The 2019 Benelli RFS150i features new graphics and exhaust muffler.
The Special Edition (SE) version also has new graphics and coloured wheels.
The SE is priced from RM 7,488 while the standard is from RM 7,328.
Looking for a 150cc super underbone that’s different from cookie-cutter Yamaha Y15ZR and Honda RS150R? Check out the Benelli RFS150i, then, especially with new graphics for 2019.
Distributed by Mforce Bike Holdings Sdn. Bhd. since two years ago, the RSF150i has seen encouraging sales in the northern states of Penang and Kedah, while still a rarity in the Central and Southern regions.
However, Mforce will up the ante this year with newer and more aggressive graphics plus other updates, on top of the bike’s already sporty styling. The 2019 model also features a new muffler which enhances both the bike’s styling and engine performance.
Additionally, the RFS150i Special Edition (SE) has also been updated to feature blue bodywork and fluorescent green rims. On top of that, the throttle grip and adjustable brake lever are made from lightweight alloy.
The 2019 Benelli RFS150i are available from all authorized Benelli dealers. The Special Edition (SE) is priced from RM 7,488.00 and the Standard is from RM 7,238 (nett selling prices excluding insurance and road tax).
BikesRepublic.com and a number of Malaysian Zontes dealers visited the Guangdong Tayo Motorcycle Technology Co., Ltd. factory in China.
The company produces the Zontes brand among others.
What we saw truly amazed and impressed everyone.
As you know, Zontes is now making large waves in the Malaysian market.
We’ve been exposed to hundreds of bikes in our journey and can attest that Zontes motorcycles looked to have very high quality in terms of built and finishing.
Anyway, in order for us to witness that the bikes weren’t built in some small shed, Zontes Malaysia us at BikesRepublic.com and official dealers to the factory in Guangdong, China.
Purpose of the Visit
We guessed the main purpose was to put the jitters for another Chinese motorcycle brand to rest.
There were many upsets in the past with certain Chinese motorcycle brands. Many of our readers raised concerns about the quality, reliability, technology, aftersales service and availability of parts. Some of them experienced the difficulties firsthand. But truth is, the dealers suffered too from dissatisfied customers who came in droves.
Will Zontes change this?
Zontes is the flagship brand produced by the Guangdong Tayo Motorcycle Technology Co., Ltd. It is currently sold in many countries around the world including Thailand, Philippines, Indonesia, India, the Americas, South Africa and all over Europe including France and the United Kingdom, accompanied by rave reviews. The momentum is still picking up.
The quality and features we saw on the three bikes during the launch rivalled the best of the major manufacturers. However, there’s no substitute other than seeing how they were made.
Arrival at the factory
The staff had set up a row of models at the foyer to welcome us. There was a prototype and a couple of electric mopeds, too.
Before we entered the factory, the staff handed out sheets containing small stickers to cover the front and rear cameras on our phones. I was instructed to leave my DSLR at the reception.
As we approached the entrance into the factory, we were surprised to find a white sliding door right out of Star Wars.
We slipped on plastic covers on our shoes and face masks before entering.
Research & Development Department
Rows upon rows of computer terminals greeted us on the right, while a row of clay mock-ups were on the left. These were the design and R&D departments.
Design, R&D Department
The guys were working on the full-sized clay mock-ups of a couple of scooters and road bikes. Huge posters of design sketching hung on the wall in the background. Clay models make it easy to visualize and alter the final design.
There were also clay mockups of previous models sitting in the corner. Tens of them!
We passed the design department on the way down to the factory floor. We saw the designs for future Zontes models, and they were just as bold – if not bolder – than the current models. The company also has plans for 600cc to 1000cc Triples and inline-Fours.
Factory Floor
As we headed to the final assembly line, we chatted with the company’s representatives.
Guangdong Tayo produces 80% of the parts and components of their motorcycles in-house. That includes the engine, suspension (forks, shocks, swingarm), frame, bodywork, components including the LEDs, seats, handlebar, exhaust system, wheels, LCD screen, switchgear, etc. down to the bolts, nuts, screws and fasteners. Outsourced parts are the Delphi electronic fuel injection system, Bosch 9.1M ABS, tyres, pistons.
Why do they do so? Other manufacturers usually source their components from other makers while producing the bigger parts such as the engine cases, frames, seats, bodywork. Producing parts and components in-house can be more expensive, surprisingly, instead of picking out those from suppliers then assembled Lego-style.
The answer is rooted in the Guangdong Tayo’s President’s philosophies:
He wanted assurance in the best quality possible (even impossible, we’ll get to this) and knows he can control it better from within.
