Norton Motorcycles is actively seeking ways to expand the brand reach ever since the takeover by new ownership, TVS Motor Company.
The British motorcycle manufacturer has spent the past 18-months restructuring the company portfolio after its disastrous downfall under former-CEO, Stuart Garner.
In the latest effort to drive away from the scandals that almost put the company in bankruptcy, new Norton CEO, Dr Robert Hentschel, unveiled plans to return to racing.
*Norton Motorcycles CEO Robert Hentschel
“For me, it’s very clear that racing is part of the story of Norton.
“I can confirm today that I intend for Norton to go racing again. I echo John Russell’s thoughts here, and we are completely aligned with regards to which step to take next,” he said.
However, Hentschel did not specify whether it’s the Isle of Man TT or jumping on a more mainstream competition such as the British Superbike Championship.
For the longest time, the accepted practice has been that if you buy a motorcycle, there is a very good chance that it comes with a free helmet.
Considered as common courtesy for shop owners from a time when it was generally assumed that it was your first motorcycle and that you are expected to ride it home.
Or where ever people go after they collect their brand-new motorcycle. Ergo, the helmet.
But that gesture has become less and less common these days. Most motorcycle owners have their own personal preferences when it comes to helmets.
There is just something about the design, the graphics and even how it feels on your head that speaks to you. In many ways, it kind of represents who you are.
However, with the sheer number of brands available in the market and the price disparity, buying a helmet can be an overwhelming experience.
This then begs the question whether you should spend more money on a top-end branded helmet instead of opting for a cheaper basic helmet, like the ones you get for free when you buy a motorcycle.
To answer that question, let’s first have a look at what you are getting when you buy an expensive helmet.
Quality and materials
While most basic helmets are constructed of thermoplastic resin, the outer shell of expensive helmets are mostly made of stronger – not necessarily harder – materials such as composite fibre or carbon fibre.
Premium brands tend to lean towards lighter weight in order to reduce neck fatigue without compromising on durability.
The soft inner shell styrofoam – most commonly known as expanded polystyrene (EPS) – can vary between helmets.
It is the same material used to make disposable cups or those coolers some mother’s sometimes bring to the fish market, but of much higher quality.
The EPS is designed to reduce and absorb impact energy transferred to the head. The difference in quality depends on the density of the EPS for structural integrity.
Homologation and relevant certifications
All helmets that have passed the standard SIRIM test, generally speaking, are road-worthy; that is they can be sold and worn legally.
The fact is any helmet sold around the world must be certified by some governing entities.
Whether it is by SIRIM, ECE (EU) or DOT (US), it is important to ensure the helmets are properly certified and homologated.
However, as you can imagine, not all of them provide the best cover for your head. Check out SHARP for more definitive helmet safety data and analyses.
Comfort
The liner is designed to firmly hold your head whilst keeping you comfortable (no pressure points around the head).
Most helmets these days – cheap or expensive – have removable liners for easy cleaning. But some helmets have liners that allow for customize fitting to ensure greater comfort.
Considering how hot and humid it is in Malaysia, it is also worth looking at helmets with improved airflow and breathability.
Effective vents will help cool your head as it is important to keep your concentration up.
Some cheaper helmets might have lots of vents that look great, but sometimes they don’t actually do anything. Keep in mind any holes cut in the outer (and inner) shell will significantly reduce the structural integrity.
You might also find expensive helmets offer reduced wind noise and aerodynamic lift when riding at high speed. This is mainly due to the design, as well as properly fitted liners.
Now, do expensive helmets provide better safety and protection? Should you consider spending a little bit more on brands that have been meticulously making helmets by hand for decades?
Helmet shown is the Shark Race-R Pro S.Guintoli used by the editor of Bikes Republic, it is made of carbon, aramid and special resin and weighs just 1310 grams.
Expensive helmets are not necessarily ‘safer’ than cheaper helmets. They won’t magically stop your head from hitting the ground in case of an accident.
But the mechanisms and features, to a certain extent, might just perform better under the circumstances.
