The KMOG Borneo Ride 2017 entered entered Day Three.
We rode from Kundasang, through Ranau, to Sepilok before stopping at Sandakan.
Highlights included the Sabah Tea plantation and Orangutan Rehabilitation Centre.
Kundasang, 3rd November 2017 – Day Three of the KMOG Borneo Ride 2017 started from the Mount Kinabalu Heritage Resort & Spa in Kundasang, for Sandakan. Today’s ride reminded us the meaning of “adventure riding.”
As usual, we got early for a simple yet hearty breakfast at the hotel. The exception though, was the crisp and chilly mountain air, which accompanied us. Almost everyone went outside afterwards to draw lungfuls of it.
As we arrived after dark last night, we couldn’t see what was beside the roads. Well, Kundasang didn’t surprise at the break of day. The hotel was situated on a hilltop tall and was surrounded by tall pine trees looked. Looking around below, were lush valleys, interspersed with little houses.
However, there was a pathway which led to a viewing platform just outside the restaurant, and there, we stared at Mount Kinabalu’s crown.
Ranau, the site of the devastating 2015 Sabah earthquake, was just 20km away. Looking up the side of the mountain, there were massive patches of light-coloured rocks, evidence of landslides due to the quake. Still, the mountain was beautiful and I could only wished we had scaled it to the top during this trip.
The KMOG Borneo Ride 2017 convoy pushed off at exactly 8.30am, the efficient marshals made sure of that.
It took just a few kilometres out of Kundasang for us to realize that the road was very narrow, much like the old Gombak-Genting Sempah road, without the landslides (and cyclists).
Traffic was wonderfully light, except for a number of big trucks we encountered.
However, the road’s condition increasingly deteriorated the further we rode. Many sections were uneven with plenty of potholes and patches thrown in. Legacy of the earthquake?
KTM Malaysia had graciously loaned the 1290 Super Duke GT to me for this ride. There was another GT ridden by Mr. Kan and we pulled away from the middle pack to enjoy the corners. I rounded a corner and came face-to-face with section which resembled a motocross double jump! I clamped down on the brakes hard and triggered the ABS but I was too close, so I the brakes go and yanked on the throttle, because I didn’t want the rear to kick up hard and endo me into road.
The bike flew but the “landing zone” was badly rutted. I caught a rut and it drove me to the road’s shoulder. I gave the bike some gas and the bike recovered itself smartly.
I had set the riding mode to STREET and the damping for the electronically-controlled semi-active WP suspension to COMFORT. However, the road surface was so bad it caused the bike to wallow in midcorner. Switching to STREET helped somewhat, it was too harsh in the rough sections. Going faster than 120 km/h, helped though.
I watched with jealously as the 1290 Adventure Duke T and the 1290 Super Adventure S’s suspension (also electronic) soaked up the bumps as if they weren’t there. A few riders could even relax one arm while riding.
We rode past the town of Ranau, but there wasn’t time to check out the view as we concentrated on the road and traffic.
We reached the Sabah Tea Resort Restaurant 36km away without incident. We got the real taste of freshly brewed Sabah tea.
It was lovely. Good aroma with a full body and just the right amount of acidity. Slightly sweet, slightly sour, but not bitter. With a great view to boot!
We rode back down the hill, whose road was a no-road. It was an unpaved gravel road with some big rocks. The GT did well, never threatening to throw away a tyre despite being more of a sport-tourer, with the emphasis on sport.
It was a straight shot to Sepilok from there.
We reached the Banana Cafe just in time for lunch.
The food was simple yet tasty, and enjoyed the great hospitality. The restaurant’s owner had even treated us to the “UFO tart,” unique to Sandakan.
From there, it was a quick jaunt to the Sepilok Orangutan Rehabilitation Centre.
The facility is located at the fringe of the Kabili-Sepilok Forest Reserve, and as apparent from its name, it rescues orphaned orangutans and rehabilitate them for life in the wild.
It opens at certain hours to the public called, during feeding time. The orangutans are fed twice daily.
The facility features a boardwalk raised above the swampy land below. It leads to the main viewing area, where the orangutans get together for their meal time.
That done, we got back on our bikes and made our way to the hotel in Sandakan.
We were given a couple of hours to freshen up before we headed out to dinner at the famous Tai Lau steamboat restaurant.
“Dinner” was the inappropriate word for it. It was a 10-dish feast as KMOG had ordered a multi-meal course consisting of steamed fish, squid, mussels (lala), braised vegetables, kung pow chicken, stir-fried green vege, prawn platter, crabs fried with salted egg and fruits for dessert!
With our tummies full, it was time to fill up the bikes ahead of tomorrow’s long leg. The final stop is Keningau, but instead of riding back through the route we had come in on, we are going to ride south to Tawau, before turning west, over the Crocker Range. It promises to be the most epic part of the KMOG Borneo Ride 2017.
PICTURE GALLERY
Outside the hotel at Kundasang
Phillip Ho and his roaring 900R Adventure
Mount Kinabalu. Note the evidence of landslides due to the 2015 Ranau earthquake
Group photo before continuing on the ride
Stopping at the Sabah Tea Plantation for tea
…and pictures
At a restaurant in Sepilok
The owner of restaurant treated us to the UFO cake
Day Two of the KMOG Borneo Ride 2017 took us to the Tip of Borneo and Kundasang.
The last batch of participants’ bikes arrived just in time for the Kota Kinabalu to Kundasang leg.
The ride will first stop at the Orangutan Sanctuary at Sepilok, on the way to Sandakan.
Kota Kinabalu, Sabah, 2nd November 2017 – Day Two of the KMOG Borneo Ride 2017 dawned early. The 6am sky in Sabah was already as bright as 8am back in West Malaysia. The weather has cleared this morning, giving way to bright sunshine and high heat by midday.
The KMOG’s Committee and KTM Malaysia’s crew were sleepless the entire previous night and day, in the hopes of receiving some good news from the port. The participants’ motorcycles were still in containers on a ship, anchored off the coast to weather the storm. (Click here for Day One.)
