Honda has unveiled the PCX Electric and PCX Hybrid at the 45th Tokyo Motor Show 2017.
Both bikes are slated to be sold in Asia from 2018.
Honda is pushing hard to meet the datelines set by certain countries to go electric.
While we were on the edge of seats and cheering our hearts out for our favourite racers in the 2017 Shell Malaysia MotoGP, Honda has launched the new PCX Electric and PCX Hybrid scooters at the 45th Tokyo Motor Show.
Honda says that both bikes will go on sale beginning 2018 across Asia.
The Honda PCX Electric is a fully-electric scooter featuring a high-output motor developed by Honda. However, its most novel feature is the Honda Mobile Power Pack, which consists of two detachable lithium-ion battery packs. Can’t find a charging station? Remove the Power Pack and bring it to a plug point.
The Honda PCX Hybrid, conversely, uses Honda’s newly-developed and original hybrid system specifically for motorcycles. The compact hybrid system employs a high-output battery and the AC generator (ACG) similar to the starter-type Idling Stop System in the current petrol-powered Honda PCX 150.
Both PCX Electric and PCX Hybrid look similar to the petrol PCX, except for a few differences.
Honda is pushing hard to go electric to meet the datelines set by many countries to prohibit the production of internal combustion engines within the next decade or two, in the interest of reducing greenhouse gases which contribute to global warmin. Honda Motor President and CEO Takahiro Hachigo added that the PCX Electric is part of Honda’s goal to increase production of EVs to two-thirds of all vehicle production by 2030.
In Asia, India is leading the way to go electric, having proposed 2030 as the dateline, while China will complete their EV infrastructure by 2022. Malaysia, on the other hand, is still stalling.
Kawasaki have always thrilled the world with high performance motorcycles, whether old versus new.
They’ve created many of the world’s fastest production motorcycles throughout history.
They are now dominating with the Ninja H2 for the road, besides the H2R and Ninja ZX-10RR for the tracks.
Kawasaki has always been at the forefront of pushing the motorcycle performance aspect, from the days of the H1 all the way to the H2R and World Superbike.
Here, Bikes Republic lists the Kawasakis that have made headlines as “The World’s Fastest Production Motorcycles” – bike sthat were the catalysts of even faster and better ones in the successive years. These motorcycles were icons.
As such, we’ve left out other segments such as dirt bikes, standards, cruisers, tourers, otherwise the article will be 20 pages long. Maybe Parts 2, 3, and beyond to cover them, perhaps?
IN THE BEGINNING
Kawasaki started as a shipbuilder. Kawasaki Shõzõ opened the Tsukiji Shipyard in Tokyo in 1878, and going on to incorporating it as the Kawasaki Dockyard Co., Ltd. in 1896. They launched their first cargo-passenger ship a year later. Kawasaki Dockyard would also open a new dry dock in Kobe in 1902.
Kawasaki Shozo
Kawasaki opened Hyogo Works in 1906 to manufacture rolling stock – train locomotives, freight and passenger cars, and bridge girders. The division would later be renamed as Kawasaki Rolling Stock Manufacturing Co., Ltd. in 1928.
Also in 1906, the Kawasaki Dockyard completed two submarines for the Japanese Navy.
Advertisement of Kawasaki Dockyard
1918 saw the establishment of the Aircraft Department at Hyogo Works, and the first Kawasaki-made aircraft was operational in 1922. The aircraft department became Kawasaki Aircraft Co.,Ltd. in 1937.
Kawasaki started manufacturing more aircraft after WWII, some of them licensed by American aircraft manufacturers.
But more significantly for us motorcycle enthusiasts, engineers at the Kawasaki Aircraft Company designed their first motorcycle engine, called the KE-1 (Kawasaki Engine-1) in 1952. However, the motorcycles were sold under the Meguro name, as Kawasaki had bought over their ailing partner, Meguro Manufacturing.
Later models such as the B8 had Kawasaki Aircraft emblems on them. It was in 1963 when Kawasaki and Meguro merged to form Kawasaki Motorcycle Co., Ltd.
THE SIXTIES AND SEVENTIES
By 1966, Kawasaki had gained a foothold in the lucrative American market with the W1, but 1969 marked Kawasaki as a major power player with the launch of the H1 Mach III. The 500cc, 2-stroke Triple was the fastest in its class. It was also the first multi-cylinder street motorcycle to introduce the oft-used term – CDI – for capacitor discharge ignition, in favour over the traditional breaker point ignition. The H1 was well-known for its lightweight, power, and tendency to wheelie.
1969 H1 Mach III
But their archrival Honda released the CB750 Four in that same year, catching Kawasaki out as they were developing their own four-stroke inline-Four, prompting the latter to shelve the project.
