MV Agusta has since steadily re-organised its company structure thanks to its new CEO, Timur Sardarov.
Under his stewardship, the MV Agusta has shifted its focus towards improving reliability and ownership experience while putting in a significant investment in expanding the current line-up.
“One of my first objectives was to resolve the situation of financial stress that the company was experiencing and lay the industrial and commercial foundations for its growth. Today, these objectives have been achieved and we can look to the future with renewed confidence, comforted by the success our new models are achieving.
“In 2021 we expect to exceed 100 million euros in turnover for the first time in history, and to triple this figure within the next three years,” said Sardarov.
The Varese-based company is currently busy updating its current model to meet Euro 5 emission; however, Sardarov revealed they would soon turn its attention to enter a new segment, particularly the mid-range market.
“A 550 and 950 [will come]. Both projects take 24 to 28 months from now to complete. Perhaps the 550 could arrive first,” he added.
Many modern motorcycles are equipped with electronic rider assist systems.
These systems include ABS and traction control.
But why do we still crash?
The TC and ABS lights blinked like Christmas lights gone crazy as the R 1250 RT’s rear end snapped to the right, threatening to overtake the front. MFG and CSS training told me to hold on to the gas, to not chop the throttle. So, I held a steady. The rear wheel reversed direction and slid to the left, then continued sliding the right and back to the left.
However, the intensity of the slide started to lose momentum, the slide was now smaller in degree and wound down to four right-left-right-left headshakes.
Still keeping the gas on, the bike and I continued down a straight line. Speed had dropped from 140+ km/h down to just below 100 km/h.
The above scenario wasn’t made up (no need to sumpah laknat), as it happened while I was testing the new BMW R 1250 RT. I had hit a huge rainstorm like a continuous ice bucket challenge on the way back from Ipoh to Kuala Lumpur. I steered too quickly over the white line, which triggered the slide.
Traction control did work, as evidenced by the blinking lights and lower speed at the end. But this episode brought up and important question: Why do riders still crash despite rider assistance?
What do we have?
Most bikes these days are equipped with ABS, while those higher up the scale (read: more expensive) feature a whole myriad of rider assistance systems such as lean-angle sensitive traction control and ABS, engine braking control, wheelie control, vehicle stability control (slide control, in other words), rear wheel lift mitigation, etc. etc. The list of rider assistance electronics would stretch almost from A to Z.
So why do we still crash?
Lowside crash due to too much speed – Courtesy of RNikeyMouse
Rider assistance electronics are just that: TO ASSIST. While they do compensate for clumsy riding and mistakes, it’s only to a small degree as it still depends on the rider to make the correct inputs. Think about it: If the systems take over, we might as well just sit back and let the bike ride itself.
There are a number of factors
Over confidence. That’s right. I’ve met riders who think that the rider assist systems will automatically make them better riders. Sorry to burst your bubble – they don’t. Never go out there and ride without thinking of the consequences of your actions just because the “bike has the most advanced traction control system.”
I’ve seen riders keeping the TC and power settings in “slick” mode when their bikes weren’t on slick tyres and riding on public roads. Sure, they probably liked the bike’s aggressive nature in those settings but keep the consequences in mind.
Not knowing how the systems actually work. Sure, the development of rider assist has come a long way. But remember, they still depend on the rider’s inputs to work.
Let’s go back to the opening story. Things could’ve been tragically different had I shut the throttle as soon as the wheel started sliding. Snapping it shut would cause weight to transfer abruptly to the front, taking the load off the rear wheel. Besides that, engine braking will take effect. These factors will in turn worsen the slide and the bike could’ve either slid out from underneath me or worse, having the rear gripping suddenly and sending me over the high-side.
Therefore, not shutting the throttle abruptly didn’t throw in extra variables into the equation and allowed the ECU to determine the best course of action effectively and quickly.
ABS control unit
That’s the same thing with ABS leading riders to think that they wouldn’t hit an obstruction. While ABS does allow you to brake at the maximum level, hence shorten the braking distance, it’s real function is to keep the wheel from locking up into an uncontrollable skid. It also means that you can steer away from the danger – not braking hard and heading straight towards it!
Also, some riders got spooked when the brake lever started pulsing when ABS activated, causing them to release the lever instead of holding on.
So, what should I do?
The first thing you should do is nothing if the bike slides. Yes, you read that correctly. A sliding tyre is actually looking for a stable position and will find that equilibrium if you let it. Fighting it makes it worse.