The hardworking (read: overworked and stressed out) committee KTM crew had to make a decision to either make the participants wait at the hotel until the bikes arrived, or find some way to let them visit the intended destination. Rather than moping around, they hired a tour coach which transported us to Tanjung Simpang Menggayau, more popularly known as the Tip of Borneo.
As the name suggests, it’s the northern-most cape of the Borneo island which extends into the South-China Sea. There’s breathtaking view all-around, as we stared into the great ocean. There, over the horizon is the Filipino Archipelago.
Apart from a few longhouse-type chalets, there’s very little else infrastructure.
I spotted a few photographs of the Milky Way, our home galaxy, posted outside the reception centre. That’s a great interest to stargazers and astronomy enthusiasts such as myself. Light pollution at popular tourist destinations has caused us to lose sight of nature’s most beautiful night show.
We left the cape and had lunch at a small beachside resort on the way back to the hotel. The tour operator, Borneo Excursions was amazingly professional and ensured all arrangements were fuss-free.
We were expected back at The Palace Hotel in Kota Kinabalu by 3pm. However, heavier than usual traffic put paid to the plans and we arrived at nearly 5pm, instead.
But you know what they say, every cloud has a silver lining.
The third and final container was in the process of being offload as the bus pulled into the hotel’s driveway. The other bikes have been offloaded, fully fueled and tyre pressures optimized.
A blur of activity enveloped the otherwise peaceful hotel, as participants scrambled to get changed, load their bikes and suit up for the ride.
While the skies turn bright early each day, it also means that it gets dark early. Make that very early and very dark.
It had started to look like 8pm at 6.30pm, during the safety briefing and when Ong Soo Yong (one of the hardworking committee members mentioned earlier) waved us off. He advised us to look out for one another along the dark road. Thus began the KMOG Borneo Ride 2017 in earnest.
We had to squeeze through the heavy traffic with large-capacity panniers and all. We made our way up the Gunung Kinabalu mountainside, passing the site of a recent landslide.
The marshals did their best to guide us and we finally arrived at the Mount Kinabalu Heritage Resort & Spa in Kundasang, safe and sound. We headed directly to the restaurant for dinner, before checking in and calling it a night.
We’ll be heading to the Orangutan Sanctuary at Sepilok on our way to Sandakan, tomorrow.
PICTURE GALLERY
One for the moment
Group shot with the cove in the background
I’m the Queen of the world!
The current may be a bit rough but it was clear
Participants visited the Tip of Borneo 2nd November – by bus – as the bikes have yet to arrive
Great view of the sea from the rocks below
Romantic setting
Group photo at the special plaque
Down at the cove
The third and final container of bikes arrived just as returned to the hotel!
Kota Kinabalu, Sabah, 1st November 2017 – The KMOG (KTM Malaysia Owners Group) Borneo Ride 2017 starts today.
The ride will travel from Kota Kinabalu, Sabah to Kuching, Sarawak over ten days.
This KMOG Borneo Ride 2017 will surely confirm the capabilities and reliability of KTM’s adventure bikes.
We reported on the KTM Malaysia Owners Group’s (KMOG) Defensive Riding Program (DRP) Vol. 2 in August (click here for Day One and click here for Day Two). The program’s objectives were meant to demonstrate the limits of their machines; and to be comfortable at those limits.
The culminated objective of DRP, consequently, was to prepare the participants for this epic event: the KMOG Borneo Ride 2017.
KMOG has been actively organizing rides to many exotic places, including to Cambodia, Laos, Phuket, among other locales in the past. The group decided on Borneo this year.
The KMOG Borneo Ride 2017 will fully demonstrate the capability and reliability of KTM’s adventure bikes as the convoy travels through every type of road imaginable, including certain unpaved sections.
The simplified plan calls for starting the ride in Kota Kinabalu, Sabah, and travel to Kuching, Sarawak. But it won’t be as straightforward, isn’t it?
Instead of travelling directly southwest to the capital of Sarawak, the participants will first ride north to the Tip of Borneo, before turning back south then east to Sandakan, south to Tawau, back west to Keningau, and to Labuan for a one night, one day rest.
The convoy will resume on Day 7, riding through the eastern portion of Brunei and re-enter the kingdom for a stop at Bandar Seri Begawan. From there, they will ride along the coastal road to Miri and Bintulu, continuing towards Sibu and finally Kuching on 10th November.
The KMOG Borneo Ride will total distance to be covered is 2,613 kilometres, over 10 days.
Participants will travel through various breathtaking and historic sites, including the Sepilok Orang Utan Sanctuary, and crossing over the Crocker Range.
Day 1 (1st November 2017) is considered a free-and-easy day as the organizers waited for the arrival of participants and guests. KMOG had also expected the owners’ bikes to arrive at the port, having been shipped over from West Malaysia.
The weather has been scorching hot in Kota Kinabalu during the previous week. However, it was already raining heavily when the plane touched down.
As such, it wasn’t safe for the container ship to berth at the docks and that wrecked the organizer’s plans to retrieve them.
Regardless, we will still visit the Tip of Borneo tomorrow, and continue with the ride afterwards.
A welcome dinner was held tonight for the members, where the committee members of KMOG, representatives of KTM Asia Pacific and KTM Malaysia briefed the participants on the plans of the KMOG Borneo Ride 2017.
There is a total of 40 motorcycles with 45 participants.
PICTURE GALLERY
Among the hardworking KMOG and KTM Malaysia crew
These guys have many kilometres of touring experience
Kudos to this McDelivery rider (in GIVI rainsuit) who sent the food in heavy rain!
These guys have many kilometres of touring experience
Pretty Sabahan girls welcomed us to the dinner
All smiles as the participants were welcomed with traditional bead necklaces
Hafizh Syahrin is slated to be Malaysia’s first MotoGP rider in 2019.
He will join the Petronas Sprinta Racing team next year, managed by the Sepang International Circuit (SIC).
SIC CEO, Datuk Razlan, is confident Hafizh will do better next year.
The Sepang International Circuit (SIC) is determined to groom Hafizh Syahrin for the big time: MotoGP.
