Buy Shell Advance motorcycle engine oil on Lazada Malaysia and you could Meet Jorge Lorenzo
Online shoppers stand to win exclusive meeting with the Ducati rider, MotoGP™ tickets and Oakley eyewear
Contest period from 3-29 October 2017
Buy Shell Advance Oil on Lazada Malaysia and Meet Jorge Lorenzo. Bikers nationwide can now purchase the complete range of Shell Advance motorcycle oils in full convenience from the Shell Malaysia Official Online Store on Lazada Malaysia, the leading e-commerce platform in the country.
In conjunction with Shell Advance’s online debut and the upcoming 2017 Shell Malaysia MotoGP™, online shoppers and avid fans of MotoGP™ will have a chance to bag exclusive giveaways* with purchase of Shell Advance products:
From 3-20 October, purchase one pack of Shell Advance and two cans of Monster Energy Drink via Lazada Malaysia and be in the running for the Grand Prize of a special invitation to an exclusive meet-and-greet session with Ducati rider Jorge Lorenzo on 25 October 2017. Only 100 lucky winners will enjoy this privilege. The First Prize is one (1) Hillstand ticket and a welcome kit at Sepang International Circuit (SIC) for 150 lucky winners while 20 winners will take home the Second Prize of one (1) limited edition Monster Recon backpack each.
Also from 3-20 October, purchase any of one pack of Shell Advance Ultra or Ultra Scooter and receive one (1) Hillstand ticket and a welcome kit at Sepang International Circuit (SIC), on a first-come-first served basis
From 25-29 October, purchase one carton of Shell Advance Ultra with PurePlus Technology or Shell Advance AX7 for a chance to win a pair of Oakley eyewear personally autographed by Jorge Lorenzo.
Shell Lubricants General Manager for Malaysia and Singapore, Baljit Singh, said that the company’s continued collaboration with Lazada Malaysia following the successful launch of Shell Helix passenger car motor oils in August was further proof that it was working hard to meet their customers’ needs.
“We are now providing convenience to bikers all over the country who want nothing less than complete protection for their bikes’ engines that only Shell Advance can offer. Buying from the Shell Malaysia Official Online Store, you can ’outride’ any unpredictability or uncertainty about the quality or authenticity of the product. Best of all, you could be rewarded with a memorable meeting with the Ducati’s Jorge Lorenzo or tickets to the Hillstand at SIC that has been reserved exclusively for Shell this year,” he said.
Baljit also expressed delight that Shell Advance and Shell Helix products through its Shell Malaysia Official Online Store will be part of Lazada Malaysia’s Online Revolution shopping extravaganza this coming 11 November 2017.
The annual event is the biggest online shopping fest in Southeast Asia. Themed ‘Shop the Universe’, shoppers in six countries can look forward to millions of products from around the world at ‘out-of-this-world’ prices. This year, for the first time, the offerings will include genuine, officially-sourced Shell Advance motorcycle engine oils and Shell Helix passenger car motor oils.
“We are thrilled to extend our collaboration with Shell Malaysia with the introduction of the Shell Advance range of motorcycle oils on our platform. Bikers across Malaysia can now enjoy unparalleled access to genuine products online with just a few clicks of the button. We look forward to the introduction of more products and services at the Shell Malaysia Official Online Store even we gear ourselves for the our biggest campaign in November, the Online Revolution,” said Hans-Peter Ressel, Chief Executive Officer of Lazada Malaysia.
The Kawasaki Versys-X 250 offers the fun of adventure-motorcycling at a great price
It is also designed with features for adventure riding
It should appeal not only to beginners but also to seasoned riders
Courtesy of advpulse
The Kawasaki Versys-X 250 has come a long way from when adventure, adventure-touring, dual-purpose bikes that were big, tall, powerful beasts; runaways from the dunes of the Paris-Dakar Rally. Anyone remember those mighty 750cc and 900cc V-Twin DP (dual-purpose) bikes in the 90’s? Well, those were the granddaddies of adventure motorcycles.
The motorcycle class in the Paris-Dakar Rally (now Dakar Rally) had started out with competitors on smaller, single-cylinder bikes but as an arms war pushed the factories and riders to gain the upper hand against each other, the bikes became bigger and heavier, and of course more powerful. The single-cylinder, enduro-based bikes that were sold to the public and modified to race, gave way to purpose-built machines that were then sold afterwards as replicas.
However, with the increase in speed came increased number crashes and fatalities in the world’s toughest rally. That had the organisers knocking back the multi-cylinder format to single-cylinder bikes to cap the speeds, first from 690cc and to 450cc since 2011.
On the road, ironicaly, it went the other way in terms of engine capacities. Most true adventure and adventure-touring motorcycles in the market are being dominated by middleweight (750cc to 80cc) to open-class (1000cc and above) models.
The open-classers are not cheap for most motorcycle enthusiasts, unfortunately, ranging from around RM80,000. The middleweights on the other hand, are usually priced from RM50,000. Engine power range between 70bhp to 160bhp.
1. Smooth Power
Riding in the rough is not all about outright speed. Average offroad speeds are typically 30km/h, the fastest top speed being approximately 60km/h. Anything above that is for the pros, or if you’ve signed your last will and testament.
Let’s face it, most of us aren’t full-time or even part-time motocross or enduro riders.