Problems or issues could be identified and resolved quickly. The company halts production as soon as an issue is found, rather than allowing them through and initiating a recall later. Solving issues with suppliers cost too time, which includes investigations, testing and finally arriving at a resolution (if at all). That takes up months or even years! By then, customers and dealers alike would’ve built up frustrations and distrust.
We asked about the factory’s production capability. The answer was, “One complete bike every 3 minutes.”
What about the ZT310 series? “The model was introduced just last year. By now, we have exported more than 20,000 units worldwide. We sold close to 100,000 units in China alone.” Everyone who heard that gasped.
We stopped at the engine assembly area, where we had a good look at the external and internal parts of the ZT310 engine. We’re being honest here, because we know our credibility is on the line, too. The quality of the engine’s cylinder, cylinder head, valve cover, crankcase casting; bearings, conrod, crankshaft was as good as you could find in any bike from the major manufacturers.
Each worker assembles one engine to completion, rather than fit certain parts and moving it on down the line to another person. This way, the factory can track each worker’s performance for further training and development.
CNC machining area
We were ushered down an isle past CNC (computer numerically controlled) machines. As the name suggests, a CNC machine receives instructions from a computer to mill parts. There are currently 50 of them, at an estimated USD 12 million each. “But these are not enough,” said the spokesperson. “There are still more machines on the way as we need to increase production to meet the orders!”
Computer Numerical Control (CNC) millers
Painting area
The bodyparts are mounted on “trees” and rotated into the spraying booth. Robots perform the painting.
Robots applying paint to fuel tanks
“These robots are from Japan, South Korea and Germany. But we programmed them ourselves. That’s why the suppliers come down here and learn from us,” the spokesperson exclaimed proudly.
The robots applying paint to smaller parts
There were racks of the completed parts, in this case the mudguards. Each showed consistent painting quality and finishing. We compared two mudguards from two different bikes, too, yet the quality was exactly the same.
Frame welding area
This was what I personally wanted to see. That’s because no matter what great suspension or components you slap on a bike, the frame and chassis connect them together into a good or crappy bike.
A robot welding the frame tubes
Steel frames are easier and cheaper to produce. The material is strong at the cost of weight, but it can be set back to shape much easier. Frames play another critical role in Zontes bikes because the engine oil circulated through it to perform as an oil cooler. This means the welds have to be perfect.
Four axis deflection machine for welding exhaust pipes
Pre-bent steel tubes were placed on a jig which moves in all axis horizontally and turns like a vinyl turntable. The robots place the exact amount of solder and their welds are consistent. Expert welders finish the job by welding where the robots couldn’t reach.
Stamping area
This was where metal sheets are turned into shapes. In this case, fuel tanks. Yes, Zontes motorcycles use aluminium fuel tanks.
Hydraulic presses to stamp fuel tanks out of aluminium sheets
Large sheets of aluminium were placed over a mold underneath. A large hydraulic press applied pressure from the top and voila, the top part of a fuel tank emerged.
Die casting area
They cast metal and plastic parts here – aluminium high pressure die casting on one side and plastic casting on the other.
Molten aluminium was piped to machines to cast them into the required parts. They are usually the aforementioned engine parts. The rough cast parts were then cut of excess by workers with hand tools.
Aluminium casting area
Each piece was then checked with an x-ray machine to spot for abnormalities and defects. Parts with defects of more than 3 micron (the human hair averages at 50 micron) were rejected outright.
The supervisor at the section also showed us a complete swingarm for the new ZT310-V cruiser. It looked beefy but weighed only 4.7kg. The ZT310-series’ swingarms are cast in one piece rather than welded in sections to eliminate weak spots, besides allowing the engineers to tune its flex characteristics for handling.
The open lattice-work is reminiscent of KTM’s swingarms but doing do makes sense as the manufacturer saves some material and allows for the ease of spotting damages. Speaking of damages, the supervisor also showed us a bent swingarm. It was used to test for its strength. It required more than 2 tonnes of force to bend a truss, but it didn’t break.
As for plastics, Guangdong Tayo uses a “special” type of thermoplastic resin which is shatter poof. A factory worker demonstrated that property by placing a side panel on the ground and bashed it with a sledgehammer. But the part didn’t break or crack and returned to its original shape.
High pressure polymer die-cast
Fuel tank welding area
The factory was immense! The company’s website said it covered around 400,000 sq. m. (40 hectres) but they are still expanding to cater for the extra orders. We had to ride on electric airport buggies to our next destination.
Fuel tank welding area
We stopped at a section where the top and bottom halves of the fuel tanks were welded together. The task was performed by robots. The fuel filler spout was also welded on in this section.
Gear CNC machining area
We walked past another row of CNC machines. These were used to mill the gears of the transmission and cam sprocket, in addition to camshafts and transmission shift drums.