As was reported earlier, Hafizh Syahrin’s long-time team Moto2, Petronas Raceline Malaysia had split ways for the 2018 Moto2 season (click here for our report). Hafizh will join the Petronas Sprinta Racing Moto2 team next year. The team is managed by SIC.
SIC’s Chief Executive Officer, Datuk Razlan Razali has expressed the intention of having Hafizh in MotoGP with Dorna and MotoGP teams. “We have expressed our interest with Dorna and also discussed the matter with a number of MotoGP teams this past week,” he said.
Datuk Razlan Ramli, courtesy of gpmalaysia
But the 2018 slots have all been taken. “There are still slots available for new satellite teams in 2019,” added Datuk Razlan.
Datuk Razlan is confident that Hafizh will do better with Petronas Sprinta Racing, before making the leap to the top class.
The fact that Malaysian racers, including Hafizh, have traditionally done well in wet weather is not lost upon Datuk Razlan, “We also need them to do well in dry races. Hafizh has done well (in mixed weather races) here at and this is what we want.”
Hafizh at SIC, courtesy of Pescao55
Datuk Razlan believes Hafizh will do better in 2018 as Petronas Sprinta Racing (read: SIC) will provide him a better bike and mechanics.
The target for Hafizh Syahrin is to finish in the overall top five in the Moto2 class next year. Syahrin is currently in 11th this season, with one race to go. He had finished 9th overall in 2016.
Difficulties saw Hafizh finishing last Sunday’s Shell Malaysia Moto2 race in sixth, after qualifying in tenth.
And have you heard that Petronas wants to give some lucky people a year’s worth of engine lubricants? You can be one of those lucky people too by taking part in a simple contest. For more information on the contest, you can visit www.mymesra.com.my/pengejarimpian
Honda has unveiled the PCX Electric and PCX Hybrid at the 45th Tokyo Motor Show 2017.
Both bikes are slated to be sold in Asia from 2018.
Honda is pushing hard to meet the datelines set by certain countries to go electric.
While we were on the edge of seats and cheering our hearts out for our favourite racers in the 2017 Shell Malaysia MotoGP, Honda has launched the new PCX Electric and PCX Hybrid scooters at the 45th Tokyo Motor Show.
Honda says that both bikes will go on sale beginning 2018 across Asia.
The Honda PCX Electric is a fully-electric scooter featuring a high-output motor developed by Honda. However, its most novel feature is the Honda Mobile Power Pack, which consists of two detachable lithium-ion battery packs. Can’t find a charging station? Remove the Power Pack and bring it to a plug point.
The Honda PCX Hybrid, conversely, uses Honda’s newly-developed and original hybrid system specifically for motorcycles. The compact hybrid system employs a high-output battery and the AC generator (ACG) similar to the starter-type Idling Stop System in the current petrol-powered Honda PCX 150.
Both PCX Electric and PCX Hybrid look similar to the petrol PCX, except for a few differences.
Honda is pushing hard to go electric to meet the datelines set by many countries to prohibit the production of internal combustion engines within the next decade or two, in the interest of reducing greenhouse gases which contribute to global warmin. Honda Motor President and CEO Takahiro Hachigo added that the PCX Electric is part of Honda’s goal to increase production of EVs to two-thirds of all vehicle production by 2030.
In Asia, India is leading the way to go electric, having proposed 2030 as the dateline, while China will complete their EV infrastructure by 2022. Malaysia, on the other hand, is still stalling.
Kawasaki have always thrilled the world with high performance motorcycles, whether old versus new.
They’ve created many of the world’s fastest production motorcycles throughout history.
They are now dominating with the Ninja H2 for the road, besides the H2R and Ninja ZX-10RR for the tracks.
Kawasaki has always been at the forefront of pushing the motorcycle performance aspect, from the days of the H1 all the way to the H2R and World Superbike.
Here, Bikes Republic lists the Kawasakis that have made headlines as “The World’s Fastest Production Motorcycles” – bike sthat were the catalysts of even faster and better ones in the successive years. These motorcycles were icons.
As such, we’ve left out other segments such as dirt bikes, standards, cruisers, tourers, otherwise the article will be 20 pages long. Maybe Parts 2, 3, and beyond to cover them, perhaps?
IN THE BEGINNING
Kawasaki started as a shipbuilder. Kawasaki Shõzõ opened the Tsukiji Shipyard in Tokyo in 1878, and going on to incorporating it as the Kawasaki Dockyard Co., Ltd. in 1896. They launched their first cargo-passenger ship a year later. Kawasaki Dockyard would also open a new dry dock in Kobe in 1902.
Kawasaki Shozo
Kawasaki opened Hyogo Works in 1906 to manufacture rolling stock – train locomotives, freight and passenger cars, and bridge girders. The division would later be renamed as Kawasaki Rolling Stock Manufacturing Co., Ltd. in 1928.
Also in 1906, the Kawasaki Dockyard completed two submarines for the Japanese Navy.
Advertisement of Kawasaki Dockyard
1918 saw the establishment of the Aircraft Department at Hyogo Works, and the first Kawasaki-made aircraft was operational in 1922. The aircraft department became Kawasaki Aircraft Co.,Ltd. in 1937.
Kawasaki started manufacturing more aircraft after WWII, some of them licensed by American aircraft manufacturers.
But more significantly for us motorcycle enthusiasts, engineers at the Kawasaki Aircraft Company designed their first motorcycle engine, called the KE-1 (Kawasaki Engine-1) in 1952. However, the motorcycles were sold under the Meguro name, as Kawasaki had bought over their ailing partner, Meguro Manufacturing.
Later models such as the B8 had Kawasaki Aircraft emblems on them. It was in 1963 when Kawasaki and Meguro merged to form Kawasaki Motorcycle Co., Ltd.
THE SIXTIES AND SEVENTIES
By 1966, Kawasaki had gained a foothold in the lucrative American market with the W1, but 1969 marked Kawasaki as a major power player with the launch of the H1 Mach III. The 500cc, 2-stroke Triple was the fastest in its class. It was also the first multi-cylinder street motorcycle to introduce the oft-used term – CDI – for capacitor discharge ignition, in favour over the traditional breaker point ignition. The H1 was well-known for its lightweight, power, and tendency to wheelie.