It’s not a simple matter of saying one is better than the other. It depends on how well-made they are, and top-end brands have been designing helmets and making them ‘safer’ for decades.
Having good quality control processes and materials used to make the helmets also provide you with confidence and comfort, which is crucial for every person riding a motorcycle. In the end, we’ve only got one head and brain injuries don’t heal.
This feature article is the writer’s own opinion and doesn’t necessarily reflect the opinion of Bikesrepublic.com
Considered to be one of the most beautiful Ducati’s ever produced, the 2002 998S is a highly desirable collector’s item.
Especially when only 155 units ever produced for the United States, the Ducati 998S is a rare specimen.
For those planning to add the 998s to their collection, there is a 2002 998 Ben Bostrom Race Replica with unit number 80 currently up for sale via bringatrailer.com.
The motorcycle was made as a homage to Bostrom, who won six races in the 2001 World Superbike Championship (WorldSBK).
The Bostrom replica features carbon-fibre bodywork, Öhlins suspension, Marchesini wheels and Brembo brakes, while instrumentation includes a 180-mph speedometer, a 13,000 rpm tachometer, coolant temperature gauge and 5-digit odometer with just 3.2km mileage.
The 998S is equipped with a liquid-cooled 998cc Testatretta L-Twin factory engine capable of producing 136hp and 100Nm.
According to the description, the motorcycle is yet to be started or ridden and did not underwent any service.
The bidding of the Ducati 998S Ben Bostrom replica currently sits at USD22,690 (RM95k).
The kneedown cornering technique is essential on the track.
Done right, it provides confidence and safety.
Remember to keep it natural and relaxed.
It’s pretty much elbow down cornering style for pro riders these days, but the basic cornering technique starts from the kneedown technique.
Getting a kneedown technique is beneficial towards motorcycle control in a corner. It’s useful to gauge how far you’re leaned over and push the bike up slightly if the front tyre starts to slide. Hanging off and putting a kneedown also lessens the bike’s lean angle, hence using a slightly fatter part of the tyre rather than putting all your faith on the very edge.
Marquez kneedown and elbow down – Courtesy of MotoGP.com
But before we proceed further, please take note that we do not encourage the technique on public roads. Please ride responsibly and explore your limits at the track.
1. Gear
Obviously, you need riding gear that has knee sliders; you’re required to don a racing leather suit on the track anyway. Please don’t try to attempt this on public roads by taping knee pucks to your jeans.
2. Location
Yes, yes, we’ve mentioned this many times but it needs to be drilled in. The track. Only at the track. If you’re riding a sub-500cc machine, you could head to ELITE or the Sepang International Kart Circuit. As for the bigger bikes, we only have the Sepang International Circuit, unfortunately.
3. Getting it Right
Lowside crash due to too much speed – Courtesy of RNikeyMouse
Don’t just banzai into a corner at the highest speed possible without analyzing the processes. It’s true that the modern motorcycle and its components including tyres (even sport-touring tyres) are usually up to the job. However, mistakes are compounded until the point of no return, risking injury and damaging your bike.
4. Look through the corner
You go where you look – Courtesy of MotoGP.com
Remember that you go where you look. The first part of cornering is to look through the corner and trace an imaginary line through it. If you’re used to staring downwards on the streets, now is the time to learn the correct visual techniques. Remember: Look up, look through and look wide, look at where you want to go. You’ll be amazed at how relaxed you’ll feel.
5. Hang off early
Hang off early – Courtesy of tv3.it
As you approach the corner move your butt off the seat and your upper body off the centre line of the bike. You should use the tank and bike’s midsection to support yourself. Stick the knee out, stay there and don’t squiggle around anymore. Hang off in a position that is comfortable to you because you could always modify your body position as your experience picks up. Don’t hang off too much, either, as forcing it will have you contorted all over the bike, making you feel uncomfortable and rob your confidence.
Always hang off early compared to shifting your body only when you’ve started to turn the bike in. Doing the latter will destabilize the bike, causing you to lose confidence and back off, hence robbing your chance of a clean kneedown.