The Versys-X 250 produces 33.5bhp and 21.7 Nm of torque, with a wet weight of 173kg, for a 5.2kg/bhp ratio. Comparing it to the Kawasaki KLX250 enduro, the KLX250 produces 23bhp and 21Nm of torque, but weighs only 136kg wet, for a 5.6kg/bhp ratio. They are actually very close to each other.
Why the lower horsepower on the KLX? Because too much speed in the rough isn’t necessarily a means to an end. Just like the big Dakar bikes of yesteryears.
For the Kawasaki Versys-X 250, beginners would appreciate it, pros would find it interesting.
Not only that, the throttle response is smooth and benign at the initial opening.
2. Controllability
Riding offroad is all about the ability to handle a bike that’s on the edge of tyre adhesion, besides being able to point it where you want it to go.
Courtesy of advpulse
Sure, the bigger bikes have more electronics but they are still heavier, taller and may have too much power for the rough for most riders to handle.
Smooth and predictable power delivery and throttle response is super important.
Controllability stems from acceptable power, smooth power delivery, lightness, narrowness of the bike, long-travel suspension and especially for beginners, an acceptable seat height.
3. Lightweight
The motorcycle will jump, drop, slide, squirm under you as your ride offroad. Soon, your arms, leg, back, and core muscles will start to feel “The Burn.”
Courtesy of Ksatria Pinandhita
Now imagine if you’re riding a 200+kg bike while all that’s happening.
Not fun.
Your body and mind might give up soon enough, followed by a spill. Talk about putting a damper in your enthusiasm for the ride.
Let’s cite an example: This writer has ridden in ankle-deep sands in South Africa. While most participants chose the 1200cc adventure-tourers, this writer opted for a much smaller and lighter 660cc enduro. Soon, every single 1200cc rider crashed in that section except for one, but this writer got through without a single scratch. And that sand was nothing compared to the sand dunes of the Tenerife desert!
Having ridden the Versys-X 250 offroad afterwards, it’s the perfect bike for the job.
4. Slender Body
Having a narrow midsection where the seat joins the tank is an important design factor. As covered in our offroading tips article last week (click here to read), you need to stand up.
As you stand, your legs ought to be parallel to the bike’s vertical profile, instead of being splayed outwards like on a cruiser. That way, you could help to steer the bike by pushing down with your legs, or clamping onto the midsection to stabilize the bike on the faster straight sections.
The Versys-X 250 does have a narrow midsection, but there’s also a bonus.
Notice how the fuel tank slopes precipitously downwards toward to seat? That’s for the rider, especially us of Asian heights, to push our upper weight forward onto the front wheel. The sloping tank means there’s much less likelihood of it upper cutting the rider in the groin, should the bike hit a bump.
5. Long-Travel Suspension
As with adventure motorcycle convention, the Versys-X 250 has 130mm front and 150mm rear suspension travel. The front wheel is 19-inches in diameter. That combination equals a relatively spacious ground clearance of 180mm.
A long-travel suspension means there’s more “space” for the suspension to absorb hits from the ground, especially on rough “no roads” to deliver a smoother, less jarring ride for the rider.
6. Low seat-height
Although adventure bikes are generally tall, the Versys-X 250 features a low-seat height of only 815mm to accommodate beginners and us of shorter stature.
Being able to touch a foot down in while riding offroad is reassuring especially for beginners, but it’s also something which has to be done while cornering. The quicker the foot touches down means the less the bike has to lean into a corner, consequently the less chance of the tyres sliding out from underneath.
Back on the road, the lower seat height also contributes to security when the bike is at standstill or crawling through traffic.
7. Practicality
Bikes of this nature are practical and the Kawasaki Versys-X 250 is no different. But since it’s a smaller capacity bike, it has a slender profile with tall a handlebar. Coupled to its lack of weight and you have a great urban bike. Being slim with the tall handlebar means you could filter through traffic without much worry, while being lightweight means its agile.
Plus, since the bike is comparatively tall, it gives you a better field of vision ahead of the traffic all around you.
8. Touring Capability
Because the Kawasaki Versys-X 250 is an adventure bike, it has much room for luggage. Throw on a pair of GIVI panniers and a top case and voila! You’ve got yourself an adventure-tourer (just like the Versys-X 250 we reviewed here).
The liquid-cooled, four-valve per cylinder, DOHC, 249cc, parallel-Twin engine is also fuel efficient. Throughout our testing, we’ve extracted between 260 to 300km from the 17-liter fuel tank.
Top speed is a little above 150km/h and that’s fast enough for most applications.
Conclusion
In closing, the Kawasaki Versys-X 250 is the recommended for those who want to embark on the wonderful journey into adventure-riding. However, because it is practical, lightweight and agile, it should also appeal to seasoned road riders who want to try out the rough stuff. But remember that it’s also a very capable roadbike.
The enjoyment of adventure-riding shouldn’t need to be done on expensive machinery only, evidenced by the Versys-X’s wallet-friendly price tag of only RM23,789 (with GST). Truly the only kind in the Malaysian market.
