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Will we may see the end of the Ducati V-Twin superbike, with the announcement of the Ducati Panigale V2 Superquardro Final Edition? The factory will still utilise the 90° V-Twin engine in other models, of course, but it will be a sad day to see the absence of a two-cylinder Ducati superbike in the lineup, for it was the V-Twin (Ducati calls it the ‘L’-Twin) that cemented Ducati’s name in the halls of excellence.

So maybe it is a good time to retrace the evolution of the Ducati V-Twin superbike. (This article only covers Ducati’s sportbikes with the Panigale V2 Superquardro Final Edition as the main picture.)

When did the Ducati V-Twin begin?

As with almost all manufacturers, Ducati had started with building single-cylinder engines. The first one was in fact a 48cc unit made by SIATA which Ducati installed in the bicycle in 1950.

Ducati actually built their first V4 engined motorcycle called the Berliner 1260 Apollo in 1964. It was a beast that almost no one could ride and no rear tyre could withstand the engine’s torque and power. Well, why not: The 1257cc air-cooled 90° V-Four engine produced 100 hp at just 7,000 RPM. By comparison, the Harley V-Twin of the era did only 55 hp. (We shall write a story about this intriguing bike soon!)

One day, 20th March 1970, Dr. Fabio Taglioni began sketching on a 90° V-Twin engine. It was from here that an entire slew of models came about both in racing and its adoption to street models, including 500cc racebikes and 750cc road bikes. The Ducati 750 Imola Desmo went on to win the Imola race in 1972.

The camshafts were driven off a tower shaft and bevel gear system up to this point. Taglioni introduced the Pantah 500SL with belt-driven cams in 1980. This belt-driven system continued until the Superquardro V-Twin came to light on the Panigale 1199.

Two became four

Dr. Taglioni had experimented with the four-valved head but seemed to have made no headway. Instead, it was his understudy, Massimo Bordi who successfully designed and pushed it through.

The four-valve 90° V-Twin engine, now known as the Desmoquattro, began in the prototype 748IE Bol d’Or racer in 1986, before being adopted in the Ducati 851 in 1987. At the same time, it was also Ducati’s first liquid-cooled engine. Raymond Roche took the 851 to the first World Superbike crown for Ducati in 1990 hence starting Ducati’s domination in the championship.

The 851 became the 888, then came the iconic 916 that in turn became the 955 (ultra limited SP version only), and finally the 996.

Subcategories of the Desmoquattro


In 2001, Ducati brought out the 996R homologation model. It was essentially used the 998cc engine  which featured the new Testastretta head or “narrow head.” The new Testastretta had the included valve angle reduced from 40 degrees to 25 degrees. As such, the bore could be made bigger to increase the rev limit, hence producing more top end power.

The 999, designed by Pierre Terblanche was a wholly redesigned bike, followed in 2003. However, the design was way too far of its time and was severely panned, despite the 999 being better in almost every department.

Testastretta Evoluzione

The 999 was in turn succeeded by the 1098 in 2007. It was the most powerful V-Twin of the era and was well-received, what with a styling that “evolved” from the 916. The 1098 became the 1198 in 2009.


The 1098/1998 lineup was subsequently replaced by the 1199 Panigale in 2012 hence began the Superquardro engine. It was the most powerful V-Twin at the time, punching out 195 hp and 133 Nm.

There were several changes, most obvious was the deletion of the belt-driven cams for a hybrid gear/chain drive. Ducati made four displacements for this engine, ranging from 898cc to 1285cc.

The smaller V-Twin sportbikes

We need to mention the smaller capacity Ducati sportbikes as they led to the Ducati Panigale V2 Superquardro Final Edition. Amidst the 916 was the smaller 748 which Ducati raced in the SuperSport categories vs. 600cc inline-four superbikes. The 748’s engine was of course, a 90° Desmo V-Twin with four-valves per cylinder, but displaced 748cc. So, to complete the timeline, the 748cc engine started getting bigger becoming the 749, 848, 899, and finally the present 955 with the Superquardro engine. The 955cc Panigale was rebranded as the Panigale V2 following the debut of the Panigale V4 in 2018.


On-off, on-off. Even probably causing the Indian GP to be moved to an entirely different date. That is the saga with the proposed Kazakhstan MotoGP 2024. It has now been completely cancelled and will be replaced by a second outing at Misano.

Kazakhstan had been slated for 2023 but the Sokol International Circuit was deemed not ready. That pushed the round to this year. Unfortunately, an unprecedented flood hit the Central Asian region in May which forced the round slated to begin from 16 June to be cancelled indefinitely.

Then the Indian GP’s organisers threw another curve ball which put it on hold, too. Consequently, Dorna decided to replace the Indian GP scheduled to begin from 2oth September with the Kazakhstan GP. The Indian GP, on the other hand, was moved to March next year.

But that is not the end, as MotoGP issued a statement saying that the Kazakhstan round has been cancelled altogether owing to logistical issues that “have rendered the event impossible to run” after the flooding.