Testing area
The assembled motorcycles were filled with petrol and ridden around an indoor test track. Running the bikes outdoor would expose the new bikes to the weather. Each bike is tested.
Meeting the President of Guangdong Tayo Motorcycle Co., Ltd.
We congregated in the conference room after lunch and was joined by Mr. Tao, the President of the company.
Mr. Tao – President of Guangdong Tayo Motorcycle Technology Co., Ltd.
He outlined his principles for his organization, which centres around innovation and development of new ideas, or ideas that were proposed but never saw production.
It was amazing to hear how he pushes the envelope of technology. But he never forgot about infusing those technologies with quality and reliability. That’s exactly the reason why he chose to build entire bikes from scratch.
Mr. Tao put on a show for us before we headed back to Guangzhou. He got into his heavily modified Lexus and performed a drift show.
Conclusion
There were a number of sections where we weren’t shown, including the casting of the wheels and powder-coating. However, what we saw convinced us beyond doubt of the company’s commitment.
The Guangdong Tayo Motorcycle Technology Co., Ltd. isn’t some fly-by-night manufacturer who wants to churn out motorcycles by the thousands and sell them for high profits. Instead, what we witnessed was the obsession to produce the best motorcycles to compete with major manufacturers around the world.
Many used to laugh at Honda when they first started but look at them now. Will Zontes make it big? It’ll be foolish to bet against them.
Alvaro Bautista and Ducati continued on their dream weekend streak by winning all three races at the Buriram Circuit in Thailand.
That makes it six wins out six races, thus far.
Defending champion Jonathan Rea put up a fight for the win but was bested by Bautista.
Alvaro Bautista rode his Ducati Panigale V4 R to maximum points after six 2019 Motul FIM WorldSBK races, after winning all three at the Buriram Circuit in Thailand.
Race 1
Bautista being chased by Rea
Defending champion Jonathan Rea (Kawasaki Racing Team WorldSBK) overtook Bautista into Turn 1. Bautista made up for the disadvantage on Lap 3 in Turn 3, but Rea cut back inside, and the pair collided. Bautista managed to control his bike, but it allowed Alex Lowes (Pata Yamaha WorldSBK Team) to slip past.
The Spaniard repassed Lowes on Lap 4 and went after Rea. Bautista caught Rea and passed him with 12 laps to go, and made it stick. He romped away from his challenger to finish 8.2 seconds ahead.
Alvaro Bautista (ARUBA.IT Ducati Racing)
Jonathan Rea (Kawasaki Racing Team WorldSBK)
Alex Lowes (Pata Yamaha WorldSBK Team)
Michael van der Mark (Pata Yamaha WorldSBK Team)
Leon Haslam (Kawasaki Racing Team WorldSBK)
Tissot Superpole Race
Jonathan Rea – Credit asphaltandrubber
Rea took the holeshot this time but was passed by Bautista. The latter ran wide into Turn 3 was re-overtaken by Rea. But the Ducati rider fought back and retook the lead in Turn 4 and started pulling away.
Meanwhile, Alex Lowes started pressuring Rea. However, Rea made a massive effort to lose Lowes and slashed Bautista’s lead down under half-a-second. His determination also netted him the fastest lap.
Unfortunately, the red flag was shown just as the race was starting to heat up. Again, it was Turn 3 which provided the drama. Leon Camier (Moriwaki Althea Honda Racing) and Thitipong Warokon (Kawasaki Thailand Racing Team) collided in the hairpin. Warokon was sent to the medical centre and the hospital afterwards.
Bautista was pronounced the winner, followed by Rea with Lowes just behind.
Alvaro Bautista (ARUBA.IT Ducati Racing)
Jonathan Rea (Kawasaki Racing Team WorldSBK)
Alex Lowes (Pata Yamaha WorldSBK Team)
Michael van der Mark (Pata Yamaha WorldSBK Team)
Leon Haslam (Kawasaki Racing Team WorldSBK)
Race 2
Alex Lowes – Photo credit alexlowes22
Bautista didn’t want to hang around and scrap it out this time. So, he took off from the start and led all the way to the finish, leaving Rea to fight it out with Alex Lowes.
Bautista romped home to finish 10 seconds ahead of Rea and Lowes. His accomplishments equaled Neil Hodgson’s record of winning the first six races of the season in 2013.
Lowes’ teammate van der Mark held off Haslam’s intentions for a finishing order identical to Race 1 and Superpole.
Staying hydrated is the most important in this hellishly hot season.
But what should you and shouldn’t drink?
However, please keep in mind that everything should be taken in moderation.
This may look like a Men’s Health article, but the hellishly hot weather affects us a lot as riders. But stop riding? No way! But how do we need to survive this heat? It’s especially worse after wolfing down durians in Bentong.
