As more cars are being fitted with anti-collision systems, Ducati is also developing theirs.
Developed together with Audi, the system uses the 5G network.
The system will warn the rider about upcoming danger but may apply the brakes automatically in the future.
Every motorcyclist knows that a collision with another vehicle sucks, but we push the thought to the back of our minds, like smokers who are aware of the dangers of smoking. Ducati aims to reduce the number of collisions with a new technology they developed together with Audi.
Called the Cellular Vehicle-to-Everything (C-V2X) tech, it builds a picture of vehicles in the vicinity to provide situational awareness. It works over the developing 5G mobile network.
Ducati and Audi recently demonstrated the system’s controlled collision avoidance by using a Multistrada and two cars. The vehicles communicated with each other to avoid the impending disaster. There were two types of assistance, called Intersection Collision Warning and Across Traffic Turn Collision Risk Warning.
Key points of C-V2X
Ducati Advanced Radar Assistance System reads the road and monitors multiple vehicles simultaneously.
It senses slowing vehicles and warns the rider of a potential problem. It may reduce speed or brake automatically in the future.
A rear radar system detects obstructions in the rider’s blind spot and highlights it in the rear-view mirror.
Ducati and Audi say all vehicles will communicate with each other in the future and avoid collisions autonomously.
The technology also seeks to communicate with roadside obstacles such as traffic lights, road signs and speed limits.
The system provides warning to the drivers and rider of the dangers at this moment, but further development could see vehicle autonomy being gradually fitted to motorcycles. Autonomous cars are starting to come into the market as we reported previously (click on the link below for more information).
The systems in cars automatically applies the brakes to avoid a potential collision even before the driver is aware of a problem. This solution is not only available in luxury cars as the new Perodua Myvi is equipped with an earlier iteration of the system.
While pundits may be scoff about autonomy, remember that the ABS was also derided when it first came into the market. But it is now the single component that had saved the most lives.
The new Ducati Panigale V4, V4S, V4 Speciale mark the manufacturer’s departure from their trademark V-Twin sportbikes.
The Panigale V4 is set to bring the Superbike World Championship title back to Italy.
We tested the Panigale V4S during the Ducati Racing Experience (DRE) at SIC.
Standing before the Ducati Panigale V4S in the Sepang Circuit pitlane, am having trouble inserting my earplugs. It had seemed like my ear holes constricted in the last 30 seconds.
I looked at my hands. They were quivering, while the blood red Ducati seemed to squint and taunt, “Ride me if you dare.”
It’s probably a well-known fact to the extent of being passé now. The Ducati Panigale V4 is the Borgo Panigale-based manufacturer’s weapon for reclaiming the coveted Superbike World Championship title.
Ducati had dominated the production-based championship with the V-Twin engine. Beginning with Raymond Roche’s first title win on the 851 in 1990 and the last by Carlos Checa on the 1098R in 2011, Ducati won 14 rider and 17 manufacturer titles during those 24 years.
However, rule changes in the series had swung the favour back towards 4-cylinder motorcycles. Current Ducati riders kept finding themselves outgunned on many occasions and had resorted to over-committing to compensate for the lack of power.
Well, Ducati isn’t one to sit still while allowing their supremacy being stomped on.
In terms of out-and-out power production for a specific capacity, the V-Twin had reached the end of its development path. Ducati had probably tried all the possible solutions in wringing the last bit of performance over the years, apart from retaining the engine format as a signature, but there’s just no way to push on something that will not yield.
So, turning to their race winning experience in MotoGP, Ducati decided to go the V-Four route.
There will be two engines, one for road use and another for racing which will be unveiled later for the 2019 SBK season. The former which we tested here is hence called “Desmosedici Stradale” meaning Desmodromic 16-valves (“sedici” in Italian) Road.
The Desmosedici Stradale displaces 1103cc and produces a whopping 214 bhp @ 13,000 RPM (226 bhp with race kit) and 124 Nm @ 10,000 RPM. That’s a great 3,000 RPM spread between peak torque and horsepower, meaning that the engine has a flexible power curve, instead of being peaky like the 1299 it replaces.
Being a 90o V4 means it has a natural balance it and doesn’t incur power and weight penalties from using balancer shafts. It also makes the engine much more compact, allowing the engineers to place the engine for more optimal weight distribution within the frame.
The crankshaft counter-rotates, spinning “backwards,” opposing the rear tyre’s rotation. This is a direct influence from Ducati MotoGP’s bikes. The spinning and reciprocating masses inside and engine create their own inertia and gyroscopic effect, adding to the rear tyre’s. Having a counter-rotating crank hence negates some of these forces, resulting in a bike that is easier to turn and rein in that raw power from inducing wheelies. GP aficionados will tell you that Honda did exactly this on their NSR500 two-stroke GP beast.
Ducati calls the new engine’s firing order “Twin Pulse” as it fires first the left bank of cylinders, then the right, replicating a V-Twin’s. It gives the bike a unique aural and handling character.
Ducati wanted a compact engine despite gaining two extra cylinders, so they turned to magnesium alloy covers for the cylinder head, clutch, stator and oil sump. They ended up with an engine that’s only 2kg heavier than the V-Twin 1285cc Superquadro.
Other features include variable length intake funnels, dual injectors per throttle body and oval throttle bodies.
The chassis department has also received changes, accordingly.
Instead of the monocoque design used by earlier Panigales, there is a now an aluminium “beam frame.” But it only extends a short way from the headstock.
A peek inside sees the engine being rotate upwards (by 42o). As such, the entire engine could be moved further forward, allowing for a longer swingarm. A longer swingarm promotes stability by keeping the front tyre on the road longer, allowing the bike to hug the chosen line even when power is applied.
Since this is the “S” version, it uses the electronically-controlled Öhlins suspension front and rear. The system monitors suspension movements and damping up to 100 times per second. Sure, that’s what most electronic suspensions do these days, but here’s the main difference. Instead of just letting the ECU choose the rates based on ride mode, the Panigale V4S’s system lets you work on objectives i.e. what do you want to achieve. For example, you could specify more stability under eye-popping hard braking, plus more stability in mid-corner, less rearward weight transfer under hard acceleration, etc. On a “manual” suspension, on the other hand, you could only tune the suspension for one, maybe two characteristics while the rest are compromises at best.
The rear shock has been moved to the traditional central position, since there’s more space.
The front brakes use the latest Brembo Stylema monobloc calipers that are 70g lighter per caliper, yet more rigid. They grip massive 330mm discs.
Enough. Enough of tech talk (yaaawwwnn), let’s ride.
I took a long hard breath to calm my nerves and stuck the earplugs in, at last. Riding a sub-200 bhp superbike is already crazy enough, this one is above 200 bhp.
Sitting position is bang-on Panigale, so you won’t feel out-of-place if you switched over from the V-Twin. The seat was much suppler, however.