“The FIM, IRTA and Dorna Sports announce the cancellation of the Grand Prix of Kazakhstan,” the statement reads. “Operational and logistical issues arising from the earlier flooding across the region have rendered the event impossible to hold in 2024.

“Misano World Circuit Marco Simoncelli will instead host the Emilia-Romagna Grand Prix from the 20th to the 22nd of September.

“MotoGP is excited to stage a second event at the iconic Adriatic venue, giving the passionate Italian fanbase a further opportunity to see the world’s most exciting sport in action.”

The revision creates an awkward situation as the World Superbike Championship will also run during the same weekend, albeit on another Italian track, the Cremona Circuit. The first Misano MotoGP round will be held from 6-8 September. So, Italy sees 3 rounds of motorcycle racing in two weeks.

Boon Siew Honda Sdn. Bhd. has announced two new colour options for the 2024 Honda ADV160, namely Gray and White.

It will be available at all Honda Impian X and authorised Honda dealers nationwide from 18th July 2024. Recommended selling price is from RM 13,249 (not on the road). The popular lightweight adventure motorcycle

The mechanical aspects of the popular lightweight adventure scooter remains unchanged, featuring a 157cc, single-cylinder, 4-valve engine with eSP+ technology, that delivers 11.8 kW (15.8 hp) at 8,500 RPM and 14.7 Nm of torque at 6,500 RPM.

The engine’s performance is complimented by the Honda Honda Selectable Torque Control (HSTC) system that optimises engine torque delivery according to tyre traction, while an advanced Idling Stop System (ISS) enhances the engine’s fuel efficiency.

Rider comfort still consists of a low seat height of 780mm, besides a two-step adjustable windscreen. ABS is standard for the front brake only, despite the rear disc brake system.

Other features include the Honda Smart Key system, a 5V 2.1A USB charger, and 30 litres of underseat storage space.

Honda claims the 2024 Honda ADV160’s wet weight with a full tank of fuel at 133kg.

Buyers are entitled to a 20,000km or two year warranty, whichever comes first.

Please visit or visit the nearest Honda Impian X dealer for more details, or call the toll-free number 1-800-88-3993.

2024 Honda ADV160 Photo Gallery

We have been teased, we have read leaked spec sheets and even seen blurred out images, but it has all come to an end now as Royal Enfield has officially unveiled its second roadster model – the Guerilla 450.

Said to be the road going variant of the successful Himalayan 450, the Guerilla is at home in the mountains as it is on the streets of a densely populated urban city. Hence why the chosen launch location, the vibrant and historic city of Barcelona is such an apt location.

The Guerilla was developed in and around Barcelona, and though we have only been fed some information about the bike in the past few months, Royal Enfield has been quietly working on the bike since 2019. That is a long time in the making, but as they say, good things come to those who wait and after having ridden it, we can say that it is indeed a very good thing.

But we can’t tell you much about how it feels like because of an on-going embargo that does not allow reviews to be published until the 27th of July. That is because the test ride event in Barcelona is still on-going and there still are many journalists who are yet to ride the bike. So to level the playing field, Royal Enfield put out an embargo, and we respect that.

What we can tell you though are the specifications and we can also show you what the bike looks like, in detail this time with no blurred out parts.

The Guerilla 450 shares a lot of its underpinnings with its sibling, the Himalayan, so we are warning you right now that there will be a lot of Himalayan references coming up. Bear with us.

The design though is the biggest (and most obvious) difference. But there are elements of the Hunter 350, which is not all that surprising since the two are essentially Roadsters.

Starting with the tyres, the Guerilla runs on the same Ceat Gripp XL Rad tyres that we first saw on the, you guessed it, Himalayan. The tyres were built specifically for the adventure bike but Royal Enfield says the hard compound tyres have been repurposed for the Guerilla.

The tyres wrap a set of 17-inch wheels front and back while braking power is managed by a 310mm disc up front that is gripped by a dual-piston ByBre caliper. The rear is kept in check by a 270mm single-piston caliper. Both are further backed up by a dual-channel ABS system.

Suspension consists of a 43mm telescopic fork up front with 140mm of travel while a monoshock with 150mm of travel manages the rear. The latter is adjustable for pre-load.

The forks have a rake angle of 21.8 degrees which is 4 degrees less than the Himalayans while the trail measures in at 91mm, a full 27mm shorter than the Himalayan.

This results in the bike have a 70mm shorter wheelbase at 1440mm and overall length of 2090mm, which is shorter by 155mm than its bigger brother.

On the topic of dimensions, the Guerilla is ideal for those who are challenged in the height department. It has an overall height of 1125mm (down by 191mm from the big H) while the seat is just 780mm off the ground. There is an high seat option that sits 800mm off the ground as well as a low seat option that sits 760mm. This makes the Geurilla well suited for all builds.

In terms of weight, the Guerilla weighs just 185kg (kerb with 90% fuel and lubricants) and that makes it 11kg lighter than the Himalayan.

As for tech, the Guerilla has the same circular LED headlight as the Himalayan and the rear too has LED turn signals which also double up as the brake lights.