Here are a few suggestions to avoid being dehydrated duringyour ride. Dehydration is one of the most dangerous things to happen to us riders. It can cause loss of concentration leading to mistakes and wooziness.
Great for hydration:
1. Water. It’s the best. ‘Nuff said.
2. 100 Plus. Or other sports drinks such as Gatorade and Pocari Sweat. The electrolytes (fancy word for salt) in them can be more effective at hydrating. Drinking water infused with salt has been practiced in Malaysia homes for many decades, especially to counter the heaty effects of durians, after all.
3. Watermelon. Eating watermelons retain 92% of the liquid. But if you opt for the juice of other fruit juices, make sure that it is pure without sugar. Packed juices contain sugar that inhibits hydration. Best way is to buy freshly-squeezed juices – again, as a reminder – without sugar.
4. Coconut water. We’re so lucky in Malaysia. You can find coconut water almost anywhere. Coconut water contains 95% water, better than all fruit juices. Make sure you drink it straight from the coconut without added sugar.
5. Milk. Since milk is thicker than water, it leads us to believe that it’s more dehydrating, which isn’t the case. Besides containing calcium and Vitamin D, milk gives you fuel on hot days. But it only works for non-flavoured milks, so no chocolate, strawberry, Kurma, etc. flavours.
Worst for hydration:
1. Soft drinks. Sure, they’re advertised to quench your thirst but they contain caffeine which is a culprit in dehydration. If that’s not bad enough, they also have heaps of sugar and sodium that are bad for your teeth and bones. Drinking a single bottle is fine during your trip to perk you up, but it’s better to swap it for sparkling water to enjoy the carbonation.
2. Energy drinks. Energy drinks are just that: They provide energy. If soft drinks are bad, there’s even more caffeine, “fake” sugars and complex chemicals. Like soft drinks, these should be consumed with moderation – a can during the ride to keep you from dozing off – then followed by plenty of water.
3. Coffee. Taken in moderation, coffee helps not everyone, but most to stay awake. Caffeine blocks your brain from receiving signals that you are tired but doesn’t actually make you feel less so.
Its dark side is caffeine, the same stuff they put into sodas and energy drinks. The substance is also considered diuretic, meaning it rids your body of fluids and salt. It works by forcing your kidney to release more sodium into your urine. That sodium then takes water with it from your blood and reduces fluid flowing through your blood vessels.
4. Smoothies. Our favourite drink in Phuket! Nooooo! The sweet, fruity drinks pack too much sugar. They’re awesome for refuel after a long ride and starting your day with a natural dose of vitamins but should be approached in moderation. The best way is to put add more ice for hydration.
5. Beer, wine, hard liquor. You shouldn’t even ride in the first place if you drink alcoholic beverages. Anyway, alcohol removes water from your tissues, meaning you have to drink even more water to offset the effect. The more alcohol in your system, the more dehydrating it is. Yes, it’s fine to drink beer after your ride, but the rule of thumb is one glass of water per can glass of beer. That way, you will be less dehydrated and hungover for the next day’s ride.
Conclusion
While there are good and “bad” drinks, good drinks can become bad too unless consumed in moderation. Hope these tips help.
The row over aerodynamic devices in MotoGP escalates as Ducati threatens protest Honda’s winglets.
To Ducati, Honda’s winglets are dangerous for a number of reasons.
The row is in light of Honda’s participation in the protest against Ducati’s use of a “spoon” on the GP19’s swingarm in Qatar.
The row over aerodynamic devices in MotoGP escalates as Ducati threatens protest Honda’s winglets.
Honda was among four (in addition to Aprilia, Suzuki, KTM) who protested against Ducati for using the “spoon” in front of the rear wheel. The protest was logged following last weeknd’s Qatar GP. However, it was thrown out by the FIM stewards and subsequently referred to the FIM Court of Appeals.
Gigi Dall’Inga, Ducati’s Tech Chief, was the most irritated by Honda’s participation in the protest.
“I was quite surprised above all by the behaviour of Honda which, in addition to being a protagonist of the world championship, is also one of the founding fathers of modern MotoGP together with Ducati and Yamaha (who didn’t protest),” Dall”Igna told Sky Italia.
“I don’t have much to say about this in the case of KTM and Aprilia… The approach that Suzuki and Honda can take is different, because they can actually take a real advantage of a possible disqualification of [Qatar GP winner Andrea] Dovizioso and Ducati from the first race of the championship.”
Ducati’s stand lies in the approval by MotoGP Technical Director Danny Aldridge before the Qatar GP. Aprilia, on the other hand, claimed that Aldrige had said that a similar part would be ruled illegal.
“The fact that Honda has questioned the choices of the technical director puts us in a position to raise the question of whether to make a complaint against them.”
