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
Four manufacturers protested against Ducati for using a “spoon” for the rear wheel in the Qatar MotoGP.
They were of the opinion that it generates downforce for the rear wheel.
Ducati are adamant that it’s only for cooling the tyre.
The “issue” of four manufacturers protesting against Ducati for using a “spoon” on the rear tyre in the Qatar MotoGP created a firestorm of comments when it was revealed.
Most of the commenters held the impression that other the four teams – Honda, Suzuki, Aprilia, and KTM – were “sore losers” since the protest was made after Ducati won. Some said, “They probably wouldn’t have complained if a Ducati didn’t win.” Others held the opinion that technological progress shouldn’t be stifled in MotoGP, which represents the paramount in motorcycle technology.
Let’s be clear here: The teams had brought the issue to the attention of the FIM prior to the race, but they are only allowed to lodge complaints AFTERthe race.
But why did the scoop draw so much attention in the first place?
Suzuki Ecstar team boss, Davide Brivio explained, “Last year, all manufacturers discussed the issue of aerodynamics, and we all agreed to set the rules, in order to limit the uncontrolled increase in research and development costs in this area.”
It was through this discussion that the FIM set the regulations for aero bodies and homologate them before the start of the season. Only one change is allowed throughout the season. But more importantly, the bike shouldn’t have extra aerodynamic attachments outside of the regulated areas to create downforce.
But Ducati had betrayed the principles of the regulations, according to Davide.
Davide Brivio. Photo credit A.Giberti/Ciamillo
“A few weeks ago, Ducati presented an appendage to the Technical Director, Danny Aldridge for the swingarm and front wheel cover, explaining that their purpose was to cool the tyre,” explained Davide. “The Technical Director approved them because he considered them as tyre cooling devices, and issued new guidelines pertaining to them.”
Two notices were sent to the manufacturers on 2ndand 5thMarch, but they weren’t convinced.
Engineers of the four manufacturers were convinced that the scoop contributes downforce to the swingarm, hence keeping the rear tyre more contact with the track surface. It therefore falls foul of the aero regulations, again according to the Suzuki team boss.
The four team bosses spoke to Ducati before the race. Brivio and Aprilia’s new racing CEO Massimo Rivola called on Ducati’s Gigi Dall’Igna and Paolo Ciabatti, warning that they will protest if the Italian manufacturer goes on with using the scoop.
Gigi Dall’Igna. (Image source: Insella.it)
The warnings weren’t heeded, and Ducati fitted the scoop to the GP19s of Andrea Dovizioso, Danilo Petrucci and Jack Miller.
So, the four teams protested after the race but was rejected by Aldridge.
The case now goes to the FIM’s Court of Appeal. “We expect to get a clear position from the FIM, technical direction, and all the competent authorities. As I said this before… to clarify what we can and cannot do.”
On Ducati’s side, Gigi Dall’Igna said in an exclusive interview with GPOne, “Thinking of improving braking stability with the load generated by that thing there is simply ridiculous.” He maintains that the device is to cool the tyres, as while the track surface may be cool, the tyres do heat up a lot at Qatar.
He also said that Ducati will fit the scoop in the next round in Argentina, pending the court’s decision.
A traffic accident in Thailand gave rise to a flying motorcycle.
Instead of landing back on the road, it got caught in powerlines.
The accident happened in the Surin province.
Forget about the sensational news of flying cars, we’ve got a flying motorcycle in the present, too.
Well, this is not exactly the case of a controlled powered flight here. A road accident in Thailand sent a motorcycle flying and ended being suspended from high-voltage cables, 10 metres off the ground.
Eyewitnesses at the scene in Kab Cheong district of the Surin province reported that the motorcycle was carried in the back of an Isuzu pickup truck.
According to them, the driver of the pickup swerved hard to avoid another motorcycle ridden against traffic. But the vehicle overturned and came to rest upside down. The motorcycle in its flat bed, on the other hand, was thrown in the air. The trajectory sent it into powerlines, instead of coming straight back down to earth.
The cab of the pickup was crushed in the impact. Luckily, the five occupants were hurt with no serious injuries and were sent to the hospital nearby.
The crushed Isuzu pickup – Credit CB650F Group Thailand
Snatch thieves on motorcycles are the scourge of the nation.
While they can’t be eradicated easily, there are ways to protect yourself.
The best way is to remove the attraction for them to strike.
Snatch thieves on motorcycles are the menace of society and cases are still high especially in the Klang Valley.