TECHNICAL SPECIFICATIONS
Engine
Liquid-cooled, DOHC, 8-valves, parallel-Twin
Displacement
249cc
Bore x Stroke
62.0 mm x 41.2 mm
Compression ratio
11.3 : 1
Fuel system
Electronic fuel injection, 28mm with dual throttle valves
Maximum power
33.1 bhp (24.7 kW) @ 11,500 RPM
Maximum torque
21.7 Nm @ 10,000 RPM
Front suspension
41mm telescopic forks
Rear suspension
Bottom-link Uni-Trak gas-charged shock, adjustable for preload
Front brakes
1 x 290 mm petal disc, 1 x balanced actuation dual-piston caliper
The Honda Riding Assist-e Concept is a self-balancing electric motorcycle
Shares the same frame with the Honda Riding Assist
The rider does not need to put a foot down at standstill
The Honda Riding Assist-e Concept at the upcoming Tokyo Motor Show.
Honda had earlier previewed the Riding Assist concept (click here for our coverage) but that was powered by a gasoline engine. However, both the e-bike and petrol engine bike were built upon the Honda NC700 frame.
Riding Assist in Honda’s term means that the bike keeps itself upright when stationary at the traffic lights without needing the rider to put a foot or feet down to balance it. Also, the bike keeps itself upright at slow speeds, possibly a good feature for tackling u-turns. But that doesn’t mean you can’t fall off it.
Interestingly, the self-balancing feature was built by Honda’s robotics division. Honda have long been developing robotics and humanoid walking robots like the ASIMO in year 2000 was a prime example.
the Honda Riding Assist-e uses an electric motor mounted under the seat which sends power through a driveshaft to the rear wheel, like that on Honda’s VFR series. A radiator sits behind the electric motor. However, the self-balancing technology doesn’t use gyroscopes.
That’s as much as we know about the Honda Riding Assist-e at the moment, until it is fully unveiled at the Tokyo Motor Show on 25th October 2017.
In any event, the Honda Riding Assist-e and Riding Assist look production-ready and it’ll be interesting to see if Honda can bring them to life.
In our opinion, attention should be paid to electric bikes or e-bike as more and more countries around the world and our region are pushing towards the full banning of new gasoline-powered vehicles in favour of electric vehicles, within the next decade or so. But do not fear electric vehicles as electric motors transfer immediate torque without lag, unlike gasoline engines.
Jonathan Rea and Kawasaki are 2017 WorldSBK Champions
12th win of the season for Johnny Rea and KRT
Rea is the first rider to score three successive WorldSBK championships
Jonathan Rea and Kawasaki Racing Team (KRT) are 2017 WSBK champions after blitzing the field in Race 1 at the Magny-Cours Circuit in France, with two rounds and five races to go.
Rea charged into the lead from pole positioned and pulled clear of the pack, and continued to put the hammer down throughout the 21-lap race in treacherous wet-drying conditions. This latest win gave him the 12th victory of the season, making him the first WorldSBK rider to win three successive titles.
Jonathan Rea charged to an excellent victory at the Magny-Cours circuit in France on Saturday to secure a historic third consecutive WorldSBK title, crossing the line over 16 seconds ahead of second placed Marco Melandri (Aruba.it Racing – Ducati), with Tom Sykes (Kawasaki Racing Team) finishing third.
It was a truly gritty ride from Rea’s teammate Sykes as the Yorkshireman returned to action with a third place result, having had surgery on a finger injury less than two weeks ago – after a Portimao crash. Sykes completed the podium after just losing out on second place to Melandri in the final stages of the race.
Five seconds off the rostrum positions was Leon Camier who had another excellent ride for MV Agusta Reparto Corse. Another 19 seconds back on his compatriot Camier was Alex Lowes (Pata Yamaha Official WorldSBK Team) who rounded out the top five.
Eugene Laverty (Milwaukee Aprilia) and Leandro Mercado (IODARacing) were sixth and seventh respectively, whilst Davide Giugliano (Red Bull Honda World Superbike Team) was the eighth rider home.
Early in the race there was a crash for Michael van der Mark (Pata Yamaha Official WorldSBK Team), which also saw Xavi Fores (BARNI Racing Team) go down, but remarkably Dutchman Van der Mark fought back to finish ninth, ahead of Chaz Davies (Aruba.it Racing – Ducati).
Race 2 at the Pirelli French Round will get going at the 4.411km Magny-Cours track at 7pm Malaysian time on Sunday.
Nicky Hayden was knocked down by a car in May this year
He passed away five days afterwards
The case’s investigator put blame on both sides
Nicky Hayden is still very much missed by the motorcycle racing fraternity, his fans (many of them here in Malaysia), and the lives of those he touched outside the paddocks.
The world was shocked to the news of him being hit by a car while he was out cycling near the Misano Circuit in Italy, on 17th May 2017 (click here for our report). He was transferred to the ICU of a hospital outside Rimini, also in Italy. Get well wishes poured in, inundating Facebook and websites. Everyone were positive he would fight through the episode, just like how he had fought through so much adversity on the track.
But this was one race Nicky could not win, succumbing to his serious head injuries five days later (click here for our report). Everyone was crushed by the news.
The case has been under investigation by the local prosecutor, and the findings of the has been made public.
The investigation took account statements from the driver, eyewitnesses, and CCTV footage. Fault had been apportioned both parties, which meant both Nicky and the car driver were at fault. 70% of the blame went to the driver, for excessive speeding, and 30% to Nicky Hayden, for failing to stop fully at the intersection’s stop sign.
The 30-year-old driver struck Nicky while driving at 70km/h in a 50km/h speed limit zone.