“Until now, all disputes of a technical nature had been resolved either within the Manufacturers’ Association or by discussing them with the technical director,” Dall’Igna continued.
About Honda’s winglet, Dall’Igna finds them dangerous. He said, “Honda’s wings are honestly dangerous for us. Not only that, but as they are made with such a slender base, they could be subject to significant deformation from the loads they are subjected to, and therefore could perhaps perform the function of movable aerodynamic devices.”
Ducati sporting director Paolo Ciabatti previously suggested that the protest was “political” in nature. In fact, Ducati was enamoured with Honda ever since protesting Ducati’s debuting of winglets on their bikes, which gave rise to the current regulations on “aero bodies.”
“I think they wanted to intimidate us and prevent us from using a part that had already been approved by the technical director,” said Dall’Igna.
“Obviously we decided to use this and then they found themselves forced to continue in a situation that, if I were in their shoes, I would find embarrassing.”
Organizers of the MotoE World Cup confirmed that a short circuit ignited the batteries.
The huge fire destroyed at the temporary storage, MotoE bikes and equipment at the Jerez Circuit.
The fire cancels the remaining pre-season tests and first round in May.
Organizers of the MotoE World Cup confirmed that a short circuit ignited the batteries which consequently led to a huge fire at the Jerez, Circuit in Spain.
The fire broke out around midnight, destroyed all 18 Energica Ego race bikes, equipment, tools and riders’ gear and kits. They were stored in a temporary paddock for the 2019 FIM Enel MotoE World Cupt pre-season tests.
The grid includes the Sepang International Circuit (SIC) team.
Photo credit:MCN
The first round of the inaugural championship which is slated to take place from 3rd to 5th May is cancelled. Thankfully, the championship is still on for the year.
Local police are still investigating the fire but announced that it was caused by a short circuit. The short then ignited the high-density battery, which is a part of the high-performance charger used in MotoE. However, that caused the short was not confirmed.
Short circuits cause a suddenly rise in temperature leading to thermal runaway for the lithium batteries. Consequently, a chain reaction leads to the breakdown of the system’s thermal balance and fire.
The bikes were not connected to the charging infrastructure when the fire broke out.
Kawasaki GTROC (GTR Owner Club) celebrates their 6th gathering today.
The ride started from Kawasaki Motors (Malaysia) Sdn. Bhd.’s HQ in Glenmarie, Shah Alam.
They will ride to Melaka to meet another GTR group to bring the total to 300 motorcycles.
Kawasaki 1400GTR onwers of from the GTR Onwer Club (GTROC) begun their 6thgathering today in the historic city of Melaka.
Some 50 owners of the high-powered sport-tourer congregated at Kawasaki Motors (Malaysia) Sdn. Bhd.’s (KMMSB) compound for the flag off. From there, they rode to Ayer Keroh, Melaka to meet up with another group of 1400GTR owners, bring the total to almost 300 motorcycles.
The group will visit an orphanage and a religious school for charity work, as part of the ride’s itinerary.
The Assistant General Manager of KMMSB, En. Awaluddin Bin Md. Lip, and Assistant Manager for Marketing of KMMSB, En. Ahmad Radzi Abdul Rahman (better known as Che Mad) welcomed the group. They added that KMMSB felt honoured to support the group and their activities, besides looking forward to more co-operations in the future.
President of GTROC, Dato’ Shaid Tasiran thanked KMMSB for their support. He then laid down the rules for the convoy, including the etiquettes such as following the marshals’ signals, no wild riding, etc., besides their itinerary and routes.
The Royal Malaysian Traffic Police will escort the group once they reached Melaka.
The ride was flagged off by En. Awaluddin Bin Md. Lip.
The profit was despite the 2.7% global slump for motorcycles above 500cc and 9% drop in the US market.
Although revenue was down, the manufacturer compensated with the sale of higher margin models such as the Panigale.
Ducati announced a 7% profit margin 2018.
The end of 2018 posted the figure despite the worldwide slump in sales for motorcycles above 500cc. The Italian manufacturer delivered 53,004 units, compared to 55,871 in 2017. That’s a 5.1% drop in a worldwide drop of 2.7%. Ducati’s sales took the largest hit in their biggest market, the US where the market dropped by 9%.
Yet, it was the fourth consecutive year in which the manufacturer had sold more than 50,0000 bikes.
Revenue in 2018 was €699 million, a reduction from €736 million in 2017, translating to an operating profit of € 49 million compared to € 51 million. The operating margin was 7% in 2018, the same as in the previous year. Ducati managed to compensate for the reduction in volume through the sale of models with higher margins, such as the Panigale line-up. (The Panigale was the best-selling sportbike in 2018.)