The V4 fired up and sounded… wait, have DRE put me on the wrong bike? Why did it sound like a Twin? I looked down and my gaze met a massive aluminium structure below the top triple clamp. Owh, it was the V4. When Ducati said the engine fires like a V-Twin times 2, they weren’t joking. The ride mode was set to “SPORT.”
My group’s Ducati Racing Experience (DRE) instructor, one uproarious Spanish racer named Carlos Serrano flashed a thumb’s up and we were underway.
The bike pulled hard but err… smoothly from the pit exit and we leaned into Turn One without touching the brakes. Turn Two had always scared me due to the bumps at the braking point/entry and the blind apex, so I approached it with some trepidation, but the Panigale V4S ran over those bumps and holes like a sport-tourer. What the…? I had expected to be bumped around the seat and my arms punched into the shoulder sockets.
Through the faster turns, i.e. 3, 5, 7, 8, 10, 12, and 13, I had already gone faster than I even did before, but it was as if those were just straights with the bike leaned over. I fed in power smoothly as on other bikes but the bike actually yawned!
There were still a few wet patches hugging the inner parts of the turns but the bike flew over them as if they weren’t there.
Down into hard braking areas such as Turns 1, 4, 9, and 15, a single-finger pull on the brake lever was enough to haul the bike down from insane speeds. I found myself constantly over-braking and too early in the first session.
And did I mention the bike actually felt… comfortable? Where were the mid-corner bumps in Turns 2 and 9? Did SIC resurface the track last night?
I felt disoriented as we headed into the pit entrance after 5 laps.
As with every DRE, critique and instructions followed after every session. Serrano commented that we were turning into corners too early. One participant commented that aiming for the apex that late meant that we had to quick flick the bike, risking losing the front. Serrano smiled, closed his eyes and wagged his head, “No, no, don’t worry, this bike can do it. Just snap it over.”
He also mentioned that we were slow in getting back on the throttle. All of us spoke up that it’ll either cause the bike (read: other than the Panigale V4S) to overshoot or slide the rear tyre. Serrano repeated his smile-close-eyes-wag-head routine, “Don’t worry, just open.”
Okay. Flick in late, open throttle early. Got that.
Out on track for the second session, all of us “just open.” Oh my. The bike picked up so much speed in mid-corner that would have other bikes jumping the curbs and headed to KLIA in a hurry.
And I was still braking too hard, too early! Grrrr! I didn’t matter if we were blasting down the back straight at 280+ km/h, braking just after the 200m marker was a waste of time. I had to get back on the throttle by the 50m mark. Besides that, I’d usually trail the rear brake a little to keep the rear in check, but it was optional on the Panigale V4S.
I was upset at myself for being so slow when we went back in again. Truth is, I was sure I had gone faster than ever before yet, I just couldn’t find the limits of the bike. It actually boiled down to being too used to sportbikes that are akin to holding onto The Rock as he thrashes around.
No, it wasn’t about lack of feedback on the V4, for there was plenty. But it was how compliant it felt that fully confused me. Make no mistake, this is a positive point for regular sportbike riders and track day junkies. As opposed to other bikes, the Panigale V4S doesn’t wear you down.
I switch to race mode for the next session. This time, the bike’s acceleration was absolutely brutal, even in mid-corner! Don’t get the wrong impression, though, because while it accelerated like rocket sled, it was incredibly smooth, unlike something which left your brain 100m behind. Now you know why I was confused.
I was confident enough to trail brake into the corners and the feedback at the brake lever and handlebar was solid. The bike waggled a little as I sat up for Turns 15 and 1 but it never ever felt like things were going to get out of hand. Forget the internet, this was way more entertaining.
But we only had the morning session and I almost did an extra lap during the last session as I have having so much fun. I walked away feeling a little unsatisfied, however, as I never managed to sniff, much more explore, the bike’s astronomical limits.
The conclusion I could safely draw is this: The Ducati Panigale V4S is easily the fastest superbike out there, but it’s also the easiest to ride (super) fast.
For more pricing details and to view the bike, please visit Ducati Malaysia.
PICTURE GALLERY
Aluminium has replaced the monocoque structure on the Ducati Panigale V4
101 participants accepted the challenge to put their skills on the line in going up against fellow competitors in this all-make event.
Participants and their teams had started setting up their pit area and motorcycles from as early as 7am, accompanied by a constant stream of registrations right up to the start of proceedings. Race series sponsors such as Gracshaw and Shizens (facial care products, whom Gabit is the Brand Ambassador) had also set up their wares for display and branding.
KTM Malaysia’s Sungai Buaya track layout had been altered to provide an even greater challenge to the riders eliminate advantage through familiarity. KTM Malaysia’s factory rider Gabit Saleh and trials rider Acoi Pangkolo has worked throughout the week and night before the event to ready the track. The former laid out the enduro zones such as hill climbs, jungle tracks, whoops and jumps while the latter prepared the obstacle zone complete with large tyres and log crossings. The lap distance had been expanded to approximately 6-km long.
A safety briefing was carried out before the start of the race and competitors had their bikes fitted with transponders to accurately log their times.
The weather was hot and dusty throughout the day.
ED5 – CubCross Open
Proceedings got under way with the “smallest” class. As the name implies, these motorcycles started out as underbones, better known as kapchais, and were modified to carry longer travel suspension and among other things for off-road duties.
Being “Open” means a competitor could bring any Cubcross bike regardless of engine capacity or type.
Ahmad Kamarul Munir (#50) took the holeshot at the start and left everyone in the dust with a comfortable lead at the fall of the chequered flag. Hafizi Bin Usman (#78) crossed the line in second, while Ahmad Jafri Bin Razali (#22) completed the podium.
A total of 13 riders took part in this category.
ED4 – CKD Open
This class is meant for locally-assembled dirtbikes. As such, it was inundated with Kawasaki KLX150 and KLX250s. 23 participants took to the starting grid and they were given 30 minutes to complete as many laps as possible.
There was a fight for the lead began from the start. Besides that, the action soon got very entertaining for the crowd as the riders started making mistakes after mistakes. The logs proved especially troublesome for the 150s due to their low ground clearance.
Muhamad Amirul Bin Ramli (#42) pipped Muhammad Faiz Zulhilmi Bin Fasli (#94) by just 0.7 seconds at the finish line.
while Ahmad Kamarul Munir crossed the line less than 0.5 second behind the no. 2 placed man.
ED3 – Veteran Open
Action continue afterwards with the Veteran Open category, which is open to riders above 40 years old. The class saw a total of 18 riders. They were allocated 30 minutes plus 1 lap.
Asdin Udin led from start to finish, taking the checkered flag almost 2 minutes ahead of Richard Lim and 3 minutes from Mohd. Sanusi Bin Mohd. Yaman.
ED6 – D-P Rally
The D-P Rally (dual-purpose rally) is a new addition to the KTM Malaysia Orange Enduro 2018 series and is open to adventure motorcycles 650cc and above, attracting 11 entries.