Accidents are more often than not the result of a combination of circumstances, and very rarely that any one party is 100% accountable.
The case will now head to a Italian criminal fault and lawyers are sure to argue on the comparative fault between Nicky Hayden and the driver.
The driver faces a five to ten years sentence in jail, as he is charged with vehicular homicide.
In our personal opinion, please look out for cyclists and give them a wide berth. It’s not easy for them to spot other vehicles when they’re tucked into that riding position. Use your horn and approach carefully.
You know The Wave. Not the Mexican Wave but the Biker Wave.
You’re riding along on a quiet country road.
You take sharp deep breath and sigh in relief to get away from your office and boss which you named “The Gulag” and “Jong Un” respectively in your phone. Let’s not get to the Mrs.
As you ride under a natural canopy formed by overhanging branches, you wonder how nice it would be if other bikers, your brethren, had ridden here and admired such beauty. You make a mental note to share this route on Facebook later.
With that positive thought in mind, you notice quaint houses dotting the roadside every few kilometres, but they all seem empty. You haven’t seen a car or a motorcycle for the last 20 kilometres, come to think of it. Not a soul except for birds darting among the branches. Some loneliness, or a pang of guilt, perhaps?
A few more kilometres down the road and you spot a group of bright lights heading up the hill towards you. You smile in your helmet.
As your draw near, you notice they are riding the same model as yours, perhaps it’s a same-make ride. So, you take your left hand off the handlebar and wave.
The leader looked straight on as he passes by, as if he doesn’t want to acknowledge seeing a ghost. Slightly irritated, you keep waving nonetheless, but the rest of the group did the same too!
Langsinyeri!!!
You start to question yourself. Are my bike and I cloaked in an invisibility shield? Was it because they didn’t notice my hand because of the black gloves? Am I in Padang Mahsyar and my soul continues to ride?
That episode has left you seething under your helmet for the next 10 kilometres, swearing their pistons would seize. Or a solar flare shorted out their ECUs. Or the same flare blew out their GPS and send them riding in circles.
The above scenario isn’t unique to a just one occasion, it’s now happening everytime I go out on a ride.
Everyone waved at each other when I started biking in the 80’s, regardless of what either party rode; be it a sportbike, cruiser, tourer, dual purpose, even small bikes.
More and more bikers don’t acknowledge each other these days, although when riding on the same model, what more when encountering others on different makes. It happens even when we’re side by side at the traffic lights. Or worse, they’d return your wave by flipping the middle finger. Adoi.
I’m not being annoyed because of not being acknowledged but are people so full of themselves these days? Are they trying to say, I own a large capacity motorcycle, thereby I’m an elitist, therefore another person isn’t supposed to be on one? But hey, I bet they pound their chests about “brotherhood” and “sisterhood” at biker meets. I’ve often noticed male bikers waving to lady bikers without reservation, though. Tsk tsk!
When one biker waves at another, it might also be because he’s trying to warn you about the dangers that lie ahead. Watch out, there are potholes on the road. Or slow down, there’s taik lembu in the next corner.
Well, I continue wave at other bikers. But I don’t wait around for their response anymore.
The BMW R nineT is meant as a base for customizing
But the BMW rnineT Pure is a “whiter” canvas
I’ve loved liked rock and heavy metal music since I was in school.
“Trendy” schoolmates were more or less divided into two camps. In one corner, were the Canto-Poppers who adored Anita Mui, Leslie Cheung, Alan Tam, et al. They were easily distinguishable in their baggy Ali Baba pants and shirts.
In the other corner were the Mat Rock (rockers) who headbanged to Search, Lefthanded, BPR, Wings, Iron Maiden, Metallica, Megadeth, Bon Jovi, Guns ‘N’ Roses. Their hairs were “slightly” longer (or thicker if they can’t keep it long), high-top shoes, tight shirts, and especially low-cut pants so tight they couldn’t bend their knees more than 10 degrees.
Yes, I was definitely in the second group.
Then in 1991, Nirvana released their revolutionary record: Nevermind. Rock music was suddenly turned on its head. Gone were complex arrangements and guitar solos of rock gods such, replaced by the basic, guttural, rebellious sound of grunge.
Grunge soon led to NuMetal and all other sub-genres such as Industrial Metal were born. The German band called Rammstein is the leader in Industrial Metal, popularized through their song Du Hast (You Have).
But I could never get the song. No, I’m not referring to my illiteracy of Deutsch but the whole arrangement and direction of it.
I guess I’m firmly locked into old school (like in the movie School of Rock).
BMW Motorrad have long attempted to capture a solid foothold in the retro market, not from lack of heritage since BMW Motorrad had many iconic motorcycles in past years. There were so many, in fact! The modern BMW R nineT, however, harks back to the 1973 R90S. The R90S was the bike which won the inaugural AMA Superbike Championship in 1976, ridden by Reg Pridmore.
With BMW Motorrad’s 90th anniversary looming 2013, the German firm needed a motorcycle to commemorate this important milestone, and they wanted an old-school, air/oil-cooled boxer-twin engine, housed in a roadster form.
The BMW R nineT was designed by the current BMW Motorrad Chief Designer, Ola Stenegard and his team. Stenegard had penned the basic looks of the model and then spoke to renowned motorcycle designer Roland Sands (he of RSD) to fine tune the final design.
In fact, Stenegard is a classics, customs and café racer enthusiat through and through, although he also penned the S 1000 RR.