So, in 1972, Kawasaki unveiled the H2 Mach IV, which would go on to become one of the fastest and baddest street bikes ever made, despite the manufacturer’s attempt to “soften” its aggressiveness. Featuring an entirely new 750cc, two-stroke inline-Triple, the bike blazed through the ¼-mile (400m) in 12 seconds and 160km/h in under 13 seconds.
1973 H2 Mach IV
Kawasaki’s legacy of building the world’s fastest bikes started with the 500cc H1 Mach III, and continued to the 750cc H2 Mach IV. The H2 was in the thick of the rise of the Japanese superbikes, which brought down Harley-Davidson and later the already-suffering British motorcycle industry.
But as the American market switched to buying the more expensive four-cylinder four-strokes, Kawasaki retaliated against the Honda CB750 with the legendary Z1 in 1972. The Z1 was the world’s fastest production motorcycle of its time. Developed secretly under the “New York Steak” codename, the Z1 was the world’s first air-cooled, inline-Four which incorporated double overhead camshafts (DOHC). The 900c engine produced 82 bhp and hit 210 km/h; going on to destroy all previous speed and lap records. Yvon Duhamel (father of Miguel Duhamel) set the fastest lap at Daytona on a Yoshimura tuned Z1 at 256.461 km/h (160.288 mph).
1972 Z1
The Z1 was unanimously praised by the press around the world and went on to be the “Motorcycle of the Year” four years in a row at Motorcycles News, through polls amongst their readers. Collectors today will still pay for a handsome price for a Z1.
The Z1 was further updated and became the Kz900 in 1976; however, in the same year (for 1977), Kawasaki rolled out another world beater: the mighty Kz1000.
1977 Kz1000
The Kz1000 or better known as the Z1000 (yup, the granddaddy of the current Z1000) was immediately dominant in motorsports in Australia, Europe, Britain and of course, America; and it was this very bike that gave rise to a number of future World 500cc GP champions – Freddie Spencer (in 1979, before he moved to Honda), Wayne Gardner (and his partner John Pace at the 1981 Suzuka 8-Hour Endurance), Eddie Lawson (AMA Champion in 1981 and 1982), Wayne Rainey (Lawson’s teammate in 1982 and AMA Champion in 1983).
1982 Kz1000R
This writer fondly remembers what Cycle World’s ex-Editor-in-Chief, David Edwards, wrote after witnessing Eddie Lawson’s first test on the factory prepared Z1000S1. Lawson said, “The handling could be improved a little more, but, man, the horsepower!”
Eddie Lawson on the Z1000
Oh yeah, remember that TV series called, “CHiPs”? Ponch and Jon rode the Kawasaki Kz1000.
Screen grab from CHiPs
THE EIGHTIES
You’d probably be wondering about the origins of the name Ninja, synonymous with Kawasaki motorcycles as is the signature lime-green paint.
It was 1984 and the world’s press were introduced to the GPz900R Ninja. Developed in secrecy over six years, the GPz900R further confirmed Kawasaki’s name as the manufacturer of the world’s fastest motorcycles.
1984 GPz900R
The GPz900R was the world’s first DOHC, 16-valve, liquid-cooled, inline-Four motorcycle. Producing a whopping 115 bhp, it propelled then bike to a 243 km/h top speed and a ¼-mile (400 m) time of 10.976 seconds and 10.55 seconds in the hands of a pro drag racer (so what if a modified Supra can hit 10 seconds. Pffft!).
The GPz900R was marketed as the Ninja for the very first time. It gained its highest recognition being known as “The Top Gun bike” when it was featured in the movie Top Gun.
The Top Gun bike
The bike was so good, sales hence production ran for 19 years all the way to 2003 Final Edition in Japan. It had even outlasted later models that were supposed to replace it. First, it was the GPz1000RX in 1986, then the ZZ-R10 (ZX-10) in 1988, and the ZZ-R1100 (ZX-11) in 1990.
We mentioned the ZZR1000 (ZX-10) and ZZR1100 (ZX-11) earlier. The ZZR1000 made its appearance in 1988. And again, it was the fastest production motorcycle of its time. Its 997cc, DOHC, 4-valve per cylinder, liquid-cooled engine made 135 bhp and hammered the bike to a 266 km/h top speed. It was also the first Kawasaki to employ an aluminium perimeter frame.
1988 ZZR1000 (ZX-10)
Kawasaki has always been active in motorsports, particularly in the World Superbike Championship (WSBK). In 1989, they introduced the ZXR-750 and ZXR-750R (ZX-7 and ZX-7R). WSBK rules had gone from 1000cc inline-Fours to 750cc at the time.
1989 ZXR-750RR
Scott “Mr. Daytona” Russell took the Muzzy Kawasaki prepared ZX-7RR to the 1993 WSBK title. The bike had also won 12 AMA Superbike Championships along the way, and the 1993 World Endurance Championship.