Most of the participants had just completed the GIVI Rimba Raid Mat Daling jungle rally last weekend.
Ahmad Daniel Haiqal made a lightning start and rode with his trademark aggression ahead of Wong Chun Hing (better known as Bee Wong).
But Bee ran into a hole too hard and overstretched his chain, causing to slip repeatedly off the rear sprocket. He had no choice but to stop his KTM 1190 Adventure for repairs while other competitors passed him.
Ahmad Daniel Haiqal kept pushing hard on his Ducati Multistrada 1200 Enduro but a mistake relinquished his lead to Shamsul Azhar Abu Hazim (Acoi Pangkolo). The latter started riding harder after that point to open up a healthy gap all the way to the finish.
Bee then pushed hard to repass the field, save for Shamsul and Haiqal to finish third.
ED2 – KTM Open
This category is open to KTM dirtbikes only.
Ahmad Daniel Haiqal also participated and went on to win some 45 seconds ahead of Lai Wai Seng and 3 minutes ahead of Muhd Hazim to capture the second podium of the day.
With 24 entries, this class is an indication of the number of KTM dirtbikes in circulation.
However, the hot and dusty conditions took its toll on many riders; there were 8 non-finishers.
ED7 – Women Enduro
As with the D-P class, the Women Enduro category is a new addition to the KTM Malaysia Orange Enduro 2018. The category is directly sponsored by Malaysian comedian and celebrity, Achey Bochey, who is an enduro rider himself.
There were just two registrations in the morning but the number of participants increased to 9 by the start of the race.
These ladies could not only ride but race too. The trio of Nur Haziyah Bt. Ramli, Nor Hasinah Mohamed and Siti Noor Safira Binti Mustafa were locked in a battle from early on, but it fizzled into a straight fight between Nur Haziyah and Nor Hasinah.
Nor Hasinah had led most of the race until she made a mistake which put here down and was passed by Nur Haziyah who romped home to take the win.
ED1 – Open Category
This is the premier category of the series, which attracts the top off-road riders in the country, including the aforementioned Ahmad Daniel Haikal, Muhammad Khairul Afif and Muhd. Habibullah Muhd. Saleh @ Gabit, among a total of 15 riders.
The action was fierce between the three in the early part of the race, before Haiqal pulled out a large lead from the rest of the field. But again, a mistake cost him dearly; to which Afif and Gabit capitalized on. However, both riders took it easy by the latter stages of the race, allowing Afif to win from Gabit by 10 seconds. Haiqal recovered to finish third, a distant 2 minutes behind.
Conclusion
The KTM Malaysia Orange Enduro has shown that off-road competition is healthy in Malaysia as the number of competitors are increasing by each round. KTM Malaysia’s decision to organize the Orange Enduro is also a positive gesture in allowing enthusiasts and pros to the opportunity to race and gauge their standards, regardless of the brand of motorcycle they are riding.
In fact, other manufacturers do not even organize their own off-road events on such a scale, despite the level of enthusiasm displayed at the Orange Enduro, including the dual-purpose and women’s categories. Look at how many participants signed up for the GIVI Rimba Raid Mat Daling the week prior.
There was also a huge turnout of spectators, which easily outnumbered the participants by 2:1.
It’s time for other manufacturers to step up to the plate.
As motorcycles become ever more complex, technicians of higher knowledge are in demand.
More and more owners send their bikes to official workshops due to that complexity.
TOC Automotive College offers the Superbike Technician Course geared towards that goal.
Believe it or not, one of the greatest challenges of superbike ownership in Malaysia – and probably globally for that matter – after acquiring the bike of your dreams, is where to get it properly maintained. The bike industry is no different from the car industry when it comes to repairs and maintenance, with many owners either taking their pride and joy back to the official importer, or to someone they are familiar with at a workshop they’ve been going to for years and years.
Add to the fact that the motorcycle scene in Malaysia has been growing steadily over the last few yearswith so many new superbikes from various bike-makers have being introduced in rapid succession, there has never been a time when certified and qualified superbike mechanics were more in demand than right now.
Please click on the link below to know why it’s important to have certified technicians working on your bike.
And on a more personal note, we all have that one favourite superbike technician that we consider “a friend” and whole-heartedly recommend our fellow bikers to take their bikes to when they have a problem don’t we? So who’s to say that technician couldn’t be you! It’s a growing market that doesn’t show any signs of slowing down, and here’s your chance to be part of it…
TOC has developed a special “Superbike Technician Course” (SBC) to assist in what can only be described as a rapidly growing industry, as aforementioned.
The TOC SBC is made up of three levels of academic and career development, and all one needs is a minimum Form 3 education to apply for this 18-month course, which includes practical work-experience with TOC’s industry partners. The levels include:
Level 1:
Motorcycle workshop safety
Application of related study
Basic metal work and introduction to motorcycle technology
Power generation system (engine)
Repair and maintenance of motorcycle fuel & ignition systems
Supervised Industrial Training (SIT 1)
Level 2:
Repair & Maintain motorcycle engine systems
Power transmission system
Chassis – steering & suspension systems
Chassis – braking systems
Motorcycle service and maintenance
Supervised Industrial Training (SIT 2)
Level 3:
Motorcycle electrical systems
Drivability & Performance testing
Transmission system overhauling
Engine overhauling
Elective Programmes on specific motorcycle brand
Supervised Industrial Training (SIT 3)
Furthermore, upon completion of the 3-level course, career opportunities will abound in the fields of the motorcycle manufacturing industry, motorcycle assembly plants, motorcycle spare parts stores, motorcycle dealerships, motorcycle service & repair shops, Superbike Technician, or you can start your own motorcycle service and repair workshop.
Interested? Refer to the flowchart below to see the process from the start of your journey to become a Certified Superbike Technician with TOC!
So what are you waiting for? If it has always been your dream to work in the motorcycle service line, or to start your very own motorcycle workshop, then this is the perfect platform to get you started on the path to achieving your dreams. Don’t wait, find out more about the TOC Superbike Technician Course at www.toc.edu.my or call (+603) 7960 8833 for more details.
To know more about TOC’s Superbike Technician Course, CLICK HERE! (Link to the link below)
Boon Siew Honda has launched the 2018 Honda PCX commuter scooter.
The new model incorporates a host of new features.
The 2018 Honda PCX is priced at RM 10,999 with 0% GST, without road tax, insurance and registration.
As promised, Boon Siew Honda has launched the 2018 Honda PCX urban commuter scooter.
The new PCX combines the luxurious feel, performance, convenience, ease of use and fuel economy of the previous model with a host of new features.
First up, the 2018 Honda PCX’s genuine good looks have been refreshed with new body panels for what Honda calls a premium, sharper and sportier look. Complementing the new appearance is a compact dual-LED headlight with integrated Daytime Running Lights (DRL). An LED taillight completes the new design.