So, the resulting BMW R nineT was not only a homage to past icons but also became a blank canvas for further customization.
However, BMW Motorrad had released the R nineT Pure some months ago and it has since been the whitest canvas for customization. (Click here for our report.)
Which begs the question: What is the R nineT we tested here?
Well, I’d personally like to call it a ol’ skool roadster with a modern twist.
It hads the lines of a classic in the tank and short seat, but it also had all modern details such as the intake snout, adjustable forks, radially mounted Brembo calipers, ABS and Paralever rear suspension set up.
From the seat, you come face-to-face with the dual analog dials set in handsome polished aluminium bezels. There is a small LCD screen at the bottom of each dial. Controls on the handlebars are minimal, consisting of just one extra INFO button besides the customary ones. There is no RIDE or POWER mode, although ABS is standard and non-switchable.
The handlebar is really wide, almost like that of the R 1200 GS, but set further ahead of the long fuel tank. The relatively short seat has a novel feature. the subframe underneath it supports it completely, while the bars attached to its bottom part from behind the swingarm pivot acts to carry the passenger’s footpegs can be fully removed. This is surely a feature for customization.
Seated firmly on the bike, the engine comes on in loud BRRAOOM! while kicking to the right as if someone had knocked into the left side of the bike. It’s the same when you rev the engine at standstill – the bike kicks to the right, courtesy of the 11170cc, Boxer-Twin “oilhead” engine’s torque. It was disconcerting at first, but it soon charmed its way in as part of the bike’s character.
Dumping the clutch had the bike taking off to the tune of the characteristic Boxer engine roar and boom of the dual megaphone-style Akrapovic exhausts. The stock exhausts are already quite loud and soulful by BMW’s standards. I always found myself grinning when I grabbed big fistfuls of throttle, just to hear them sing like Anthrax’s rhythm section. They gave the bike a distinctive and more importantly a fierce presence in traffic, surprising road users into giving you way.
Keep twisting the throttle and the 110 Bavarian horses kick out 119 Nm of torque to the ground, giving the rider’s body a full taste of what it means by heavy-metal torque. The engine kept pulling and pulling, all the way to the redline.
But the time it hits 6000 RPM, you’re doing 140km/h and you got to hold on tight as speed picks up quickly , lest it’s like being blasted off the stage by the sound system at Manowar’s concerts.
In the handling department, the R nineT is relatively agile (despite its big rake and trail, and long wheelbase) but also stable in long, high-speed corners. The beefy upside down forks are the traditional set up without BMW’s signature Telelever . That equates to feeling every signal the front tyre sends your way in terms of grip level, lean angle, road surface character, braking pressure.
The rear suspension uses BMW’s ubiquitous Paralever single-sided swingarm to tame the Boxer-Twin’s torque through the shaft. The rear shock is adjustable for preload and rebound damping but there isn’t a need to do so, as the stock settings are already well-calibrated.
The front brakes are strong and a two-fingered pull usually put too much retarding force, causing the bike to pitch forward hard. Rolling off the throttle calls up a good deal of back-torque to assist in emergency braking, too.
Combining the engine’s character and handling traits equals an experience like Ritchie Blackmore’s orgasmic guitar solo in Highway Star.
Charging through traffic was all a matter of utilizing the engine’s torque, brakes and wide handlebar. Overtaking a long row of cars was just a twist of the wrist away. Steering was just a small tap on the handlebar. Stopping was a finger pull ahead. It was like listening to Paradise City: Calm one moment, before everything bursts into exhilaration.
Besides functionality, the R nineT has already given a set of good looks. It looks beefier hence more aggressive. That, the white and blue badge and its distinctive voice had people staring at it everytime. I could only imagine how a customized R nineT would have people flocking over in droves.
So, what is the R nineT?
It’s a standard bike which rides like a naked sportbike, but charming as an old school sportbike like the R90S (how I wish I could ride one!). In musical analogy, it’s like old school rock mixed with new rock for a different experience. To be frank, as I’ve mentioned earlier, I’ve never liked Rammstein’s Du Hast. But I came to appreciate it after testing the BMW R nineT, because like the song, it has a rebellious edge. It could well be BMW’s hooligan bike. Yes, it does, even for a BMW.
Perhaps it’s best to sum up the BMW R nineT in German.
Du hast die leistung (You have the power).
TECHNICAL SPECIFICATIONS
ENGINE
Engine type
Air/Oil-cooled, 4-stroke, DOHC, 4 valves per cylinder, horizontally-opposed (Boxer) Twin
Compression ratio
12.0 : 1
Bore X Stroke
101 mm X 73 mm
Displacement
1170 cc
Fuel system
Electronic intake pipe injection
Maximum power
110 bhp (81 kW) @ 7550 RPM
Maximum torque
119 Nm @ 6000 RPM
TRANSMISSION
Clutch
Single dry plate clutch, hydraulically actuated
Gearbox
Constant mesh, 6-speed, shaft drive
CHASSIS
Front suspension
46mm upside down fork, 120mm travel
Rear suspension
Single central shock absorber adjustable for preload and rebound damping. 120mm travel
Front brakes
Two 320mm floating discs, Brembo four-piston radially-mounted calipers ABS
Rear brake
Single 255 mm disc, Brembo two-piston floating caliper
ABS
BMW Motorrad ABS, front and rear
Front tyre
120/70-ZR17
Rear tyre
180/55-R17
FRAME & DIMENSIONS
Frame
Four-section frame consisting of one front and three rear sections; load-bearing engine and transmission; removable pillion frame for single rider
Swingarm
Cast aluminium single-sided swingarm with BMW Motorrad Paralevel
Royal Enfield’s twin-cylinder engine and motorcycles slated for EICMA 2017 debut
Widely speculated to be a 750cc engine
May even go above 800cc
Spyshots of the Royal Enfield twin-cylinder motorcycles have been circulating around the internet for some time now, more or less confirming the manufacturer’s claim of working on a twin-cylinder engine, Autocar India reported.