1969 H1 Mach III
But their archrival Honda released the CB750 Four in that same year, catching Kawasaki out as they were developing their own four-stroke inline-Four, prompting the latter to shelve the project.
So, in 1972, Kawasaki unveiled the H2 Mach IV, which would go on to become one of the fastest and baddest street bikes ever made, despite the manufacturer’s attempt to “soften” its aggressiveness. Featuring an entirely new 750cc, two-stroke inline-Triple, the bike blazed through the ¼-mile (400m) in 12 seconds and 160km/h in under 13 seconds.
1973 H2 Mach IV
Kawasaki’s legacy of building the world’s fastest bikes started with the 500cc H1 Mach III, and continued to the 750cc H2 Mach IV. The H2 was in the thick of the rise of the Japanese superbikes, which brought down Harley-Davidson and later the already-suffering British motorcycle industry.
But as the American market switched to buying the more expensive four-cylinder four-strokes, Kawasaki retaliated against the Honda CB750 with the legendary Z1 in 1972. The Z1 was the world’s fastest production motorcycle of its time. Developed secretly under the “New York Steak” codename, the Z1 was the world’s first air-cooled, inline-Four which incorporated double overhead camshafts (DOHC). The 900c engine produced 82 bhp and hit 210 km/h; going on to destroy all previous speed and lap records. Yvon Duhamel (father of Miguel Duhamel) set the fastest lap at Daytona on a Yoshimura tuned Z1 at 256.461 km/h (160.288 mph).
1972 Z1
The Z1 was unanimously praised by the press around the world and went on to be the “Motorcycle of the Year” four years in a row at Motorcycles News, through polls amongst their readers. Collectors today will still pay for a handsome price for a Z1.
The Z1 was further updated and became the Kz900 in 1976; however, in the same year (for 1977), Kawasaki rolled out another world beater: the mighty Kz1000.
1977 Kz1000
The Kz1000 or better known as the Z1000 (yup, the granddaddy of the current Z1000) was immediately dominant in motorsports in Australia, Europe, Britain and of course, America; and it was this very bike that gave rise to a number of future World 500cc GP champions – Freddie Spencer (in 1979, before he moved to Honda), Wayne Gardner (and his partner John Pace at the 1981 Suzuka 8-Hour Endurance), Eddie Lawson (AMA Champion in 1981 and 1982), Wayne Rainey (Lawson’s teammate in 1982 and AMA Champion in 1983).
1982 Kz1000R
This writer fondly remembers what Cycle World’s ex-Editor-in-Chief, David Edwards, wrote after witnessing Eddie Lawson’s first test on the factory prepared Z1000S1. Lawson said, “The handling could be improved a little more, but, man, the horsepower!”
Eddie Lawson on the Z1000
Oh yeah, remember that TV series called, “CHiPs”? Ponch and Jon rode the Kawasaki Kz1000.
Screen grab from CHiPs
THE EIGHTIES
You’d probably be wondering about the origins of the name Ninja, synonymous with Kawasaki motorcycles as is the signature lime-green paint.
It was 1984 and the world’s press were introduced to the GPz900R Ninja. Developed in secrecy over six years, the GPz900R further confirmed Kawasaki’s name as the manufacturer of the world’s fastest motorcycles.
1984 GPz900R
The GPz900R was the world’s first DOHC, 16-valve, liquid-cooled, inline-Four motorcycle. Producing a whopping 115 bhp, it propelled then bike to a 243 km/h top speed and a ¼-mile (400 m) time of 10.976 seconds and 10.55 seconds in the hands of a pro drag racer (so what if a modified Supra can hit 10 seconds. Pffft!).
The GPz900R was marketed as the Ninja for the very first time. It gained its highest recognition being known as “The Top Gun bike” when it was featured in the movie Top Gun.
The Top Gun bike
The bike was so good, sales hence production ran for 19 years all the way to 2003 Final Edition in Japan. It had even outlasted later models that were supposed to replace it. First, it was the GPz1000RX in 1986, then the ZZ-R10 (ZX-10) in 1988, and the ZZ-R1100 (ZX-11) in 1990.
We mentioned the ZZR1000 (ZX-10) and ZZR1100 (ZX-11) earlier. The ZZR1000 made its appearance in 1988. And again, it was the fastest production motorcycle of its time. Its 997cc, DOHC, 4-valve per cylinder, liquid-cooled engine made 135 bhp and hammered the bike to a 266 km/h top speed. It was also the first Kawasaki to employ an aluminium perimeter frame.
1988 ZZR1000 (ZX-10)
Kawasaki has always been active in motorsports, particularly in the World Superbike Championship (WSBK). In 1989, they introduced the ZXR-750 and ZXR-750R (ZX-7 and ZX-7R). WSBK rules had gone from 1000cc inline-Fours to 750cc at the time.
1989 ZXR-750RR
Scott “Mr. Daytona” Russell took the Muzzy Kawasaki prepared ZX-7RR to the 1993 WSBK title. The bike had also won 12 AMA Superbike Championships along the way, and the 1993 World Endurance Championship.
Scott Russel
From 1996, Kawasaki revised the name to Ninja ZX-7R and Ninja ZX-7RR, respectively in 1996. The most distinctive feature of the Ninja ZX-7R were the twin “intake” pipes that ran from the top part of the upper front fairing into the gas tank.
1993 ZXR-750RR
THE NINETIES
Then came the ZZR1100 (Ninja ZX-11) in 1990, and the top speed war has started. The ZZR1000 was the first motorcycle to employ the Ram-air intake, a term that’s familiar nowadays. The monster lump pushed out 145 bhp, letting the bike hit the 400m mark at 10.43 seconds and a top speed of 283 km/h. Yes, the ZZR1100 was the fastest production bike, although it was more of a sport-tourer in modern times.
1990 ZZR1100 (ZX-11)
Did we mention top speed war? Kawasaki and Honda had been locked in the “Fastest Production Motorcycle” arms war ever since the Honda CB750 and Kawasaki Z1 era. Honda hit back against the ZX-11 with the CBR1100XX Super Blackbird (287 km/h top speed). Then Suzuki wandered into the fray in 1999 with the GSX-1300R Hayabusa.