The changes are not only skin-deep as the bike also receives an all-new and lighter steel duplex cradle frame, which results in a shorter wheelbase for improved manoeuvrability and road feedback. The suspension has also been improved and the addition of new 14-inch alloy wheels, 27o rake and 19mm trail should result in an easily controllable ride.
Hydraulically damped, telescopic forks support the front, while dual coil-over shocks suspend the rear and swing-mount drive unit.
The seat is a low 764 mm and the narrow waist gives easy ground access for manoeuvring at parking speeds.
No scooter will be complete without ample storage space. As such, there is a 25-litre underseat storage compartment. Not only that, the seat is propped up by a spring-loaded hinge to ease access. The compartment can accommodate a full-face helmet. There is also a glove box at the front which includes a 12-volt adaptor for charging electronic devices.
In keeping with the times, Honda has also given the new PCX a fully digital instrument panel. It displays every data a rider requires such as speedometer, digital clock, odometer, Idling Stop System indicator, oil change (service) reminder, fuel gauge and fuel consumption indicator.
Speaking of fuel consumption, it was the Honda PCX which set the bar on fuel economy. Firstly, the PGM-FI electronic fuel injection system delivers accurately metered amounts of fuel for optimised performance and economy. Secondly is the Idling Stop system which made its debut on our streets in the first PCX. The fuel injection stops the engine and fuel delivery after idling for three seconds while all electrical systems are still functioning. The engine is restarted when the rider twists the throttle. Honda claims the new PCX’s fuel economy could reach 51.2 km/l with the Idling Stop system activated. You can expect a good range with the 8-litre fuel tank.
The 2018 Honda PCX is powered by a 149cc, single-cylinder, SOHC, liquid-cooled, four-stroke engine with a bore and stroke of 57.3 mm and 57.91 mm, respectively. The engine pushes out a healthy 14.5 bhp (10.8 kW) at 8500 RPM and 13.6 Nm of torque at 6500 RPM.
The power is sent through a Honda V-Matic Dry-Type Automatic Centrifugal Clutch transmission on its way to the rear wheel. The transmission has been revised to further the range of gear ratios, hence delivering smooth acceleration and stronger acceleration from mid- to high-speed ranges, which makes it ideal for overtaking.
Also making its debut is the SMART Key System which incorporates keyless starting, anti-theft and answer-back features.
The 2018 Honda PCX is offered in the popular Pearl Metalloid White, and new Euphoria Red Metallic and Radiate Grey Metallic.
Boon Siew Honda priced at RM 10,999, with 0% GST, exclusive of road tax, insurance and registration.
The GIVI Rimba Raid Mat Daling off-road event for enthusiasts ended highly successful.
It attracted 105 participants from Malaysia and the world over.
Everyone experienced the beauty of Malaysia regardless if they rode.
The fifth edition of Rimba Raid, Malaysia’s premier off-road event for enthusiasts, rocked to the nines.
It was a mere five months ago when Rimba Raid was organized at the sleepy community of Janda Baik, a stone’s throw away from Genting Highlands. A total of 60 competitors signed up for that edition, made up mostly of Malaysians with a few of neighbours from Singapore. Please click on the link below for our coverage.
This edition of Rimba Raid, on the other hand, was formally called GIVI Rimba Raid Mat Daling as the premier Italian motorcycle accessories manufacturer, GIVI, was the title sponsor. GIVI had not only brought along their booth to display a number of their latest products, but also supported the event by providing rider wear, goodies and lucky draw prizes to the participants.
Also present were Auto Bavaria BMW Motorrad, Ducati Malaysia, KTM Malaysia, and Red Bull.
Organizing the event at Mat Daling, Pahang was akin to returning home for Rimba Raid, as the inaugural edition was held there. However, instead of the individual tests formula followed previously, GIVI Rimba Raid Mat Daling was the largest and most ambitious venture ever devised and executed.
The main event was a timed 120-km Jungle Rally on Saturday (7th July), followed by a race on the river sandbank called “King of Sand” and Jungle Enduro on Sunday (8th July). Participants flocked in from all over Malaysia, plus those from Singapore, Thailand, Indonesia, Vietnam, Australia, Philippines, Great Britain, Italy, France for a grand total of 105 participants.
“We have been hoping for more international participants, especially from Thailand,” said Dato’ Capt. Nik of the organizers, Rimba Raid. “There ten of them here at Mat Daling and that makes us really proud.”
“We’ve always sponsored top motorsport events such as MotoGP, World Superbike, CubPrix, Dakar Rally and many more. We also support many motorcycle adventure projects. So, it is only right that we work together with Rimba Raid,” said Joseph Perucca, GIVI’s Overseas Operational Director. Besides that, GIVI’s products have been well-tested in the tough environments of rallying and adventure rides such as the annual GIVI Adventures to various locations around the world.
It was easy to see why Capt. Nik and Rimba Raid love Mat Daling. The area is primarily for small scaled logging and plantations. A tarred access road was built only recently and didn’t even appear on maps. It is also a distance away from the tourist site at Kuala Tahan, which meant deep jungles and scattered development.
The participants assembled at the Xscape Resort at Kuala Tahan on Friday, 6th July. They were assigned their rooms before being called back in the latter part of the afternoon for scrutineering, equipment checks and transponder installation.
Rimba Raid officials checked each participant’s bike for road worthiness which meant working lights, turnsignals, horn, brakes, off-road tyres, and that everything is secured. A competitor must have an off-road helmet; body armor for the chest and back, elbows and knees; off-road boots; gloves.
Being a rally, participants of the GIVI Rimba Raid Mat Daling will be flagged off on 30-second intervals, and finishing positions are determined based on the time they complete the 120-km jungle trail. As such, accuracy in timekeeping is the utmost importance and could only be accomplished by using transponders.
With 105 motorcycles to check, the activity ran all the way to just before dinner time.
The bikes were divided into Class A, Class B and Class C, depending on the engine capacity (hence power output). Class A is for dual-purpose (D-P) motorcycles above 800cc, Class B for D-Ps from 400cc to 800cc and Class is adventure motorcycles from 250cc to 750cc.
Notable riders include Mohd. Habibullah Bin Mohd. Saleh, better known as Gabit (the 2016 FIM Asia Supermoto Champion, and Malaysian MX and Enduro champion);
past Rimba Raid Champion, Bee Wong and his younger brother who won at Rimba Raid Janda Baik, Alex Wong;
Malaysia’s No. 1 trial bike rider Acoi Pangkolo;
Mateo Graziani, the 2004 450cc-class winner at the Dakar Rally, riding the very bike he developed, the Ducati Scrambler Desert Sled.
Rider briefing followed after dinner, with Dato’ Capt. Nik and Mr. Perucca delivering their speeches. Course planner and regular off-road guy Rob Armstrong presented the course briefing afterwards.