“2018 was challenging from many points of view, but we are satisfied with our financial performance throughout a difficult year” – declared Claudio Domenicali, CEO Ducati Motor Holding – “The company is generating the resources to continue funding the development of new products which is very positive for the future.
Oliver Stein, CFO Ducati Motor Holding, added: “Financial stability is extremely important for the company in order to support the technological development programme which Ducati is currently involved in at full speed.”
The results were part of the announcement for the Audi Group’s 2018 financial year.
Ricardo Domingos rode a Suzuki GSX-R1000RR in the Portugese Baja Rally.
Although he didn’t win, he beat out a large number of other competitors.
The Baja rally pits competitors against the clock.
What’s the first you need to have in order to compete in a rally? An offroad motorcycle, of course. Er… So, what’s this Suzuki GSX-R1000RR doing here?
The Portugese stunt rider Ricardo Domingos obviously had different ideas when he competed in the Portugese version of the Baja 500. He said all he needed were knobby offroad tyres and higher handlebars to do the job. Plus some engine remapping for torque instead of all-out horsepower, too.
He then entered in the amateur class of the Baja 500 Portalegre rally, finishing 24thout of 70 participants. If you think that’s a bad result, think about the other 46 riders on offroad bikes that he beat.
The original Baja 500 (as in 500 miles) is held in the Baja California Peninsula in America. There are separate classes for cars, trucks, buggies and motorcycles. Participants race through the desert against the clock.
The Portugese Baja, on the other hand, had been around since 1987. It was created by JoséMegre, a former Paris-Dakar competitor. It is now part of the Rally World Cup.
Check out the video of Domingos and his Gixxer below. Courtesy of EnduroPro Magazine.
The price for the 2019 Suzuki Katana was revealed in the UK.
The original Katana revolutionized motorcycle styling.
When will it come to Malaysia?
While Suzuki Assemblers Malaysia announced that they will bring the 2019 Suzuki Katana to our shores, there is yet any date of its release and price.
The Katana name is among the legends from the Hamamatsu-based manufacturer, alongside the GSX-R and RGV (during the heydays of the two-strokes). Suzuki knows that most of their bikes have gone under enthusiasts’ radars for the past number of years. Hence rolling out the Katana ought to bring them back to the fore again.
The Hans Muth-designed first Suzuki Katana stunned many when it was unveiled. Some called it too big of a departure from contemporary motorcycle styling. But a bigger group who fell in love with it made a bigger noise, hence it came a legend.
However, the styling didn’t only bode well with enthusiasts, as it did so with other motorcycle designers, too. If this was a different dimension where the Katana never existed, current motorcycles would look a whole lot different.
So, this is what the manufacturer is banking on. Bring the heritage of the bike named after the Samurai sword back to (hopefully) those who are nostalgic for it and/or a newer generation.
Okay, okay, we’re sold. How much?
£11,399 (RM 61,741.80). We wish it’ll be that cheap when it arrives!
The storage unit for the 2019 MotoE bikes and equipment at the Jerez Circuit caught fire last night.
The conflagration destroyed all the bikes and equipment.
Set to begin in six weeks’ time, the motorcycle suppliers and teams may not assemble their equipment by then.
The inaugural 2019 MotoE season is in doubt after an immense fire at the Jerez Circuit in Spain last night.
The fire that broke out in the temporary garage destroyed all 18 Energica Ego electric bikes. They were stored there for the championship’s second full pre-season test at the circuit. Additionally, all other equipment and items associated with the championship were also burned to ashes. They included riders’ kits, tools, laptops.
Thankfully, no one was hurt in the incident.
Photo credit: MCN
The 2019 MotoE Championship was scheduled to begin alongside the first European MotoGP round at the Jerez Circuit in May. It will then move on to additional rounds at Le Mans, France; Sachsenring, Germany; Red Bull Ring, Austria; and Misano, Italy.
However, with just six weeks to go, time may prove too short to replace the 18 Energica bikes and equipment.
We tested the KTM 790 Adventure and KTM 790 Adventure R in Morocco.
KTM calls both bikes are the most offroad capable dual-sport bikes.
We tested the bikes on the road and in the desert.
Thanks to KTM Malaysian and KTM AG, we flew into the North African nation of Morocco for the KTM 790 Adventure and KTM 790 Adventure R International Media Launch.
The base of operations was set in the oasis town of Erfoud (known locally as “Arfoud”), near the Algerian border.
Introduction to the KTM 790 Adventure platform
The 790 Adventure family is touted as the “most-capable adventure bike in the market.” KTM are confident that it will revolutionize the adventure/dual-sport category, by moving away from the “traditional template” of dual-purpose motorcycles.
In developing the bikes, KTM says that they have been listening to customers from the casual offroad rider to the pro such as Chris Birch.