However, in 1999 the European regulatory bodies had struck with the threat of an import ban if motorcycle manufacturers did not limit the top speed of their road-going motorcycles to 299 km/h, no doubt after seeing the Hayabusa hitting 312 km/h. That meant no motorcycle goes faster than 299 km/h, even if they made 1,000,000 bhp (that’s an exaggeration, but you get the idea).
But it may be a blessing, depending on how you looked at it. The end of the top speed war contributed to rider safety, but it also opened the way for engine characteristics that are easier for street riding, namely acceleration throughout the RPM range, rather than concentrating all the power just at the top. Manufacturers went on to compare 400m times.
THE NEW MILLENNIUM
So, in 2002, ZZR1200 (Ninja ZX-12) broke covers. The engine developed 160 bhp and went to “only” 274 km/h, as Kawasaki were forced to limit its horsepower. Still, the ZX-12 covered 400m in just 10.12 seconds. It’s also widely regarded as the most powerful carbureted motorcycle. But that’s not all, Kawasaki had offered hard luggage for touring.
ZZR1200 (ZX-12R)
2003 saw a major rules overhaul in WSBK. Since MotoGP had gone 1000cc four-stroke the year before, organizers of WSBK decided to follow suit. Kawasaki excluded themselves from the 2003 season as they had no 1000cc sportbike. Kawasaki went ahead to replace the Ninja ZX-9R with the Ninja ZX-10R in 2004, and rejoined the championship in the same year.
The Ninja ZX-10R went through revisions every two years from between 2004 to 2007, before being updated every year to be competitive in WSBK, as the series is based on production motorcycles.
2004 ZX-10R
2006 saw the birth of the 190-bhp ZZR1400 (Ninja ZX-14). Top speed was limited to 299 km/h, but it blitzed the 400m run in 9.783, at 235.3 km/h.
2006 ZZR1400 (ZX-14)
But get this: the 2012 model, called Ninja ZX-14R, was uprated to 208 bhp. Cycle World’s testing produced the fastest time: 9.47 seconds at 244.5 km/h.
2012 ZX-14R
The ZZR1400’s engine was adopted for the 1400GTR (Concours 14 in the US) sport tourer in 2007, and it became one of the most popular big bore sport-tourers in the world and certainly in Malaysia. The engine was tuned for more torque at 157 bhp, besides lower fuel consumption.
20017 1400GTR
THE TWENTY-TENS
One important rider joined the Kawasaki team run by Paul Bird in 2010. He was Tom Sykes. The machine relatively uncompetitive on the track during that time, as Kawasaki had been devoid of riders of caliber since Scott Russell. Consequently, Sykes finished 14th that year.
Tom Sykes in Imola, 2010
Kawasaki totally revamped the ZX-10R for the 2011 season. This was the year of the Sport Kawasaki Traction Control (S-KTRC) system and the Showa Big Piston Fork (BPF), among an entire host of new technologies. But it was a troubled season of sorts, with Sykes retiring five times and not starting twice, to eventually finish 13th (although he collected more points than 2010).
Tom Sykes in Misano, 2011
Sykes made amends in 2012, on the 2012 ZX-10R which was identical to the previous year’s, and finished the season in second, before going on to win the 2013 WSBK title, exactly 20 years after Russell’s.
Tom Sykes in Donington Park, 2013
The win also signaled the start of Kawasaki’s dominance in WSBK.
In 2014, he won 8 from 24 rounds, but suffered the only retirement at Round 1 in Sepang. Sylvan Guintoli on the Aprilia had won only five, on the other hand. Sykes lost the championship by an agonizingly close 6 points.
2015 saw the signing of Jonathan Rea as Sykes’ teammate, who went on to win 14 rounds, finishing off the podium only twice with one retirement. That was Rea’s first title.
Jonathan Rea, 2015
Kawasaki put the ZX-10R through another major update. It now makes 210 bhp, and features the Bosch Inertial Measurement Unit (IMU). The S-KTRC is now the most sophisticated which has a launch control mode, quickshifter for both up- and downshifts, and optional KIBS smart cornering ABS. The forks have been replaced by the Showa Balance Free Fork (BFF) and front brake calipers are Brembo M50 Monoblocks.
However, even this great news was surpassed by one motorcycle: The Kawasaki Ninja H2R and later-H2.
2015 H2R
But why make a supercharged 326-bhp (with ram air) behemoth in an age where bikes are limited to 299 km/h? Well, Kawasaki said, “… to disrupt a sleeping market.” Its namesake was the 1972 H2 Mach IV, the fastest and baddest production motorcycle at the time.
H2R’s supercharger
No top speed or 400m times was published, but when James Hillier rode a H2 in the 2015 Isle of Man TT to 332 km/h on the Sulby Straight, it was the fastest ever top speed on the island. The speed was GPS-verified on Hillier’s GPS app.
James Hillier at Isle of Man TT, 2015
In 2016, five-time World SuperSport Champion, Kenan Sofuoglu took a stock H2R to 400 km/h in 26 seconds. Although not GPS or radar verified, the speed tallied with calculating the time (26 seconds) it took to cover 2,862m Osman Gazi Bridge in Turkey.
Kenan Sofuoglu during the 400 km/h run
The road-legal H2 was released soon after the H2R. The H2 shares the same supercharger as the H2R, albeit at a lower boost. Still, Cycle World recorded a 400m time of 9.62 second at 244.64 km/h.
The road legal H2
This is why the H2R and H2 wears the meritorious “River Symbol.” The symbol is only given to the most significant engineering marvels in Kawasaki’s world.
Kawasaki River Symbol
Meanwhile in WSBK, Rea followed up his feats in 2016, but he was pushed hard by his arch-nemesis, Chaz Davies on the Ducati. Sykes finished in second.
Jonathan Rea, 2016
The 2017 season is coming to a close on 2nd and 3rd November in Qatar. Except for two retirements due to crashed, Rea has won 14 rounds and never off the podium. He’s already been crowned as a Triple-WSBK Champion.