The 120-km Jungle Rally was divided into four sections, each with its unique features and challenges. Section 1 consisted of high-speed blasts on an active logging trail, wide enough for 10-wheel-drive timber trucks. Section 2 was mostly as hill climb over different terrains. Section 3 covered an abandoned timber route with tall elephant grass. Finally, Section 4 wound through an area prepared for plantation. Participants end their race at the river sandbank. We were also told to look out for wildlife.
GIVI Rimba Raid Mat Daling convoyed to the starting point from the resort at Kuala Tahan. The competitors were flagged off based on their competition numbers, while the medics followed after every few competitors.
The organizers, vendors and support entourage convoyed to the GIVI Village and tent city via the new access road.
News and drama started to filter through as the day progressed. The top guys were flying through through the sections with the jungle as the backdrop. There was also news of the jungle taking its toll on a few bikes as early as 10km into the jungle, while there were riders who got too tired to carry on.
But it was Gabit and his KTM 1050 Adventure that surprised everyone when he showed up even before the transponder crew had time to lay down the wires across the finish line to record his time. He rode up the finishing stage set up on the sandbank, had his picture taken, rolled back down to ride around for a few minutes and finally riding across the finishing line again to have his time recorded. Despite the hiccup, he still recorded an incredible time of 2 hours 33 minutes, 7 seconds. That’s an average speed of 47.02 km/h! That’s lightning fast for a ride through the jungle any way you cut it.
The second rider to appear out of the jungle was Graziani on the Ducati, who stopped the clock at 2h 41m 3s. It was definitely a valiant effort by Graziani who rode on a bike that was supposedly for light off-roading and more of a lifestyle product. Zulkarnain Tahir was 8 minutes behind Graziani on the rare BMW HP2 with a total time of 2h 49m 22s. Yes, many are still dazed to see the ultra-rare and desirable hence very expensive HP2 being bashed about in the jungle.
It was reported that Bee Wong’s KTM 1190 Adventure R suffered a front tyre puncture just 10km from the finish, but the plucky rider soldiered on to cross the line fourth.
In Class B, Nazmee Ramli won the race with a time of 2h 35m 28s on the BMW Sertao; Mohd. Syahidan was in second on the KTM 690 Enduro R with a time of 2h 48m 50s; and third went to Khairul Afif also on the KTM 690 Enduro R recording his time of 3h 1m 4s.
Alex Wong’s BMW F 800 GS has a fuel pump failure some 20km before the end, rendering him immobile.
Class C was of great interest to the fans and riders as it was a new class added to the Rimba Raid series. Ahmad Iezzam rode and incredible race to finish in 2h 28m 41s on his Honda CRF250L, followed by Mohd. Hairy who recorded 3h 19m 10s also on a CRF250L, and lastly Riza Zakaria on the new Royal Enfiled Himalayan with a time of 3h 26m 9s.
The participants retired to their tents set up on a field that evening. The winners’ prize presentation and lucky draw was held after dinner.
A special appreciation was also presented to the sole female rider, Echo Zhang from China.
Echo, the sole female participant
But while we slept under the Milky Way, the recovery crew worked through the night to pick up immobile bikes or whose riders could not continue were left on the trial. Bear in mind that the area is teeming with wild elephants, boars, gaurs, tigers and panthers, not to mention bees and aggressive bugs.
The Raja Pasir (King of Sand) race was held the next day, followed by the Jungle Enduro. We have yet to receive the official results, so we’ll report that in the next few days.
All in all, GIVI Rimba Raid Mat Daling was expertly organized. While it took the help of the locals and Orang Asli in the vicinity of Mat Daling to make it happen, the breadth and scale of the event was executed by the five members who make up the Rimba Raid committee. The trails were both challenging and fun in equal parts, there was plenty of support and everyone got to experience the beauty of Malaysia.
We spoke to a number of participants and everyone was positive about the event and wanted to do better the next time. However, it wasn’t very much about competition only; the spirit of camaraderie around the campsite was more of a community of off-road enthusiasts, which transcended ranks, the brand and type bike you rode; all were united as one people.
TechTOC is a new weekly technical column moderated by “Foreman” Oh Kah Beng (KB).
KB is now the Consultant for the TOC Automotive College’s motorcycle racing venture.
Send in your technical questions, as the winner receives a complimentary session at KB’s Most Fun Gym MX-school!
Malaysian GP legend and now motocross instructor, “Foreman” Oh Kah Beng is no stranger to most of us. He was the very first Malaysian to have ridden in international GP events on 500cc 2-stroke machines in the 80’s, before moving over to the automotive industry where he was the head of Lotus Cars Malaysia and Driving Instructor for the Lotus community’s Performance Driving Program.
Growing up at his father’s motorcycle shop, he had learned about wrenching on a motorcycle from an early age. In fact, all his brothers are well-known technicians, too, including Sunny Oh and Randy Oh.
Lately, he is the operating his own motocross and off-roading as the Principal Coach, to teach riders the finer points of motorcycle control at his facility, Most Fun Gym (MFG). His students start from as young as four-years-old.
As TOC Automotive College makes a foray into two-wheeled education and racing, in addition to auto racing, it was only right that KB (as he likes to be called) plays the role of consultant to the racing project.
Please click on this link to visit TOC Automotive College to know more about their new TOC Superbike Technician Course. https://www.facebook.com/TOC.edu/
Here, we kick off the first installment of TechTOC, where readers such as you can send in technical questions regarding your motorcycle and KB will answer them. The best question earns a complementary riding session at Most Fun Gym! So get typing!
Kah Beng (far left) with Sebastian Foo and the TOC Automotive College MSBK Malaysia Superbike Team
Question:
I own a Harley-Davidson and a Ducati 1299 Panigale. What would be the ideal operating temperature for these bikes? I also own a scooter for my daily runabout, should the same temperatures apply to it as well?
– Muhammad “Don Ducati” Anis, Kuala Lumpur
Answer:
Motorcycle engines need to operate at a certain temperature range for the optimal thermodynamic efficiency. At this optimal temperature, the fuel-air mixture is in a state which is easier to burn efficiently. This efficiency translates to better power production, fuel efficiency and lower exhaust emission.
Courtesy of www.explainthatstuff.com
As an example, you may have noticed that familiar exhaust smell from a cold engine as it heats up. That is because the engine has not reached it working temperature.
Now, over to your questions.
The operating temperature range of a motorcycle depends on what type of motorcycle, which brand, whether it is Japanese or “continental” and if it is liquid- or air/oil-cooled, so please note that this is a general statement.
An air-cooled Harley-Davidson engine’s operating temperature correlates to its oil temperature. From what I understand, that is around 90o to 120o C on a 32o C day. It is okay as long as it stays below 150o C. The only way to tell is if you install an oil temperature gauge, sold by Harley as an accessory. (It’s a dispstick-like device which fits in the place of the stock engine oil filler cap.)
