full-face helmet, it did not have the features of modern helmets. Firstly, there is no flip up visor. Instead, it was a shatterproof plastic lens that had to be popped out of its rubber mouldings. The eyeport was also rather small vertically, more like how auto racing helmets would have. And there were no openings for airflow.

Still, it was a good beginning. The Bell Star met the crash criteria set up by the Snell Foundation independent safety organisation. The requirement simulated crash tests to see if the helmet could withstand serious damage to the helmet or the wearer’s head. The impact test involved holding up to a 162.7 Nm impact, or the equivalent of a 7.3 kg (16 lb.) weight traveling at 25.7 km/h (16 mph) and hitting the helmet.

The Bell Star sold at USD59.50, and was the most expensive in Bell’s helmet line-up. It quickly found a big following among motorcycle enthusiasts, including racers, as well many of the world’s leading race car drivers.

Today’s crash helmet technologies are light years away from the 1963 Bell Star in terms of design, construction, materials, and features. But every single one can trace its heritage back to the iconic Bell Star.

10 Most Common and Alarming Tyre Myths

Ride a motorcycle and hang around with other motorcyclists long enough and you will start to hear all sorts of myths. These myths involve every aspect of riding from riding techniques to components to maintenance. Today, we will look at the 10 most common and alarming tyre myths.

Tyres have come a long way since the invention of pneumatic tyres. Unfortunately, myths started to appear along the way as there is more and more misunderstanding when it comes to the technology and science of modern tyres.

1. “Racing compound tyres faster, safer.”

First and foremost, not all products meant for racing are suitable for everyday street use. For example, racing brake fluid is totally unsuitable for road use as it is super hydrophilic.

Back to tyres, there are reasons why there are different types of tyres for different purposes. Each type is designed to accommodate variables such as grip, longevity, weather, heat cycles, comfort and feel, warm-up times, etc.

That said, leave the racing slicks for the track and stick to sport/track, sport, sport-touring, road/adventure tyres for the road.

2. “Ride aggressively to break in new tyres.”

While it is true that tyre makers have stopped using mould release agent during the manufacturing process, a new tyre still needs to be broken in. Heat generated from riding further homogenises the different compounds in the tyre’s compound (because it is made up of many different materials hence the word), while friction with the road scuffs away the smooth surface of the tread.

As such, riding too aggressively on new tyres will cause the compounds to not break in correctly, and will usually result in a bad tyre by the time you get their midlife. So take it easy for at least the first 300km.

3. “Breaking in new tyres is faster with lower inflation pressure.”

Best to stick with the recommended tyre pressure. Running a tyre with lower inflation pressure will generate too much heat too quickly and can result in overcooking the elements in the compound and destroying the tyre in the process. Also, running lower pressures on the road may cause bump damage to the tyre and rim, apart from higher rolling resistance, more steering effort, and increased fuel consumption.

4. “Traction is due the tread compound.”

It is true that traction is the result of friction between the tyre’s tread and road surface, thus a softer compound offers more traction. However, there are also other complex mechanics at play that influence a tyre’s grip performance.

The construction of the tyre’s carcass and sidewalls also play a large factor in traction. More malleable carcass and sidewalls allow the tyre to absorb bumps and conform to irregularities of the road surface, enhancing traction. Conversely, a harder tyre will bounce over road irregularities, thus compromising grip.

5. “Lower/higher inflation pressure is better for traction.”

There are road riders who intentionally overinflate their tyres (by way too much!) because they want to “feel the tyres.” On the other hand, there are riders who lower the inflation pressure by too much to promote grip.

Truth is, the biggest issue here is due to incorrect riding techniques. Sticking to the recommended pressure is the best way, although you may increase or decrease the pressure slightly to cater for bodyweight, passenger, cargo, tyre construction, and such, but not by a whopping 30-100 kPa!

6. “Sport-touring tyres are for slow riders”

The question here is slow in what sense? On the road? On the track? For the daily commute? In good weather? Under heavy rain?

Of course, one should not use sport-touring tyres for racing, but there are sport-touring tyres that can be used on the track for high paced riding, just not for all-out racing. Truth is, there are current sport-touring tyres can outpace sport-oriented tyres of just two generations ago on the track! Sure, sport tyres are grippier, but sport-touring tyres are by no means inferior especially when the road conditions get gnarly, and in the rain.

7. “You can just leave a ‘cacing’ in place.”

Using the rope repair (‘cacing’ in Malaysia) is a temporary fix for a puncture, intended to get the rider to the nearest workshop. Leaving the rope in place will cause the hole to grow bigger over time. Instead, the puncture should be repaired with the proper tyre plug as soon as possible. However, remember that a punctured and subsequently repaired tyre has its speed rating dropped by one level.

8. “Old tyres are bad.”

There is no “used by” date on any tyre. Why? Because there is no true expiry date. The condition of a new tyre depends more on how the workshop stores it. Improper storage such as leaving the tyre on a concrete floor and stacked to the ceiling, in a hot and humid environment will cause the tyre’s compound to oxidise faster. Conversely, an older tyre which was stored properly (stood up, rotated once a while, in a climate controlled area) will still be in great shape.

9. “No need to follow the tyre’s intended direction of rotation.”

No, you should not. Tyre manufacturers designed and constructed a tyre with a certain rotational direction to optimise their performance. Mounting it backwards can lead to dire consequences. There are bidirectional tyres in the market, but the majority of road tyres are unidirectional.

10. “Mixing tyre type/brand is okay.”

Different tyres have different properties and performance envelopes. As such, they are designed to work in pairs. Combining different tyres will compromise the bike’s handling characteristics and even safety. And no, it is not a conspiracy to sell more tyres!

Bikesrepublic

Reviews

Highlights:

First ride experience

Conclusion

What is it?

Features

Our first ride

Price and availability

Conclusion

But who and what is D3O…?

Back to the new D3O insoles…

Features

Riding the 2024 Suzuki V-Strom 250SX

Build quality

Pricing

Conclusion

“The Yamaha OW70 was the first GP bike to utilise Öhlins suspension.”

“1993 was also the end of the Yamaha V4’s winning streak and they would not win another 500cc two-stroke title.”

“Yamaha’s next championship title would only materialise in 2004 when Valentino Rossi switched over from Honda.”

History of Bata

World War I

Bata tyres

After The Great War

Lewis Hamilton

Fernando Alonso

Sebastian Vettel

Charles Leclerc

Max Verstappen

Kimi Raikkonen

Nico Rosberg

Michael Schumacher

Ayrton Senna

After plugging

1. “Racing compound tyres faster, safer.”

2. “Ride aggressively to break in new tyres.”

3. “Breaking in new tyres is faster with lower inflation pressure.”

4. “Traction is due the tread compound.”

5. “Lower/higher inflation pressure is better for traction.”

6. “Sport-touring tyres are for slow riders”

7. “You can just leave a ‘cacing’ in place.”

8. “Old tyres are bad.”

9. “No need to follow the tyre’s intended direction of rotation.”

10. “Mixing tyre type/brand is okay.”

Archive

Follow us on Facebook

Follow us on YouTube

BikesRepublic