Their mission resulted in two distinctly different models based on one platform. The 790 Adventure (which is normally called the “S” model) is more road-biased, while the 790 Adventure R is more off-road biased.
Although they resemble the 690 Enduro R, they are actually based on the EX/C concept of compactness and lightness.
First and foremost, both bikes share:
799cc, parallel-Twin, LC8c engine, with camshafts and ECU tuning for more low-down and midrange torque. It produces 94 bhp at 8,000 RPM and 88 Nm of torque at 6,600 RPM.
Chrome-moly trellis frame.
21-inch front and 18-inch rear wire-spoke wheels. Tyres are Avon Trailriders on the Adventure and Metzeler Karoo 3 on the Adventure R.
Low-slung 20-liter fuel tank.
Twin-disc front brakes gripped by four-pot calipers.
Engine bash plate.
TFT screen.
Bodywork made of a special coloured polymer which resists scuffing.
A fairing designed to channel wind and engine heat away from the rider.
We’ve covered some of the features and technical stuff in other articles prior to this (please click here). But what we’ve not are the electronics.
Both bikes use IMU-based traction control and cornering ABS, in addition to Motor Slip Regulation which works in conjunction with the slipper clutch. There is also Offroad ABS for both models.
The 790 Adventure has three standard ride modes: Street, Rain and Offroad. The 790 Adventure R, on the other hand, has an additional ride mode: Street, Rain, Offroad and Rally.
The Rally Mode has a new implementation. Instead of being based on a certain preset “strategy,” it’s fully configurable to the riders needs and riding conditions.
For example, after switching to Rally Mode, you can choose the level of throttle response to either Street (smoother) or Offroad (more aggressive). After that, you can switch the level of traction control intervention from 1 (almost totally off) to 9 (most assistance). The TC level can be altered on-the-go via the up and down buttons on the signature left-hand switch block.
Rally Mode can be added as an option to the base model. Other electronic options for both bikes are Quickshifter+ which works for up and downshifts, Cruise Control and MyRide
Riding Impressions: 790 Adventure
Let’s get on with riding rather than being stuck in too long of an introduction.
We first rode the Adventure since it’s the base model.
Our session was later in the afternoon, so the weather was much cooler. But that also meant that the wind had grown stronger.
Climbing on, the first thing I felt was the similarity to a KTM EX/C-F enduro. The top of the fuel tank was just above my belly button, rather than below the rib cage. There are two reasons for doing so:
The small tank top allows the rider to push his weight to the front to put more weight on the front tyre, similar to an enduro bike.
More stability especially in low speeds since the weight of the fuel in carried down low.
Although stated as 850mm in the lower position, the seat height allowed me to plant one foot solidly on the ground, while the other rested comfortably on the footpeg.
The engine pulled quickly through the gears while the quickshifter kept the revs up. The sweetest changes were from 3rd-4th-5th. The gears popped in immediately without much of a stutter. Despite the strong winds and slipper road covered in fine sand, we managed to clock nearly 160 km/h in a number of sections.
Still, the bike exhibited very light handling traits, being able to change directions quickly as we rode up the side of a lush valley. The single-lane road was twisty and inviting but the wind played havoc with my steering inputs. A few times the bike plopped over unexpectedly, causing the rear wheel to slip a little.
Besides that, the low fuel tank meant that my body was positioned further to the front of the bike. The handlebar felt a bit twitchy at times, like it would on an EX/C. I got a bit confused.
Was it me steering too hard?
We managed to ride the bike a short distance offroad to a vantage point, and it felt well-balance. I just kept it in Street Mode, but the bike didn’t feel like it was going to dump me onto the trail. Many of these riders have ridden in these types of conditions, which are totally different from ours in Malaysia.
When we stopped a Moroccan village to shoot street photos of the KTM 790 Adventure, youngsters came out to greet us and take photos with the bikes. In another village, even younger boys cheered as we rode by. They even encouraged us to pull wheelies by lifting on imaginary handlebars.
The wind died down on our way back to the hotel. Now the bike felt different. Still eager to turn with every steering input but wasn’t too skittish as before.
Riding Impressions: 790 Adventure R
The organizers decided that we should leave much earlier in the morning to avoid the strong winds. We dragged our ragged bodies out of bed at 5.00am to freshen up and breakfast before heading out at 7am. My group was led by KTM Rally Team boss and ex-Dakar Rally winner Jordi Viladoms!
Anyways, the first impression on the “R” felt good due to the narrow body and handlebar set at just the right height and width. But I still had the same problem with all KTMs: Reaching the kickstand with the left foot. Maybe the Powerparts kickstand has a tang higher up the shaft…
However, the R felt so much better when we headed out. The suspension gave the bike a much tauter feel despite the chunky offroad tyres. The R is equipped with fully-adjustable WP XPLOR split function forks and fully-adjustable XPLOR rear shock. Together, they 240 mm of travel, compared to the 200mm on the standard bike.