As for the Ducati 1299 Panigale, the operating range for Ducatis, including my Monster is around 90o to 105o C. Ducatis, Cagivas and most Italian bikes have traditionally run temperatures up in this range. Our TOC BMW S 1000 RR racebikes could hit close to 100o C in the heat (pun intended) of competition.
What scooter do you own? May I safely assume that it is from a Japanese manufacturer? The Japanese manufacturers adhere to lower engine operating temperatures, usually between 70o to 80o C, conversely.
Round 2 of the KTM Malaysia Orange Enduro 2018 series is set on 14th July 2018.
Round 2 will be held at KTM Malaysia’s Enduro Track at Sungai Buaya, Rawang.
Great prizes are on offer for the competitors.
KTM Malaysia had great plans when they organized the Orange Enduro 2018.
It was not only to highlight KTM’s strengths in the off-road segment, but also to allow for an outlet to all enduro enthusiasts to sharpen their skills, besides bringing new talents to the fore.
Round 1 of the KTM Malaysia Orange Enduro 2018 was carried out at the Sungai Petani Off-Road Track, in April 2018. It was highly successful, as it saw a great number of participants, despite the event’s date which clashed with other events.
Please click on the link below for our report on Round 1.
In the footsteps of that success, Round 2 is set to kick off on 14th July 2018. It will be held at the KTM Enduro Track at Sungai Buaya, Rawang this time.
As with Round 1, competitors may choose to join a number of categories:
ED1 – Open;
ED2 – KTM Enduro (for KTM riders only);
ED3 – Veteran Open;
ED4 – CKD;
ED5 – Cubcross;
ED6 – D-P (dual-purpose) rally; and
ED7 – Women Enduro fun race sponsored by celebrity Achey.
The Dual-Purpose is the new addition to the series, in order for dual-purpose/adventure riders to test their motorcycles in a competitive environment. This is great news as owners of these motorcycles could fully discover the adventure side of the motorcycles.
Participants of the KTM Malaysia Orange Enduro 2018 – Round 2 will have the opportunity to win more than RM 12,000 in cash (divided among different categories), Elf lubricants, Gracshaw helmets, and many more great prizes.
Prize money is divided into:
1st – RM 200
2nd – RM 100
3rd – RM 80
4th – RM 50
5th – RM 50
The KTM Malaysia Orange Enduro is sponsored by Elf Lubricants (as the main sponsor), Gracshaw Helmets, Shizens Skincare (Gabit is the product ambassador), EDT Printing, Corporate Hero Printing, and Holeshot Motowear.
The KTM Malaysia Orange Enduro 2018 is slated to be one of KTM Malaysia’s largest events of the year.
Art of Speed will be back for its seventh edition from 28th to 29th July 2018.
Held at the event’s customary location at MAEPS Serdang, it promises to be the biggest one yet.
The show features plenty of custom-built machines, art showcases, lucky draws and activities for the entire family.
Art of Speed, Malaysia’s very own homegrown Old-Skool & Kustom Kulture event, is back with its annual treat for motor heads showcasing the local custom scene comprising of customised cars and bikes, art galleries as well as interactive activities and exciting lucky draw giveaways!
According to, Asep Ahmad Iskandar, Founder of Art of Speed Malaysia, “This year’s edition is definitely our best installation yet, with a variety and complexity of not only participating vehicles, but an expansion of activities throughout the weekend to suit all age groups.”
“This includes a Show and Shine competition in an air-conditioned 150,000 square feet hall with customs and classics in Hall A, NEAT Fest occupying Hall C curated by NoEqual, an art gallery called Moto Circus with local and international artists, expanded “LIVE’ acts for Sound Circus, as well as children and family friendly activities such as House of Vans workshop, Soapbox Show & Go!, marketplace and a youth arena featuring an indoor skate & BMX park by VANS”.
Art of Speed 2018 (AOS 2018) will be held at the Malaysia Agro Exposition Park, Serdang (MAEPS), on 28 – 29 July 2018 from 10:00 am – 7:00 pm. The show is expecting 40,000 visitors across both days.
Cars and bikes enthusiasts will have the chance to meet international guests from:
James Ken Blackmon and Wilburlavard Thomas III from Trico; USA
Dean Ian Micetich and Jimmy Dean Horn Jr. from Dice Magazine; USA
Mark Arcenal from Illest/Fatlace; USA
Jeff Holt from V-Twin Visionary Magazine; USA
Nau Shima and Yuki Hitomi from Tokyo Indians MC; Japan
Ray Luke Matthew Bellerby from Fuel Tank Magazine; Australia
Geoffrey Douglas Baldwin from Return of the Café Racers; Australia
Makoto Watanabe from Chopper Journal Magazine; Japan
Yoshida Shinya from YENC Magazine, Japan
Kanda Manabu from Kalifornia Look Magazine, Japan
Dino Dalle Carbonare from Speedhunters.com; Japan
The Nash from Burnout Magazine; Japan
Shige Suganuma and Hiro “Wildman” Ishii from MOONEYES
Gen from Love Ear Art; Japan
Ken Sugihara from Fustyworks; Japan
G Tiki Art & Pinstriping; Japan
Makoto M&K Custom Signs; Japan
Cynar from Japan
Daisuke Sakon from Kustomstyle; Japan
Special highlights for AOS 2018 will include:
Art of Speed Invitational Bike Build Off 2018 powered by PETRONAS, which will see 8 builders from Malaysia & Singapore vying for RM10,000 cash prize (jury selection) & RM5,000.00 cash prize (public choice). The competing builders are:
Rusty Factory from Ipoh, Perak
Soul Garage from Sungai Petani, Kedah
JZ Engineering & Services from Pasir Gudang, Johor
No Die Cycles from Ampang, Selangor
Beautiful Machines from Kuala Lumpur
Dstreet Customs from Singapore
Kenstomoto from Kuala Lumpur
Skateture Custom Works from Kuching. Sarawak
Hot Wheels will be celebrating its 50th Anniversary at Art of Speed 2018 with Dmitriy Shakhmatov, Global Hot Wheels Product Design Manager. Shakhmatov will be travelling to Malaysia from the US as part of the Hot Wheels Southeast Asia Tour for a meet and greet at the event. He will also be unveiling the Car Culture 2019 designs made in collaboration with RWB Porsche as well as celebrating the life-sized RWB Porsche 911 which was made into a Hot Wheels 50th Anniversary model. The model’s preview at Art of Speed will be the first time it will be revealed to the public.
The HOUSE OF VANS Skateboard & BMX Competition and art workshop will be an exciting section with plenty of activities for children, teenagers and the young at heart.
Hail Vintage 2018 will feature a vintage denim exhibition which includes vintage denim from 1870 and a collection valued at over RM1,000,000.00. They will also host a vintage & collectible market.