Jonathan Rea at Assen, 2017
Kawasaki also released a WSBK homologation model in 2017, called the Ninja ZX-10RR with modified cylinder head, DLC coated valvetrain, a strengthened crankcase, Marchesini seven-spoke rims, bi-directional quickshifter, and a single seat. This model will be a limited run of 500 units, and customers could order the race kit parts.
2017 ZX-10RR
CONCLUSION
So, there you go, the background to Kawasaki’s world dominating motorcycles. As we said earlier, a direct comparison between what’s old and new would be inaccurate, as motorcycle technology and engineering, and manufacturing technology, experience and materials have come a long way.
But what remains is Kawasaki’s spirit of pushing the engineering, performance and design envelopes. In this sense, there’s no difference between the old versus the new.
It has become a tradition for GIVI to be present at the Malaysian MotoGP.
They gave away plenty of great goodies to those who visited their pavilion.
Participants of the MotoGP convoy also received plenty of great stuff.
“It had become a tradition for GIVI to participate in MotoGP and organize this MotoGP convoy,” said Joseph Perucca, Overseas Operational Director of GIVI.
His words couldn’t be truer as GIVI has a large presence in MotoGP every year, from supporting the LCR Honda MotoGP Team and the factory Ducati Team, to the massive pavilion, and the convoy.
This year, GIVI Malaysia went about designing their pavilion with slight differences. But they weren’t insignificant, by and large.
Firstly, they’ve included as the backdrop. GIVI Malaysia’s tour bus is always on location during Cub Prix races and also special events.
Secondly, there are many more different motorcycles on display, all fitted to the gills with GIVI cases and accessories. They included the Honda RS150R, Kawasaki Versys-X 250, besides others.
Thirdly, the usual display case of GIVI’s cases, helmets and apparel were also present, but the helmets were the newer models.
But the most significant difference this year is the inclusion of the injection moulding machine, which they use to produces the ABS cases you and I have long used and loved. However, instead of producing large cases during MotoGP, the machine was configured to produce coin boxes, made from the same material as the cases and complete with GIVI’s red and silver logo.
The boxes were given away as complimentary gifts to those who have liked GIVI Malaysia’s Facebook page. The long queue snaked its way into the middle of the mall area.
The pavilion was also where MotoGP riders visited for autograph sessions. LCR Honda MotoGP Team’s rider, Cal Crutchlow and team boss, Lucio Cecchinello made their appearance on Saturday afternoon to sign postcards, posters, t-shirts, helmets and whatever GIVI paraphernalia fans presented to them. The fans had started queuing two hours prior to the autograph session, braving the scorching Saturday sun.
Participants for the MotoGP Convoy congregated from as early as 7am, at the KL Tower, on Sunday morning. GIVI has always tied in their MotoGP convoys to special promotions for certain top cases, and it was for the recently-launched B32 “Mule” top case this year.
The special guest this year was Anita Yusof, Malaysia’s own world traveller, in addition to Lucio Cecchinello.
Participants who registered for the convoy received many wonderful goodies, including the new RWB02 waterproof waist pouch, a cap, balaclava, a special edition 2017 GIVI MotoGP Convoy jersey, and a grandstand ticket; besides a voucher each for a bottle of Castrol engine oil and a can of Monster Energy drink. But that’s not all. Participants also received a parking sticker for the coveted PA1 motorcycle parking lot, which was situated directly opposite the main SIC entrance, saving both money and time.
The weekend’s event culminated with the MotoGP race, of course.
Don’t despair if you missed this year’s festivities set up by GIVI, just make sure you participate in 2018 for the full MotoGP experience.
The thrilling 15-minute session saw championship leader Marc Marquez crashing.
1st to 10th spots covered by less than one second.
Dani Pedrosa captures pole position ahead of tomorrow’s Shell Malaysian MotoGP 2017 after an edge-of-the-seat qualifying session.
Run under the sweltering hot sun, the riders put the hammer down to post some blistering times, which saw the coveted position switch hands multiple times before it was settled at the very last moment.
There was plenty of drama too, when championship leader Marc Marquez crashed at the last turn on his very first flying lap, apparently after hitting the turn way too fast. He had just saved himself from crashing during FP4. Marquez frantically restarted his bike to ride back to his pits for his spare bike. He came back in again just minutes from the end of the Q2 session for his first bike, but the best he could do was seventh on the grid.
While everyone was hooked up on Marquez’s crash, Johann Zarco snuck in pole position. Zarco had won the Moto2 race in Malaysia for the past two years.
Behind the Frenchman, Maverick Vinalez, Valentino Rossi, Dani Pedrosa, Jorge Lorenzo, and Andrea Dovizioso (who’s chasing his first world championship and 33 points behind Marquez), vied for the top spot.
Rossi was the first man to displace Zarco from the top to an immense cheer from the capacity crowd, only to be immediately outgunned by Dovizioso. But while the cameras focused on “Desmo” Dovi, Pedrosa posted his fastest time of 1’59.212.
Then Zarco improved on his time and relegated Dovizioso to third.
Positions 1st to 10th were covered by less than 1 second. But more telling was the third fastest time posted by Dovizioso in third, just 0.024 seconds from pole.
If there’s one thing about the Malaysian MotoGP, one could never know how it’s going to end, and if today’s qualifying session was an indication, we’re in for an amazing race tomorrow.
KTM Malaysia got off to a great start at the 2017 Malaysian MotoGP.
Moto2 and Moto3 riders visited for a meet-and-greet, and autograph session for the fans.
MotoGP riders will visit today for meet-and-greet plus autograph session.
27th October 2017, Sepang Circuit – As promised, KTM Malaysia rocked the show at the 2017 Malaysian MotoGP.
Although Day One (Friday) got off to a slower start due to incessant rain throughout most parts of the day, KTM’s pavilion was packed with racing fans who had queued patiently to meet Moto2 riders Miguel Oliveira and Brad Binder, and Moto3 riders Bo Bendsneyder and Niccolo Antonelli.