We soon hit the first trail, a hardpacked section. We continued riding in Street Mode until we stopped to switch to Rally Mode and select our preferred throttle response and TC level.
We cut into another trail with more soft sand. It was here that the low tank that confused me yesterday started to make sense. Standing up, my knees were well forward, so turns in the dirt were taken with confidence. I’ve always had problems with U-turning a bike, but it was easy on the R, as the weight is down low.
I’ve only ridden in sand once before in South Africa 5 years ago, compared to riding offroad in the mud and gravel we have at home. The sand grabbed at the front wheel as soon as I slowed down, throwing it left and right. But as soon as the power came on, the bike straightened itself out quickly and smartly. Unfortunately, as I said earlier, my body was so stiff from riding the computer desk.
We rode into the edges of the Sahara Desert. The flat, open country side turned into the sort of dunes we saw in movies like “The Mummy.” (I didn’t know the movie was filmed here at this point. More on this later.)
“Ok, so now we ride up those dunes for the pictures and videos,” said Senor Vilaroms. He switched off the MSR and MTC then said, “Ok, go!” Gulp.
On my first go, I rode up the side and gave the bike throttle. The bike cut smartly through the sand.
On the return run, the film crew was right in front. I was scared of hitting them so I slowed and leaned the bike left (instead of pushing it down). The sand grabbed the front wheel and I gave it as much power as I could without shooting straight into the photographer. The bike straightened up, but I was too close to them, so I tapped the front brake. The dune swallowed my left foot and we went down… in front of a whole row of other riders. I wondered if they were laughing or feeling sorry for me in their helmets.
The helpful KTM crew including Adriaan SInke, Senior Product Manager – Midrange came over to speak to me. They gave me the option of covering the course by road to the next stage before turning into a gravel and sand trial. Leading me will be Luke Brackenbury, the Press PR Street Manager. We could switch between the base model and R on the way if I’d like to.
Luke asked, “Do you wanna go to the prison?” Eh? But I just agreed. (I had just uploaded pictures to Instagram saying, “Welcome to Tatooine” and now have a guy named Luke leading me.)
The 34 km/h side winds whipped up dust devils across the road but we rode through them. As soon as we come through the other side, Luke pulled a huge wheelie.
I got on the base model for the rest of the way and discovered that it was just as capable in the rough, even on the 50/50 road/offroad tyres. As my confidence level rose, the offroad lessons taught by Rob Armstrong, Oh Kah Beng and Chris Birch started to return. Now, I grabbed handfuls of throttle over deep sand and jump over rises. The 790 Adventure is made for this kind of fun! I even slowed to spin the rear wheel to fishtail it. BWAHAHA! Take that!
We made our way through the countryside which resembled NASA’s pictures from Mars. Indeed, NASA carries out lots of Mars research in this area. There were a number of movies shot around here, too.
Luke and I reached the “Prison.” It’s actually Gara de Medouar or “Portugese Prison.” I looked like the crater of an extinct volcano but it’s actually a rock formation from the prehistoric Cambrian/Devonian era. It’s called the “Prison” because it used to house African slaves to be sold to Portugal.
In recent times, it’s the film location for movies such as “The Mummy,” “The Mummy Returns,” “Prince of Persia: The Sands of Time,” “James Bond: Spectre,” and “The Secret of the Sahara.” WHOA! I was at Hamunaptra!
The trails leading to this location is listed in dangerousroads.org as being er… dangerous. But the 790 Adventure (standard) and 790 Adventure R shrugged it off like another Sunday ride.
We shot a few more photos and headed back to the hotel. A few riders from another group joined us to head back earlier, hoping to catch the Qatar MotoGP at the hotel. The wind had truly picked up at this point and the bikes in front were leaning sideways while travelling straight. We made it back to the hotel in one piece.
Conclusion
There two things which I felt could’ve been better. One was the standard seat on the base model which was a little stiff but there’s always the Powerparts gel seat. Two, KTM had welded a tang on the R’s kickstand but it was low down. Other dual-sport bikes have stands with the tangs higher up. But again, these are just personal gripes.
Both KTM 790 Adventures are truly offroad capable as the manufacturer advertised. They may lack the sport-touring feel of “traditional” dual-sport bikes but if your trip includes tougher offroading than just a couple of jungle trails then you can consider the base model. On the other hand, serious offroad riders plus Gabit, Bee Wong, Alex Wong, Charles Loo, et al ought to do well on the Adventure R in Rimba Raid.
Pictures by: Marco Campelli, Sebas Romero and Wahid Ooi Abdullah