It’s also obvious that Royal Enfield are also working on different models around that twin-cylinder engine, as evidenced by the photo above. The model in the foreground appears to be a cafe racer-styled model, while the one on the right looks to be a standard model.
The cafe racer has a rounded fuel tank with deep knee recesses, and a single seat. The standard model has a bench seat, which is offered as an option to the current Continental GT 535 buyers.
Apart from those features, both bikes are mechanically identical. The engines of bikes appear to be the same air- and oil-cooled parallel-Twin. The suspension and brake components looked to be identical, too.
Building many different models based on one engine or chassis platform saves development and production cost, while customers enjoy lower maintenance costs as most parts are shared amongst a few models.
Although widely speculated as 750cc, Royal Enfield has not officially confirmed it to be so. But, the mule has been testing extensively in Europe before being tested in India. Royal Enfield sold 651,107 bikes in India alone, compared to 15,383 exported last year. However, the current 500cc and 535cc variants made up less than 10% of the domestic number; the bulk of the sales were the 350cc models.
That has lent fuel to the speculation that the new bikes may even feature a capacity higher than 750cc, possibly even going above 800cc to rival Triumph’s best-selling 900cc Bonneville Street Twin lineup.
These new parallel-twin motorcycles are to make their international debut at the EICMA show in Milan this November, with an India launch slated for early 2018.
CrossHelmet X1 project is crowd funded on Kickstarter
While traditional helmet companies stick to producing helmets in the tried and true sense in terms of design and features, that focus has given room for “independents” to produce helmets with features that are eschewed by the traditionalists. That statement doesn’t mean we’re insinuating that these new helmets are bad, instead, we meant that these helmets feature out-of-the-square thinking.
A Tokyo-based company called Borderless Inc. has just launched a Kickstarter campaign for its CrossHelmet X1 smart helmet. So, what are inside this Alien/spaceman-looking helmet? It features not only integrated Bluetooth connectivity, but also ambient sound control and a heads-up display (HUD) which provides a claimed 360-degree view.
The features may sound similar to the Skully AR-1 (now in the hands of new investors – click here to read more), but the CrossHelmet X1 has a few extra notable features.
The HUD isn’t a plug-in item, instead is integrates all the technologies of the helmet. The rearview camera offers a 170-degree view which is paired to the front faceshield to provide 30 degrees more peripheral vision for a 360-degree view. Additionally, the HUD presents information such as speed, compass direction, weather, time and navigation on the foldable bifocal lens.
The CrossHelmet X1’s smartphone app provides access to the helmet’s features. You can listen to music, make/receive phone calls, and Group Talk just like if you’ve attached a Bluetooth communication device.
Unique to the CrossHelmet X1 at this moment is the CrossSound Control – the patented noise control system. It’s designed to reduce or enhance environmental sounds, depending on the rider’s needs via the smartphone app. Its algorithm is claimed to filter out road, engine and windnoise, while allowing through critical sounds such as screeching brakes and emergency sirens. Although SENA had been developing their Momentum INC (Intelligent Noise-Control) Pro helmet, the CrossHelmet is the first to make it to production with the noise control technology.
That’s not all, the helmet’s “sidepod” has a capacitive sticker which doubles up as a touch panel. Specific gestures will activate certain functions, just like smartphone.
There are also LED lightstrips on the sidepods, functioning as position lights for safety.
All these technologies are processed by a 1.2 GHz Dual Core Cortex A9 processor, powered by a safe solid-state lithium-ceramic battery.
As it is, the CrossHelmet X1 isn’t cheap, costing USD 1,799. Click here to head over to CrossHelmet site or click here for the Kickstarter site, in case you’d like to invest in one. The first units are expected to delivered in the autumn or winter of 2018.
The CrossHelmet X1 has passed the ECE, DOT and JIS standards.
Shell Advance Ultra with PurePlus Technology is a fully-synthetic motor oil
The lubricant is formulated to last up to 12,000 kilometres
Engine is now smoother, faster-revving and has gained extra RPMs
We’ve covered Shell Advance Ultra with Pureplus’ origins in a previous article (click here to read more). I’ve been using this lubricant in my 2011 Kawasaki ER-6f since May of this year.
There were two grades to choose from at that particular time: 10W-40 and 10W-50. The former grade is recommended by Kawasaki as the primary choice, while the second is recommended by the manufacturer for countries with high ambient temperatures.
While the second grade would’ve been perfect, I decided to go ahead with the 10W-40 choice just to test how it would fare, since it’s the primary choice.