This writer’s mother was the victim of such miscreants not once, but twice. She was just 10 metres away from the guardhouse of her apartment when it happened the second time. Since her reflex was to hold onto her handbag slipping off her arms, she grabbed hold of it and ended being dragged on the road. Thankfully, she suffered only minor scratches.
Woman snatched – Credit NST Online
There are reports of snatch thefts everyday, so we could take a few steps to avoid being the victims. Just yesterday, a lady motorcyclist lost her handbag and RM 1,000 of cash after eh made a withdrawal at an ATM.
1. Don’t be flashy
Always hide your flashy jewelry on your neck or wrists. Thieves are creatures of opportunity. If you’re walking, hold the bag in front of you instead of slinging it on your side.
2. Hide your belongings
This is especially true for lady motorcyclists. If you intend to leave your handbag or phone inside the carrier (basket), at least hide it under other stuff. Best of all, clip or tie the strap around the basket or motocycle’s neck.
3. Carry a backpack
It may not be practical or comfortable for most motorcyclists, but there’s no way to snatch a backpack off your back, unless they rob you at knife point.
Credit cycleworld
4. Install a lockable “center box”/carrier
GIVI offers a lockable carrier which installs where the basket is placed. Sure, it reduces the number of things one can carry but is way safer than advertising your belongings.
GIVI centre box
5. Install a top box
This is the best way. It doesn’t have to be a big box, even a small one is sufficient. Your belongings are also sheltered from the rain.
These are by no means 100% safe solutions but remember that snatch thieves are scum who prey through opportunity. Take away the “attraction” and they have nothing to go on with.
The new Honda CB1000R is the flagship of the Neo Sports Café line-up.
It offers easy handling for the everyday rider.
New riders can learn on it and not outgrow it quickly.
The new Honda CB1000R Neo Sports Café takes over from its predecessor, also named the CB1000R.
However, the previous model featured some funky designed which polarized fans, although it did have a nifty single-sided swingarm. So, Honda reworked the model and initialized a new segment, called the Neo Sports Café.
The Neo Sports Café family of bikes feature stylings that combine the traditional with a new twist. The bikes have round headlights combined with unmistakably newer elements. Honda were clear in their description of the family not being naked sportbikes nor replicas.
The 998cc, inline-Four engine is typically Honda smooth and quiet without the gnashing or grinding sounds. Adopted from an earlier version of the CBR1000RR Fireblade, it offers more low-down and midrange torque. But the manufacturer didn’t just plunk in the engine: Their engineers reworked it almost thoroughly to feature forged aluminium pistons, larger valves, higher valve lift, larger intake ports, and new combustion chamber for better gas flow.
Other details include closer gear ratios optimized for street performance i.e. better acceleration and a slipper clutch.
On the electronics front, the bike uses a ride-by-wire throttle, opening up the inclusion of four riding modes (Standard, Sport, Rain, User). Additionally, there’s traction control called the Honda Selectable Torque Control (HSTC).
As for the chassis, the forks are fully-adjustable Showa BPF while the shock is adjustable for spring preload and rebound damping. A wide wheel shod with 190/55ZR17 tyre is fitted to the single-sided swingarm.
Ok, enough about the bike. Let’s see how it rides.
The engine starts up with a bassy vroom. The stock exhaust may not look the prettiest, but it sounded good and roars at higher revs.
The riding position was between all-out sporty aggression and everyday practicality. It’s just like its contemporaries in the open-class naked bikes.
But although the bike may sound like a beast on paper, it turned out to be supremely manageable. It rides like a pussy cat when you want to relax but turns into a panther when you decide to go bananas. Its straight-line acceleration gives your arms a good stretch but it doesn’t threaten to rip them off like a Doberman chasing after the postman.
The CB1000R has pretty good handling manners in town. It’s easy to ride in and out of a traffic jam, and you can use the torque to blast away. The brakes were fantastic too, offering a strong initial bite even from one finger.
Besides that, we liked the soft suspension, especially in the city. Bumps and potholes were taken care of admirably.
However, it’s exactly that softness to watch out for when riding fast on twisty roads. The forks are fine, since they are fully adjustable. But the rear shock will soon be overwhelmed by the type of undulating roads we have here in Malaysia. Many a times the rear end exhibited pogo-ing (pumping up and down). That’s not a problem for long-wheelbased bikes, but the CB1000R’s short wheelbase compounded that behavior, causing the front to push wide in corners.
But we soon learned to steer the bike into corners in smoother and more relaxed fashion. It doesn’t like to be flicked in late, so you have to set up your corner earlier.
Still, we found the CB1000R Neo Sports Café a good bike for beginners to the open-class category. It’s a bike that you could learn on, yet not get bored of it too quickly.