Scott Russel
From 1996, Kawasaki revised the name to Ninja ZX-7R and Ninja ZX-7RR, respectively in 1996. The most distinctive feature of the Ninja ZX-7R were the twin “intake” pipes that ran from the top part of the upper front fairing into the gas tank.
1993 ZXR-750RR
THE NINETIES
Then came the ZZR1100 (Ninja ZX-11) in 1990, and the top speed war has started. The ZZR1000 was the first motorcycle to employ the Ram-air intake, a term that’s familiar nowadays. The monster lump pushed out 145 bhp, letting the bike hit the 400m mark at 10.43 seconds and a top speed of 283 km/h. Yes, the ZZR1100 was the fastest production bike, although it was more of a sport-tourer in modern times.
1990 ZZR1100 (ZX-11)
Did we mention top speed war? Kawasaki and Honda had been locked in the “Fastest Production Motorcycle” arms war ever since the Honda CB750 and Kawasaki Z1 era. Honda hit back against the ZX-11 with the CBR1100XX Super Blackbird (287 km/h top speed). Then Suzuki wandered into the fray in 1999 with the GSX-1300R Hayabusa.
However, in 1999 the European regulatory bodies had struck with the threat of an import ban if motorcycle manufacturers did not limit the top speed of their road-going motorcycles to 299 km/h, no doubt after seeing the Hayabusa hitting 312 km/h. That meant no motorcycle goes faster than 299 km/h, even if they made 1,000,000 bhp (that’s an exaggeration, but you get the idea).
But it may be a blessing, depending on how you looked at it. The end of the top speed war contributed to rider safety, but it also opened the way for engine characteristics that are easier for street riding, namely acceleration throughout the RPM range, rather than concentrating all the power just at the top. Manufacturers went on to compare 400m times.
THE NEW MILLENNIUM
So, in 2002, ZZR1200 (Ninja ZX-12) broke covers. The engine developed 160 bhp and went to “only” 274 km/h, as Kawasaki were forced to limit its horsepower. Still, the ZX-12 covered 400m in just 10.12 seconds. It’s also widely regarded as the most powerful carbureted motorcycle. But that’s not all, Kawasaki had offered hard luggage for touring.
ZZR1200 (ZX-12R)
2003 saw a major rules overhaul in WSBK. Since MotoGP had gone 1000cc four-stroke the year before, organizers of WSBK decided to follow suit. Kawasaki excluded themselves from the 2003 season as they had no 1000cc sportbike. Kawasaki went ahead to replace the Ninja ZX-9R with the Ninja ZX-10R in 2004, and rejoined the championship in the same year.
The Ninja ZX-10R went through revisions every two years from between 2004 to 2007, before being updated every year to be competitive in WSBK, as the series is based on production motorcycles.
2004 ZX-10R
2006 saw the birth of the 190-bhp ZZR1400 (Ninja ZX-14). Top speed was limited to 299 km/h, but it blitzed the 400m run in 9.783, at 235.3 km/h.
2006 ZZR1400 (ZX-14)
But get this: the 2012 model, called Ninja ZX-14R, was uprated to 208 bhp. Cycle World’s testing produced the fastest time: 9.47 seconds at 244.5 km/h.
2012 ZX-14R
The ZZR1400’s engine was adopted for the 1400GTR (Concours 14 in the US) sport tourer in 2007, and it became one of the most popular big bore sport-tourers in the world and certainly in Malaysia. The engine was tuned for more torque at 157 bhp, besides lower fuel consumption.
20017 1400GTR
THE TWENTY-TENS
One important rider joined the Kawasaki team run by Paul Bird in 2010. He was Tom Sykes. The machine relatively uncompetitive on the track during that time, as Kawasaki had been devoid of riders of caliber since Scott Russell. Consequently, Sykes finished 14th that year.
Tom Sykes in Imola, 2010
Kawasaki totally revamped the ZX-10R for the 2011 season. This was the year of the Sport Kawasaki Traction Control (S-KTRC) system and the Showa Big Piston Fork (BPF), among an entire host of new technologies. But it was a troubled season of sorts, with Sykes retiring five times and not starting twice, to eventually finish 13th (although he collected more points than 2010).
Tom Sykes in Misano, 2011
Sykes made amends in 2012, on the 2012 ZX-10R which was identical to the previous year’s, and finished the season in second, before going on to win the 2013 WSBK title, exactly 20 years after Russell’s.
Tom Sykes in Donington Park, 2013
The win also signaled the start of Kawasaki’s dominance in WSBK.
In 2014, he won 8 from 24 rounds, but suffered the only retirement at Round 1 in Sepang. Sylvan Guintoli on the Aprilia had won only five, on the other hand. Sykes lost the championship by an agonizingly close 6 points.