Art Of Speed X Dice Magazine Party, the official weekend party. Malaysia joins London, Tokyo, Los Angeles & New York to host the Dice Magazine Party. Bands performing will be Gerhana Ska Cinta and Black & Blues Band with a DJ set by Disko Santan. The DICE Magazine Party will be held at Jenerator, KL City Walk on 28 July 2018, Saturday night at 10pm – 1am. Invitations will be sent out to our participants & vendors while members of the public can acquire invitation by registering online (Limited to first 100 person only). Link to register is http://bit.ly/DiCEMagPartyKL2018
my as Official Motorcycle Marketplace will feature a special collaboration with Pa’din Musa who built a custom streetcub that will be unveiled at the show.
With music being an instrumental segment of Art of Speed, the main stage of AOS now known as ‘Sound Circus’ will feature Fox Wanna Fly as the opening act on Saturday launching the event’s official theme song entitled “Inspirasi”. AOS 2018 goers will also be treated to popular bands Plague Of Happiness who will be the main act on Saturday and a comeback concert by Bittersweet who will close the event on Sunday with a bang!
Last but not least, there will be daily lucky draws on Saturday and Sunday respectively, where the winner will win a paid package trip for ONE (1) to visit the 27th Annual Yokohama Hotrod Custom Show 2018 & a fully custom ONE (1) unit C600R Streetcub by FNG Works. These prizes will be given away on Saturday & Sunday respectively.
Keeping up with its tradition of inspiring locals, the organisers will once again bring in ‘souped up’ vintage & custom vehicles for the show from overseas. This year, visitors will be treated to:
NAU SHIMA & YUKI HITOMI from Tokyo Indians MC feat. 2 units of 1947 INDIAN CHIEF (JAPAN).
SHIGE SUGANUMA owner of MOONEYES feat. 1978 HARLEY-DAVIDSON SPORTSTER MQQN DIGGER SHOW BIKE (JAPAN) & 1954 MQQN BUG DRAG RACE CAR (JAPAN) built by MASASHI TAZAKI from ONE LOW JAPAN and driver YUTAKA KIJIMOTO who will also attend the show.
Another highlight vehicle will be specially flown in from USA to be featured at the House of Vans booth inside HALL A that is:
BRYAN SCOTT THOMPSON from THOMPSON CYCLES feat. 1955 VANS TRIUMPH (USA)
Other Art of Speed 2018 activities include:
Motorcycle test rides by Indian Motorcycles & Royal Enfield
Roda Rumble 2018 – Two Wheels Gathering & Outdoor Festival
Art of Speed 2018 will also organise its fourth Mega Club Gathering and Roda Rumble by the Retro Mania boys that will inject new excitement to all classic, retro and olskool vehicle owners.
The winner of Best of Show motorcycle and automobile categories will win package trips to the 27th Annual MOONEYES Yokohama Hotrod and Custom Show this coming December as the Guest of Honour.
7th Annual Art Of Speed Malaysia 2018 Powered by PETRONAS
Date: 28 & 29 July 2018
Venue: MAEPS, Serdang
Time: 10:00am* – 7:00pm
A tiered ticket system. Speed lane ticket can enter the halls at 10am & General Admission at 11am. This is done to manage the collector-based fans that attend the event very early.
Speedlane ticket: RM30*
General admission: RM15*
*Both tickets are valid for both days. Ticket counter will open at 9am to sell Speedlane & General Admission tickets.
The Sepang International Circuit (SIC) have Malaysia’s very own MotoGP team.
Yamaha had also been looking for someone to run their satellite team.
The rumours have been confirmed earlier today.
It is official: Yamaha will have a satellite team from next year, sponsored by Sepang International Circuit (SIC) and run by the Angel Nieto Team from next year.
Following the loss of the Tech 3 team to KTM in 2019, Yamaha would have been without a second team. A satellite team is always important as it serves to provide extra data to the factory team.
Rumours began to circulate in early May that SIC or Petronas will step in to sponsor a Yamaha satellite team, along with the hopes of signing Hafizh Syahrin as one of the riders in due time.
But Syahrin was adamant to follow the Tech 3 route, while there were also buzzes that Jorge Lorenzo might return to Yamaha. However, since the seats at the Movistar Yamaha MotoGP factory had been secured by Valentino Rossi and Maverick Vinalez for the next season or two, the only route for Lorenzo would be the SIC team.
But Lorenzo went ahead to join Repsol Honda instead, after Dani Pedrosa announced his departure from Honda after 18 years.
Then, earlier today, the Angel Nieto Team announced that SIC will take over their MotoGP effort from the next season, with Jorge Martinez “Aspar” assuming the Sporting Advisor position in the team.
Another announcement followed afterwards, in which Yamaha Motor Co., Ltd. has signed a memorandum of understanding (MoU) with SIC to lease the Yamaha YZR-M1 to the latter for the 2019, 2020 and 2021 seasons.
No rider line-up has been announced at the this was published. There were hopes of Dani Pedrosa joining the team. He is set to announce his future plans at the German Grand Prix next week (12th to 15th July).
Meanwhile, the move by SIC should boost the Malaysian MotoGP’s popularity even further, now that we have a rider and team in MotoGP.
The KTM 790 Duke “The Scalpel” has been officially launched in Malaysia.
KTM Malaysia is excited as they now have a bike to fill the gap between the 690 Duke and 1290 Super Duke R.
The first batch of bikes have been sold out.
After much waiting and anticipation, KTM Malaysia has launched the KTM 790 Duke, nicknamed “The Scalpel” today (4th July 2018) to the motoring media at their Lifestyle Showroom in Kota Damansara.
We have since published the sneak preview prior to this launch. Please click on the link below for more information.
The KTM 790 Duke is slated to plug the gap between the 690 Duke and the “supernaked” 1290 Super Duke R in the Duke naked bike lineup, which starts from the 125 Duke (not available in Malaysia).
KTM 1290 Super Duke R
As we reported previously, the 790 Duke is the result of extensive research, as KTM wanted to build a motorcycle that is as close to perfect as possible. In fact, the 790 Duke’s R&D included 250 people, 111,111 manhours, 604,800 km of dyno endurance testing, 900,000 km of road endurance testing, 18 prototypes and test mules, and a total of 3 years.
The heart of the 790 Duke is the all-new LC8c 799cc, DOHC, 8-valve, liquid-cooled parallel-Twin. The use of the parallel-Twin engine is unprecedented for KTM. KTM had wanted a compact, lightweight motorcycle yet powerful, hence settling on the LC8c, rather than overboring the present 690 Duke or sleeving down the 75o V-Twin from the 1050 Adventure.
As a result, the new engine is only taller by the cylinder head cover compared to the KTM 390 Duke. To illustrate this fact, KTM Malaysia showed us slide of the engine silhouetted against the engines of other motorcycles of the same class. In fact, no one could believe their eyes when we saw just how compact the new engine is in the motorcycle!