If the tyres slide when you’re leaned into a corner, all you need to do it countersteer slightly on the outside handlebar to lift a little and reduce the lean angle. Just don’t lift it with your entire body because that will send you wide and overshoot the corner. Keep looking through to where you want to go and keep the bike pointed that way.
2008 Ducati Hypermotard 1100 S
But most of all, keep the gas on. If you really need to slow down, roll the throttle off smoothly. Snapping the throttle off is tantamount to throwing everything down the road.
The best to do is to take up advanced rider training and learn the correct fundamentals of riding. For ultimate slide control, you can learn it at Most Fun Gym (MFG). For performance riding, you can choose from Alpha Track Academy, Ducati Riding Experience (DRE), PTD, Eric Yong, et al. Also, don’t miss California Superbike School Malaysia.
MV Agusta has just unveiled the updated 2021 Brutale 1000 RR ‘hyper naked’ motorcycle.
At a glance, it’s hard to pinpoint the changes on what remains to be one of the most bizarre yet extreme looking motorcycles in the market.
The updated Brutale 1000 RR looks virtually identical to the previous model, including the power figure, as it remains at 208hp and 116.5Nm.
Nonetheless, the 1000cc engine now Euro 5 compliant, which means despite the same monstrous power, it is now cleaner thanks to tweaked valve guides and exhaust system.
Like the recently launched F3 Rosso, the Brutale 1000 RR now equips with cornering ABS by Contentinal incorporated into the Continental IMU for better handling and ride experience.
Riders will also appreciate the 5.5″ TFT cluster with Bluetooth connectivity, navigation system and Mobistat tracker.
The latest patent from Honda suggests the Japanese motorcycle manufacturer is developing a computer-assisted clutch system similar to the throttle-by-wire system available today.
The Japanese marquee currently offers the conventional cable clutch, hydraulic and dual-clutch transmission (DCT) in its fleet of motorcycles; thus, developing another type of clutch system really put us on edge.
Like the throttle-by-wire systems that are now a must-have feature on every big bike, a clutch-by-wire will allow ECU assistance.
According to the latest reports, the clutch lever will be linked to an electric pump to modulate the pressure, while a hydraulic pressure control unit will ensure a typical clutch feel.
While some may question the need for another computer intervention, some may appreciate the new system to help manage the clutch during high and low speeds.
Then again, if you are not keen on the new development, we can at least appreciate the thought process from Honda.
The Kawasaki Z650 was one of the most popular mid-segment naked motorcycle available in the market long before the arrival of Aprilia RS660, Tuono 660 and the Triumph Trident 660.
Despite the aggressive looks, the Z650 comes with a very manageable power and performance with 67hp and 64Nm thanks to its parallel-twin 649cc engine.
Hence, it comes as no surprise that the Z650 (along with the Ninja 650) was loved by beginners and experienced riders.
To keep up with the rest of its competitors, Kawasaki decided to update the Z650 with two striking and aggressive colours for 2021 consisting of Metallic Spark Black and Pearl Robotic White.
While the Metallic Spark Black is akin to the bigger Z H2, the Pearl Robotic White features a younger aesthetics, which we think will win new riders’ hearts.
Nevertheless, the Z650 maintains the same features, including a 41mm telescopic fork with a preload-adjustable monoshock, a sleek TFT cluster, and dual-channel ABS.
Over the years, we have seen many DIY projects involving cardboards, and we love every single one of them, especially those who give attention to details.
However, out of many of those creative individuals, we are definitely a fan of a certain 19-year old Brazilian, Henry Goncalves, who produces life-size cardboard replicas of motorcycles.
You read that right, Goncalves make a real-life two-wheel model with cardboard at his home in Sao Jose do Rio Preto, Brazil.
One of his most impressive creation is building a life-size BMW R 1200 GS using a combination of cardboard, PVC pipe and screws.
However, his first attempt was a Honda Hornet, and it took him almost ten months to complete it before advancing his skills in building a more detailed machine.
Goncalves took just four months to complete the R 1200 GS despite the fact that the motorcycle is more challenging to build than the Hornet.
Interestingly, Goncalves has always been a car guy before shifting his focus to a two-wheeler.
“Since I was a kid, I’ve always liked cars. I was hugely influenced by the Fast and Furious movies and the Need For Speed video games.
“For a long time, the appeal of bikes never made much sense to me. But that changed when a friend of my father’s arrived with a Hornet. At that moment, I couldn’t believe what I was seeing. I said to myself: I have to have one of these,” he said.