During the pour, the oil was a very clear, almost golden yellow. That’s due to the PurePlus Technology. Shell’s PurePlus Technology results from Shell’s gas-to-liquid crystal-clear base oil which is virtually free from impurities such as sulfur, mercaptans, mecury, nitrogen, aromatics (click here to read more).
The real difference, of course, was what happened when the engine was started and running. The Shell Advance Ultra’s effect was immediate. The ER-6 range is well-known for its loud ticking sound emanating from the cylinder head, but with the Shell lubricant, the sound was reduced significantly at idle. The sound totally disappeared when the helmet went on and riding.
Engine response was quick, even when the oil was new. (A new oil is still more viscous or “thicker,” compared to older oil.) More importantly, the engine didn’t feel stressed when accelerating hard through the gears and had no qualms about holding high RPMs for extended periods.
Additionally, there’s a 300 RPM drop when cruising at all speeds. Lower revs equate to lower fuel consumption.
The oil has since covered 3000km. I’ll be honest here: The biggest complaint heard in the market about most, if not all oils, is their inability to hold its grade and performance throughout its lifespan. Most bikers change their oils every 5000km, regardless if they used fully-synthetic or semi-synthetic lubricants. In their opinion, lubricants would experience a performance drop by the time it hits the 2500km to 3000km mark.
Now, I’ve used almost every oil available in the market, even some that aren’t; and I can happily report that the Shell Advance Ultra with PurePlus has not a dropped in its performance thus far. The ticking in my bike’s valvetrain is still soft, the engine still revs willingly, and the 300 RPM reduction is still present. That has made riding a hoot especially in the city as overtaking is easy – a quick blast of the throttle is all that’s needed.
Of course, the oil has changed colour, but extracting some of it out of the engine revealed that it is still reddish brown instead of being totally black or worse, grayish black. I’m positive that should be credited to the PurePlus technology, since it started out free from impurities (click here for more info).
Shell has iterated that the Advance Ultra with PurePlus technology is formulated to be long-lasting. Because of that, its official service life is at 12000km for Ducatis. While different engines “use” their lubricants differently, if so, it means the oil in my engine has covered only at 25% of its lifespan.
A further report at 6000km is forthcoming from our test and I shall push it to the 12000km cycle. But at this moment, the Shell Advance Ultra with PurePlus has already surpassed my expectations.
KTM Malaysia organized the KTM 250 Duke and KTM 390 Duke Media Ride
The route ran through city traffic, Karak Highway and up Bukit Tinggi
The new Dukes are more refined and even more fun to ride than before
Hot on the heels of the KTM 250 Duke and KTM 390 Duke official last night (click here for the news), KTM Malaysia had organized a special program for the motoring media today (27th September 2017).
Known as the KTM 250 Duke & KTM 390 Duke Media Ride, members of the media were given the privilege to test ride both the new models for day.
The Media Ride began from the eCity Hotel, just after a heavy rain squal.
Inspected up close, the new 250 Duke and 390 Duke are much more refined with good build quality, fit, finish and feel. Gone are the ill-fitting panels and seemingly wayward welds on the frame. Gone too are the aluminium engine hangers of old – the engine is now attached directly to the frame. The paintjob is also even throughout.
The spec sheet quoted an increase of 30mm in the seat height. Some of us were concerned how it would affect average Malaysian who are shorter in stature compared to their Caucasian counterparts. But the rear spring sags downwards like a dirtbike as soon as we got on and most of us, including me who is only 167cm tall could place one foot flat on the ground or have both feet reaching terra firma comfortably.
The redesigned seat was also comfortable and doesn’t feel like a piece of plywood painted black. It was comfy, wide and long.
The rider’s triangle – relationship of the seat to the footpegs and handlebar – has been revised for a much more comfortable reach. The handlebars are closer to the rider and set at just the correct height, without being too sporty or too upright. The footpegs were also placed high enough without being too rear set. The handlebar is narrower, like a naked sportbike’s instead of being wide like a motocrosser’s.
KTM Malaysia had prepared seven 250 Dukes and eight 390 Dukes. I started out on the 250 Duke when we left the hotel. We surprised as soon as we thumbed the starter button. Gone is the “loose piston” sound, replaced with a smooth throb (although muted).
The Duke 250’s instrument panel had been carried over from the previous models, thus finding the information I sought took only a quick glance.
We headed to Bukit Tinggi, via the Karak Highway. We opened up as soon as we hit the NKVE. the 250 pulled smoothly through its rev range. There was a little vibration as expected from a single-cylinder motorcycle, but it was definitely much smoother this time around.
There was also an appealing “vroom” from the new exhaust and airbox below the tank.
We were expecting the 250 Duke to lack the grunt to punch through traffic, but we were pleasantly surprised to find that it could actually hold its own. The engine started to lose its breath at around 125 km/h but still pulled to 137 km/h in my hands, ( I was being careful as it was a new bike and I didn’t want to hurt it) but another journo had hit a tad over 140 km/h.
While that doesn’t sound a lot, bear in mind that it’s a one-cylinder engine and the speedometer is super accurate, plus the fact that these bikes have not being broken in.
The 250 Duke’s handling was predictably agile as it cut through the heavy traffic.
I switched over the 390 Duke at BHP Gombak. Facing me immediately was the new TFT-display and control buttons on the left handlebar. They reflected those on the 1290 Super Duke R.
The engine fired up to a soft rumble, you knew there’s was something more substantial in there, compared to the 250 Duke.