LC8c engine
The LC8c produced 105 bhp @ 9000 RPM and 87 Nm of torque at 8000 RPM. 70 Nm of that torque is already available from as low as 3250 RPM.
The engine also features a host of new philosophy for KTM’s engines, especially the split cylinder, crankcase and transmission, in the name of simplicity besides ease of maintenance and repair.
The media briefing also highlighted the new brakes, made by Spanish brake specialist J.Juan. KTM AG had wanted brakes that suited the 790 Duke’s characteristics perfectly but they could only obtain off-the-shelve products from Brembo, hence the joint development with J.Juan. J.Juan is a smaller company and are able to customize the brakes to KTM’s specific requirements.
Also to rehash, the bike features an entire collection of KTM’s rider aid and electronics package, including the new TFT screen, Quickshifter+, Motor Slip Regulation (MSR), Motorcycle Traction Control (MTC), Motorcycle Stability Control (MSC) with Cornering ABS. Ride modes are RAIN, STREET, SPORT, TRACK.
KTM Malaysia allowed the assembled media the opportunity for a short test ride around the compound.
The KTM 790 Duke is sleek, narrow and the lack of weight was immediately noticeable. In fact, it felt a lot like riding the 390 Duke, with more power and awesomely powerful brakes. The quickshifter worked quickly, auto-blipping the throttle on the downshift even at low RPM to eliminate real wheel chatter or lock up. Speed picked up quickly and the suspension was in the right zone without the need for extra adjustments.
We hope to test ride the bike for a full review soon, so stay tuned! In the meantime, please click on the link below to witness Chris Fillimore riding the KTM 790 Duke “The Scalpel” to win and setting a new record at the punishing and dangerous Pikes Peak International Hill Climb event on its first trip out.
The KTM 790 Duke, nicknamed as “The Scalpel” has arrived in Malaysia.
It is engineered for daily riding, daily canyon blasting and/or track carving.
The bike is compact and light!
KTM had hit pay dirt with 690 Duke since its introduction in 2012. But since the middleweight market had grown to sub-800cc engine capacities, it is time KTM continue that legacy with the 790 Duke.
KTM had pumped in large resources into developing the 2018 KTM 790 Duke. Hence, it took four years and some 18 prototypes to get it right.
But here it is, “The Scalpel” has arrived on our shores and Bikes Republic were able to have a first look. Also, please click on the link below for pricing and other details of the bike.
In creating the bike, the giant Austrian manufacturer looked long and hard at a number of criteria. The new bike has to do well as an everyday commuter, a weekend canyon carver and must embody KTM’s READY TO RACE spirit hence be track-ready. Not an easy task.
As such, it has to combine the lightness and agility of a single-cylinder (i.e. 690 Duke) and the immediate punch of a Twin.
Their solution was groundbreaking in their history. In order to achieve the above brief, KTM created an all-new parallel-Twin which they call the LC8c (liquid-cooled, 8-valve, compact). A parallel-Twin (or all inline engines for that matter) is the best compromise between weight-savings, compactness and power.
Please indulge us: A single-cylinder engine is fast-revving but will be too high-strung and vibey if its performance is pushed to the edge of its envelope. On the other hand, a V-Twin like KTM’s 1290 flagship models are powerful but the Vee-angle of the cylinders needs more space fore-to-aft, heavier and are more complex. The 1301cc 75-degree V-Twins are fine in the big bikes as those bikes are meant to be graced with 160 to 180 bhp. Additionally, since a “wide” V-Twin engine is longer, the swingarm had be to made shorter in order to compensate for the quest to achieve an overall short wheelbase. Remember, a shorter wheelbase promotes agility.
Therefore, the LC8c is one of the most compact engines around. The compactness allows for an overall lighter bike, optimal engine placement in the frame for likewise optimal weight distribution, and the swingarm could be made longer (for better road-holding and stability) while still achieving a shorter wheelbase.
The 799cc, DOHC LC8c puts out 105 bhp at 9000 RPM and 87 Nm at 8000 RPM. While it is not the highest figure among its peers in the sub-800cc segment, the KTM 790 Duke has a lithe dry weight of only 169 kg. That equals a weight-to-power ratio of 1.61 kg/1 bhp.
To quell engine vibrations, KTM engineers gave the LC8c two counterbalancers: One in its customary position front of the crankshaft and the other between the cams.
Speaking of cams, they are assembled instead of one-piece forged units for more weight savings. The lifters’ finger followers are coated with DLC (diamond-like coating) for longevity.
Making our way down, the clutch system uses KTM’s signature PASC (Power and Assist Slipper Clutch). As the name suggests, the clutch plates are forced together harder during acceleration allowing the rider to operate the lever with just one finger, while the slipper function separate the plates under hard deceleration of overly excited (or panicky) downshifting to eliminate rear wheel hop or locking up.
In the chassis department, the all-new chrome-molybdenum tube frame is laser-cut and robot-welded for close tolerances. Unlike the steel ladder frames of other KTMs, the 790 Duke’s frame features a beam on either side on top of the engine, while another two extends downwards to hold the front of the engine. This design is strong, simple and lightweight; in fact, this new frame is the among the lightest of all current production motorcycles of the same class. The steering geometry is kept at an aggressive 24 degrees.
The subframe is a single piece cast aluminium unit. This is where the airbox is located, akin to KTM’s dirtbikes. Positioning the airbox here has two benefits: 1) Intake air is removed from engine heat, and 2) The fuel tank is lower for better centre of gravity. KTM have also designed this subframe to allow for a lower seat height of only 825 mm.
As we mentioned earlier, the swingarm is much longer. However, it is still a die-cast, open-lattice design we have grown accustomed to on other KTMs.
Moving on to the suspension, the forks are 43 mm open-cartridge WP Suspension. The compression and rebound damping duties are performed by separate fork legs, while the springs are progressive. The rear shock absorber is also by WP and is gas-assisted.
The front brakes are two 300 mm discs clamped by 4-piston radially-mounted calipers. These calipers were specifically developed for the 790 Duke.
As for the electronics, the 790 Duke boasts a full complement of rider aids. Along with the Ride-by-Wire throttle, the bike has four ride modes i.e. RAIN, STREET, SPORT and TRACK. In TRACK mode, the rider could adjust his preferred level of throttle response among STREET, SPORT, TRACK; turn anti-wheelie and launch control ON/OFF; and traction control level.
Other rider electronic rider assistance include Motor Slip Regulation (MSR) which complements the slipper clutch to deliver controllable hard deceleration; Motorcycle Stability Control (MSC) with Cornering ABS; Supermoto mode which turns off the rear wheel’s ABS to allow drifting; and Quick Shifter+ which works for both upshifts and downshifts with auto-blip function. All these functions are equipped as standard and only the KTM MY RIDE function is optional.
Judging from the list of impressive features, the 800cc middleweight segment is about to heat up. Stay tuned for our full review!