The colourised four-inch instrument panel is also the same as the Himalayan and offers smart phone connectivity through a dedicated Royal Enfield application. When it comes to navigation, rather than reinventing the wheel, Royal Enfield simply integrated Google Maps into the app and thus gives you turn-by-turn navigation on the meter panel itself. The display is truly extraordinary.

Now to the juicy bits.

Besides the obvious sharing of components, the biggest bit is the engine itself. The 452cc engine is almost unchanged from the one in the Himalayan and makes 40PS and 40Nm of torque.

What has changed though is its state of tune, with Royal Enfield saying that the Guerilla boasts best in class mid-range torque.

The six-speed transmission too is 90% identical with only the final drive being slightly taller. There is also the assist and slipper clutch that makes the lever feel ultra-light, which comes in handy in traffic.

The engine is mounted onto the same steel tubular frame as the Himalayan though it has been slightly modified while the sub-frame is all-new.

Royal Enfield says that the overall mass of the bike has been placed lower and towards the front of the bike to give it a more nimble feel in and out of corners.

The 11-litre fuel tank on the other hand is all new and made of metal, and the official fuel consumption figure is rated at 29.5km per litre which provides a theoretical range of a little over 300km.

There are a host of different colour ways and a bunch of official Royal Enfield accessories to match the character of the bike.

In terms of pricing, Malaysians will have to wait till the bike is officially launched for that but expect a sub-RM40k price tag.

As for the rest of the world, the prices are below:

Here’s a full gallery of over 160 photos of close-ups and action shots:

The Ducati Panigale V-Twin (or “L-Twin” as Ducati insists) seems to play a supporting role ever since the Panigale V4 was introduced in 2018. However, the V-Twin a.k.a. V2 still survives as it offers a more affordable and accessible alternative in the sub-1000cc category. But will it be phased out after this 2025 Ducati Panigale V2 Superquardro Final Edition?

The 2025 Ducati Panigale V2 Superquardro Final Edition (FE), it pays tribute to the the first Superquardro engine which made its debut with the Panigale 1199 in 2012. And of course, production is limited, to 555 units.

The FE’s livery was designed by the legendary Drudi Performance (who also designed some famous helmets including Valentino Rossi’s), featuring swooshing lines.

Underneath that fairing are some trick componentry including magnesium cylinder heads, clutch cover, and oil pan cover. The cylinder bores are Nikasil coated, while the rocker arms are DLC coated. The engine is housed in a monocoque frame, as before. The suite of electronic aids remain, of course, consisting of but not limited to traction control, wheelie control, Cornering ABS EVO, Ducati Quick Shift, engine brake control.

And there is Öhlins: front and rear suspension and steering damper. You will be stepping on billet aluminium Rizoma footpegs. Carbon fibre parts include front and rear mudguards, exhaust silencer cap, clutch cover protector (over the magnesium cover), swingarm cover, shock absorber cover. The battery is lithium-ion, and there are special handlebar grips, too. Speaking of handlebars, they are clipped onto a billet triple clamp where you can also find the bike’s serial number laser etched onto it.

There is also a special track kit for the 2025 Ducati Panigale V2 Superquardro Final Edition which consists tidy kits for the licence plate holder and mirrors, billet aluminium fuel tank cap, and GPS module for DDA data acquisition.

Ducati Malaysia did not reveal the price but overseas medias say it sells from USD 28,000 (RM 130,534.69). It will be available from October 2024.

Boon Siew Honda Sdn. Bhd. has launched the 2024 Honda NSS250, formerly known as the Forza 250 in Indonesia and Japan.

Being a bigger capacity scooter means the NSS250 has several big features that places it in the premium scooter segment.

  • 249cc, single-cylinder, liquid-cooled, SOHC four-stroke, four-valve engine with eSP+ that delivers a healthy 17 kW (22.8 hp) at 7,750 RPM and 24 Nm at 6,250 RPM.

  • Honda Selectable Torque Control (HSTC) which delivers the correct amount of torque, hence traction control.


  •  New dual analog meter with LCD panel for easier readability.
  • Upgraded dual LED headlights and taillight.

  • Emergency Stop System (ESS) activates the hazard lights automatically during emergency braking.
  • Dual-channel front and rear ABS.

  •  Electrically adjustable windscreen with 180mm range to suit the rider’s preference.
  • 48-litre underseat storage space that can accommodate two full-face helmets.

  • Front storage box which includes a 12V charging socket.
  • Smart Key to start the bike and includes an answer-back feature, while preventing theft.

  • Kerb weight is claimed to be 186 kg.

Mitsuharu Funase, Managing Director and CEO of Boon Siew Honda said, “The launch of the Honda NSS250 is a proud moment for Boon Siew Honda. This scooter embodies our dedication to merging advanced technology with stylish design, providing riders with a top-tier experience. We are confident that the NSS250 will not only meet but exceed the expectations of our customers, offering a new standard of excellence in the scooter market.

The 2024 Honda NSS250 is available in three colours, namely Mat Gun Powder Black Metallic, Pearl Smoky Gray, and Candy Syrah Wine Red. Recommended selling price is RM 25,888 (not on the road).

2024 Honda NSS250 Photo Gallery


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