Right from the off, the 390 Duke had a big torque, belying its 373cc. I kid you not, it felt like a bigger engine.
Out on Karak Highway, the 390 Duke’s engine pulled hard for its size and cleanly through its RPM range. But what was more enjoyable was how that torque and power was put to work around corners. Whereas you’d normally downshift for more push off a corner, you could usually select a higher gear and just leave it there, making it especially fun when charging up Bukit Tinggi.
It has to be said that KTM had chosen the best location to highlight the characters of both bikes by choosing Bukit Tinggi. The feeder road is only one lane up and down, and the corners are sharp with many decreasing ones.
Both Dukes flicked through them so keenly there were many occasions when I realized that I didn’t countersteer.
The suspension doesn’t throw you around like potato chips in a bag now and they certainly didn’t wobble or pump up and down in corners.
The 390 Duke’s front brake was mighty impressive too. A one-fingered pull was usually enough for most occasions.
Needless to say, we came away very impressed with the new Dukes. Stay tuned for the full review soon!
New KTM 250 Duke and KTM 390 Duke have been launched tonight
The KTM 250 Duke is priced from RM 21,730 (incl. 6% GST)
The KTM 390 Duke is priced from RM 28,800 (incl. 6% GST)
One City USJ, 26th September 2017 – The KTM 250 Duke and KTM 390 Duke has been launched to a great reception tonight.
The launched of the KTM 200 Duke in 2012 caused a sensation short of a revolution in the small capacity naked sportbike market. For it marked the introduction of a motorcycle that performance in terms of speed (for a 200cc bike), handling and braking, wrapped in a frame and bodywork that was different from anything before it.
The KTM 390 Duke was launched soon after to even more resounding success, followed by the KTM 250 Duke, which had racier features such as a slipper clutch.
Since then, KTM’s rivals have launched models to rival the Duke’s success, prompting KTM to refresh the smaller Dukes.
KTM Malaysia had launched the new 1290 Super Duke R earlier this year, then when pictures of the new baby Dukes started circulating on the internet.
Instead of following the same template across the range, KTM has taken the step to give both the 250 and 390 new looks for their own identities. Yet, the styling of both models still unmistakenly within the Duke’s family’s looks.
KTM 250 DUKE
The new 250 Duke has received what KTM calls, “… more than just an aggressive makeover.”
KTM has given the new KTM 250 Duke a newly designed headlamp, reminiscent of the 2014 KTM 1290 Super Duke R.
The new styling also brings along a bigger fuel tank (now 13.4 litres up from 11.1 litres), redesigned seats for sporty yet comfortable for long rides whether solo or with a passenger.
The Austrian manufacturer’s lay to claim has always been READY TO RACE, hence performance is always high on the list.
The 248.8cc, liquid-cooled, DOHC, 4-valve, single-cylinder engine packs a healthy 30 bhp, which is sent through a 6-speed gearbox with a slip-and-assist clutch for smoother corner entries. Spent gasses exit through a new exhaust system.
The forks are upsided-down WP (of course), but now features open-cartridges. The advantages are lighter weight and ease of maintenance due to fewer parts.
The frame and bolt-on sub-frame are also new.
Its lightweight steel trellis frame has been updated. The wheelbase is 10mm shorter for more agility, while the rider’s seat is now 30mm taller at 830 mm.
WP single shock, adjustable for preload, 150 mm travel
Front brakes
Single 300 mm disc, single-piston radially mounted caliper
Rear brake
Single 230 mm disc, single-piston floating caliper
ABS
Bosch MB9.1 Two channel
Front tyre
110/70-ZR17
Rear tyre
150/60-ZR17
FRAME & DIMENSIONS
Frame
Steel trellis
Swingarm
Two-sided, cast aluminium
Trail
95 mm
Rake
25 degrees
Wheelbase
1357 mm
Seat height
830 mm
Dry weight
147 kg
Fuel capacity
13.4 litres
KTM 390 DUKE
The new KTM 390 Duke has similarly been updated, but the changes are more extensive.
It’s overall appearance has taken on its top sibling’s – the 2017 KTM 1290 Super Duke R – appearance. The headlamp takes its inspiration directly from the latter complete with split LED day running light and headlamp. The fuel tank and its flanks have also been updated for a fiercer look.
The new 390 Duke also features a multi-function, multi-colour TFT instrument cluster similar to the 1290 Super Duke R’s. The display adjusts its brightness automatically depending on ambient lighting. It also features Bluetooth connectivity to a smartphone and is now controllable from the handlebar switches.
But it’s underneath all these new panels that matters the most.
The new model now features a Ride-by-Wire throttle, for smoother throttle response. The 390cc, liquid-cooled, DOHC, four-valve, single-cylinder engine has been upgraded to produce an impressive 44 bhp and 37 Nm of torque.
Additionally, a slip-and-assist clutch is featured in the new 390 Duke, compared to the previous model. The slip function eliminates rear tyre chatter in the event of aggressive downshifting, while the assist function helps to lighten clutch lever pull, besides performing as a self-servo function to apply more pressure on the plates when accelerating to ensure power is fully transmitted to the transmission.
The engine and chassis components are then attached to the new frame and bolt-on subframe.
With the increase in go, KTM didn’t forgo the stop department either. The new bike now features a larger, 320mm front brake disc with a Bosch ABS system providing a safety net.