Their patience was rewarded by first KTM Malaysia who carried out fun quiz sessions throughout the day. Participants walked away with some great KTM memorabilia.
Visitor also had the opportunity to view, touch and even smell the latest KTM motorcycles, including the GP16 MotoGP racebike replica, RC Cup racer, the just-launched 250 Duke and 390 Duke, 1290 Super Duke R, 1290 Super Adventure S, the still-rare and new 1290 Super Adventure R; and of course, off-road bikes for which KTM are synonymous with such as the new ISDE Six Day Enduro models, SX-F motocross models, EX/C-F four-stroke enduro models and more.
The new ISDE Six Day models are noteworthy as the bikes have different graphics now, as the International Six Day Enduro (ISDE) event has moved to France. These bikes are collector’s items.
Another motorcycle to look out for is the 1050 Adventure Travel Pack. The 1050 Adventure has always been a fun, comfortable and reliable bike for adventure- and sport-touring, but it’s now even better with the Travel Pack.
For a limited time only, customers who opt for the Travel Pack together with the purchase of a new 1050 Adventure will receive ten (yes, 10!) PowerPart accessories such as semi-floating panniers, crash-protection bars for the engine, and others for just an extra RM 3,000. Be sure to check back in with us for the updates soon.
Day Two of the 2017 Malaysian MotoGP (Saturday, 28th October) will see MotoGP riders, Pol Espargaro and Bradley Smith visiting the KTM pavilion for another meet-and-greet plus autograph session. So remember to bring your KTM gear and be there by 5pm.
BMW Motorrad Malaysia has launched the S 1000 RR HP4 Race, G 310 GS and S 1000 XR at the 2017 Malaysian MotoGP.
Three bikes in three different segments to cater to the needs of ever biker.
The S 1000 RR HP4 Race is priced from RM520,000, the G 310 GS from RM29,900 and S 1000 XR from RM105,900.
Sepang, 27 October 2017 – BMW Motorrad Malaysia unveiled three new motorcycles at the Malaysian MotoGP 2017 this weekend. The all-new BMW HP4 Race, the all-new BMW G 310 GS and the new BMW S 1000 XR were all unveiled for the first time in Malaysia at the annual MotoGP in Sepang International Circuit.
Introducing the new premium motorcycles, Owen Riley, Head of BMW Motorrad Malaysia said, “If the MotoGP is the largest motorcycle racing event in Malaysia, then it is only natural that the event is also where BMW Motorrad Malaysia will have our biggest presence and showing of the year. This year, we are presenting three new motorcycles to which motorrad fans here have been waiting for since they were first teased at the EICMA in Milan last year!
The All-New BMW HP4 Race – our pure bred racing superbike created only for the race track! The much anticipated All-New BMW 310 GS and The Super Adventure Sports Tourer, BMW S 1000 XR.”
The All-New BMW HP 4 Race. Individually crafted for top performance on the race track.
The all-new BMW S 1000 RR HP4 Race represents a purebred racing bike with only 750 units ever produced. The motorcycles are individually crafted by a small, highly specialised team to ensure the very highest level of performance and reliability on the racetrack.
The HP4 RACE offers a purebred racing engine similar to specifications 6.2 and 7.2 as in the Endurance and World Superbike Championships (WSBK). The peak output is 158 kW (215 hp) at 13900 rpm. The maximum torque of 120 Nm is reached at 10000 rpm. The maximum RPM has been increased from 14200 to 14500 RPM, compared to the standard S 1000 RR. A 6-speed close-ratio racing gearbox is used with optimised ratios and various secondary ratios.
While engine and electronics are in the same category as the current superbike factory racebikes, The S 1000 RR HP4 Race does one better by featuring a carbon fibre frame. In fact, weighing 171 kilograms when fully fuelled and track ready, the new HP4 RACE is even lighter than the factory racing bikes.
The new BMW HP4 RACE likewise meets the highest demands of racing technology in the area of suspension and brakes. Both the Öhlins FGR 300 upside-down fork and TTX 36 GP rear shock are identical to those used in the WSBK and MotoGP. The light alloy underslung swingarm made of milled and sheet metal parts is also a component used in WSBK. Featuring two Brembo GP4 PR monobloc brake calipers, the brake system of new HP4 RACE also has parts otherwise only to be found in WSBK machines. Coated titanium pistons and single-piece aluminium calipers with chemically nickel-plated surface make for what is currently the very best combination of materials available. In conjunction with 6.75 mm thick 320 millimetre T-type racing steel brakes, the system ensures stunning brake performance.
The new BMW HP4 RACE comes with an extensive package of electronic control and assistance systems as well as a weight-optimised on-board electrical system which has been optimised to meet racing needs. A wealth of information is available on the 2D dashboard (data-logger) with transferable data memory.
The BMW HP4 Race is only available in the BMW HP Motorsport colour scheme which gives the ultimate superbike an aggressive demeanour.
The All-New BMW G 310 GS. Ready for everyday adventures.
The GS range of BMW Motorrad motorcycles represent a promise of perfect functioning, reliability and robustness. The BMW G 310 GS transfers these qualities to the below-500cc capacity segment, embracing in its own distance, mature interpretation. A highly contemporary product with a level of versatility that is currently unrivalled in the segment. It is nimble and agile in city traffic, while supremely robust over light terrain. This makes it the perfect companion for the adventures of everyday riding. Extremely compact yet mature and comfortable, the GS opens up a whole new world of riding experience within its segment. It is precisely this versatility that makes the BMW G 310 GS unique in the entry-level segment.
BMW G 310 GS
The centerpiece of the new BMW G 310 GS is the 313cc, liquid-cooled, DOHC, 4-valves, single-cylinder engine. A salient feature of the single-cylinder engine in the BMW G 310 GS is the fact that its cylinder is tilted to the rear and its cylinder head is rotated by 180 degrees: intake at the front, outlet at the rear. This configuration follows the logic that a straight, power-enhancing supply of fresh air-fuel mixture and also has positive consequences in terms of the bike’s architecture. With an output of 25kW (34bhp) at 9,500 RPM and a maximum torque of 28Nm at 7,500 RPM, the engine of the new BMW G 310 GS is the ideal partner for dynamic riding pleasure, in conjunction with the low unladen weight of 169.5kg (373lbs.).