6. Set your speed
Set your speed and gearing before entering the corner – Courtesy of Moto.GP
Set your speed using the brakes, instead of relying too much on engine braking. Select the gear which gives you a smooth rolling speed through the turn as well as to provide the punch out of the corner. Too low a speed or gear will bleed off too much speed causing the bike to stand up and forcing you to throttle up too soon.
7. Countersteer
Remember to countersteer
When you reach your turn in point, countersteer (push left to turn left, push right to turn right) and let your body and motorcycle lean into the turn. Point your chin and elbow into the turn.
8. Steady with the throttle
Roll on your throttle control steadily without being greedy. Too much throttle too soon at extreme lean angles will overwhelm the rear tyre’s contact patch. Shutting the throttle or rolling on and off will destabilize the bike – just one smooth, continuous throttle opening.
9. Skrrrth…
Congrats! A successful kneedown – Courtesy of Suzuki
Soon enough you shall hear the sound of plastic scraping the road. Congrats! You’ve got a knee down.
10. What’s next?
Once you’ve gotten a knee down, you don’t have to keep holding it down. Instead, just stay relaxed and natural to sample the feel of the tyres, suspension and bike as a whole at that angle. If you determine there’s still more grip to go, add a little more speed on the next lap. If the tyres are already squirming, you should either go slower or use a little less lean angle the next time around.
There you go, it’s not too difficult. Just remember to apply the correct techniques and stay relaxed. Don’t fret if you couldn’t get it down the first time, instead concentrate on your braking point, entry speed, line and body positioning first rather than charging in kamikaze style. Get those factors right and the speed will come.
Ducati recorded strong growth for the first 6-months of 2021, with over 34,485 units of motorcycles sold worldwide.
According to the Bologna-based manufacturer, June was the best month ever with 8,598 units sold, which helps the company to set a 43 per cent increase over 2020.
“The month of June was the best-ever for the company, confirming the positive trend that began with the excellent second half of 2020 and with the significant growth in the first quarter of this 2021.
“Despite the great complexity recorded in the supply sector and transport, with delays in deliveries and a scarcity of various raw materials, and the difficulties generated by the many lockdowns experienced in these first six months of 2021 in various parts of the world, Ducati recorded truly significant growth, exceeding pre-Covid values by almost 10%,” said Francesco Milicia, VP Global Sales Director Ducati.
Australia led the push with an 82 per cent increase, followed by Italy (55 per cent), Japan (53 per cent) and North America (51 per cent).
Interestingly, the Multistrada V4 continues to receive the highest demand, thanks to its all-new radar technology.
The all-new Monster, which arrived in April, also showed excellent numbers, including the Ducati Scrambler 800 range and the super-naked Streetfighter V4.
The Multistrada V4 is yet to be made available in Malaysia due to the current Movement Control Order (MCO); however, we think the official unveiling is happening soon.
Royal Enfield has taken the world by storm since the company launched the Interceptor 650 and Continental GT 650.
Thus, it’s not a surprise when Royal Enfield has been crown as the top-selling motorcycle brand in terms of sales in New Zealand with the help of local distributor, Urban Moto Imports.
The India-based manufacturer now tops the 250cc to 1,000cc segment in the Land Down under, knocking off other motorcycle giants.
According to Vimal Sumbly, Asia Pacific (APAC) Head of Business of Royal Enfield, the brand has received tremendous support since its entry.
“We are delighted that we have become the number one mid-size motorcycling brand in New Zealand. Royal Enfield has intently focused on growing and leading the middleweight segment market globally and becoming a genuinely global motorcycling brand.
“We have consistently grown our network, reach, product, apparel, GMA range and offerings to appeal to the customers. In fact, since our entry in Australia and New Zealand, we have received great feedback and love from motorcycle enthusiasts.”
Royal Enfield currently offers a wide range of models including the Himalayan, Meteor 350 and the two 650s.
The brand also rumoured to introduced a bigger Himalayan, by using the same 650cc parallel-twin powerplant.