In terms of its suspension, the G 310 GS utilises a tubular steel spaceframe with bolt-on rear section that combines torsional rigidity with robust quality. Given its good stiff balance, this provides the basis for excellent ride stability and a precise steering response. The front suspension uses upside-down forks, while at the rear shock is mounted directly to the aluminium swingarm.
With a high front fender, striking flyline and short, high rear, the G 310 GS features classic elements of its big GS sibling models. Its compact proportions with a short wheelbase, a 19-inch front wheel and extended suspension travel makes a comfortable ride over bad road surfaces. The G 310 GS is also designed for the world market, it is compatible with diverse fuel qualities as well as meets all emissions standards and local requirements.
BMW G 310 GS
The BMW G 310 GS is available in three strikingly expressive colour variants: Cosmic Black non-metallic, Racing Red non-metallic and the elaborately designed Pearl White metallic. These variants offer a spectrum ranging from sporty and robust to contemporary.
BMW G 310 GS
The New BMW S 1000 XR. Adventure Sport Further Refined.
With the introduction of the BMW S 1000 XR in 2015, BMW Motorrad offered its own new interpretation of the sport-touring range, not least adding a powerful dose of emotion into the mix.
Even more potent now, the new S 1000 XR offers a new in-line 4-cylinder engine which meets the EU4 requirements. However, reduction in emissions does not necessarily mean a reduction in power. The output is now rated at 165 bhp (121 kW) at 11,000 RPM.
The new XR sees an increase of 10 kg in both the maximum permissible weight and the payload of the bike for more luggage hauling capability. Softer isolating elements on the handlebars effectively reduce vibrations from being passed onto the rider’s hands.
The new S 1000 XR is available in a new colour offering of refined Ocean Blue metallic matt which gives the Adventure Sport touring bike a more distinctively refined appearance.
The retail price (without insurance and inclusive of GST) for the new models are:
Reb Bull organised a pleasant meet-and-greet session with Khairul Idham Pawi, better known as Superkip.
Red Bull has been instrumental in Superkip’s career as a racer.
Superkip regards 2017 as a year of learning and making progress.
The Gardens, Mid Valley, 25th October 2017 – Well, it is the Malaysian MotoGP week and this is the best time to meet our favourite riders and idols, whom we won’t get to see the whole year ’round, except for maybe during the pre-season Winter Test. Then again, we don’t get to meet riders in other classes other than MotoGP, either.
Thanks to Red Bull, they set up a meet-and-greet session with national hero, Khairul Idham Pawi, better known as Superkip. In fact, Red Bull has been instrumental in Superkip’s progress through his career.
His exploits isn’t only known in Malaysia, but also worldwide when he won two Moto3 races in his first full season last year, which gives him the distinction of being the first Malaysian to have ever won a GP race of any class. Many Malaysians fondly remember the first time when Negaraku was played at the track and beamed into millions of homes around the world.
He has since moved up into Moto2 for the 2017 season, in the Idemitsu Honda Asia Team, riding a Kalex. Although he seemed to be struggling, it is a normal part of a steep learning curve. Give this 19-year-old from Perak some time and you can be sure Negaraku will be played again.
Red Bull had also organized a brief Q&A session with Superkip.
Question: You seem to be a little quiet since joining Moto2. What’s your opinion on that? Superkip: To me this year is about learning, as I don’t have much experience. I’ve only one season each in the CEV Junior Championship and Moto3. I need more time but am growing more in tune with my Moto2 bike now, so I hope to perform well this weekend.
Question: Will there still be space for improvements this year? Superkip: Insy’Allah there will be. There are still two races left and I’ll be testing for 2018 after the last round in Valencia.
Question: Will you be targeting a podium position this weekend? Superkip: Realistically speaking, a podium finish may be difficult to achieve at the moment. The most important aspect for me is to keep improving.
Question: That difficulty is due to? Is it the machine? Or the team? Superkip: It’s definitely not a problem with the machine or team. The struggle is with learning a new bike, which needs time.
Question: Are there or is there anyone who supports you through this time of need? Superkip: Of course, my team, family friends, fans. Thank you for your support.
Question: There are those of the opinion that you were thrust into Moto2 too quickly? Superkip: That may be true, although joining Moto2 at an early stage is also good thing as I’m already prepared from an early age.
Petronas organized a meet-and-greet session with Malaysian Moto2 star Hafizh Syahrin.
Fans were also given the opportunity to obtain Hafizh’s autograph.
Hafizh hopes to do his best this weekend and thanked both Petronas and fans.
Petronas Technology Park 2, 25th October 2017 – Fans of Malaysian Moto2 and Petronas Raceline Malaysia rider, Hafizh Syahrin received a welcomed surprise today when the Petronas organized a meet-and-greet session.
Being Hafizh Syahrin and Petronas’ home event, the fans waited eagerly for Pescao 55 to show up for the autograph session.
We also spoke to Hafizh privately about his involvement with Petronas.
Bikes Republic (BR): How has Petronas’ involvement benefitted you from when you were in pocket bikes to now? Hafizh Syahrin (HS): First and foremost, I would like to thank Petronas as they have given me big opportunities since 2009. They’ve supported me from then until now, and have continued to upgrade that support each year.
BR: Is Petronas the way for budding racers in Malaysia? HS: There are many young and talented riders in local Malaysian races, and they need to show Petronas their potential. In my opinion, there are two to three riders with lots of potential who will soon make their mark. And Petronas should continue into the future.
BR: Besides yourself, does Petronas’ involvement also pave the way for talent development for Malaysians in other areas such as the mechanics and technicians? HS: Yes, especially my mechanic, Habib, who has been following me from 2009 until today. Having him along with me in Europe is especially good as it’s quite awkward without having a friend to talk to in the same language, besides cook Malaysian and halal food together.
BR: What are you aspirations for this weekend’s Malaysian GP? HS: As always, I’ll do my best. I would like again to thank Petronas and my fans for their undying support.