2015 saw the signing of Jonathan Rea as Sykes’ teammate, who went on to win 14 rounds, finishing off the podium only twice with one retirement. That was Rea’s first title.
Jonathan Rea, 2015
Kawasaki put the ZX-10R through another major update. It now makes 210 bhp, and features the Bosch Inertial Measurement Unit (IMU). The S-KTRC is now the most sophisticated which has a launch control mode, quickshifter for both up- and downshifts, and optional KIBS smart cornering ABS. The forks have been replaced by the Showa Balance Free Fork (BFF) and front brake calipers are Brembo M50 Monoblocks.
However, even this great news was surpassed by one motorcycle: The Kawasaki Ninja H2R and later-H2.
2015 H2R
But why make a supercharged 326-bhp (with ram air) behemoth in an age where bikes are limited to 299 km/h? Well, Kawasaki said, “… to disrupt a sleeping market.” Its namesake was the 1972 H2 Mach IV, the fastest and baddest production motorcycle at the time.
H2R’s supercharger
No top speed or 400m times was published, but when James Hillier rode a H2 in the 2015 Isle of Man TT to 332 km/h on the Sulby Straight, it was the fastest ever top speed on the island. The speed was GPS-verified on Hillier’s GPS app.
James Hillier at Isle of Man TT, 2015
In 2016, five-time World SuperSport Champion, Kenan Sofuoglu took a stock H2R to 400 km/h in 26 seconds. Although not GPS or radar verified, the speed tallied with calculating the time (26 seconds) it took to cover 2,862m Osman Gazi Bridge in Turkey.
Kenan Sofuoglu during the 400 km/h run
The road-legal H2 was released soon after the H2R. The H2 shares the same supercharger as the H2R, albeit at a lower boost. Still, Cycle World recorded a 400m time of 9.62 second at 244.64 km/h.
The road legal H2
This is why the H2R and H2 wears the meritorious “River Symbol.” The symbol is only given to the most significant engineering marvels in Kawasaki’s world.
Kawasaki River Symbol
Meanwhile in WSBK, Rea followed up his feats in 2016, but he was pushed hard by his arch-nemesis, Chaz Davies on the Ducati. Sykes finished in second.
Jonathan Rea, 2016
The 2017 season is coming to a close on 2nd and 3rd November in Qatar. Except for two retirements due to crashed, Rea has won 14 rounds and never off the podium. He’s already been crowned as a Triple-WSBK Champion.
Jonathan Rea at Assen, 2017
Kawasaki also released a WSBK homologation model in 2017, called the Ninja ZX-10RR with modified cylinder head, DLC coated valvetrain, a strengthened crankcase, Marchesini seven-spoke rims, bi-directional quickshifter, and a single seat. This model will be a limited run of 500 units, and customers could order the race kit parts.
2017 ZX-10RR
CONCLUSION
So, there you go, the background to Kawasaki’s world dominating motorcycles. As we said earlier, a direct comparison between what’s old and new would be inaccurate, as motorcycle technology and engineering, and manufacturing technology, experience and materials have come a long way.
But what remains is Kawasaki’s spirit of pushing the engineering, performance and design envelopes. In this sense, there’s no difference between the old versus the new.
It has become a tradition for GIVI to be present at the Malaysian MotoGP.
They gave away plenty of great goodies to those who visited their pavilion.
Participants of the MotoGP convoy also received plenty of great stuff.
“It had become a tradition for GIVI to participate in MotoGP and organize this MotoGP convoy,” said Joseph Perucca, Overseas Operational Director of GIVI.
His words couldn’t be truer as GIVI has a large presence in MotoGP every year, from supporting the LCR Honda MotoGP Team and the factory Ducati Team, to the massive pavilion, and the convoy.
This year, GIVI Malaysia went about designing their pavilion with slight differences. But they weren’t insignificant, by and large.
Firstly, they’ve included as the backdrop. GIVI Malaysia’s tour bus is always on location during Cub Prix races and also special events.
Secondly, there are many more different motorcycles on display, all fitted to the gills with GIVI cases and accessories. They included the Honda RS150R, Kawasaki Versys-X 250, besides others.
Thirdly, the usual display case of GIVI’s cases, helmets and apparel were also present, but the helmets were the newer models.
But the most significant difference this year is the inclusion of the injection moulding machine, which they use to produces the ABS cases you and I have long used and loved. However, instead of producing large cases during MotoGP, the machine was configured to produce coin boxes, made from the same material as the cases and complete with GIVI’s red and silver logo.
The boxes were given away as complimentary gifts to those who have liked GIVI Malaysia’s Facebook page. The long queue snaked its way into the middle of the mall area.
The pavilion was also where MotoGP riders visited for autograph sessions. LCR Honda MotoGP Team’s rider, Cal Crutchlow and team boss, Lucio Cecchinello made their appearance on Saturday afternoon to sign postcards, posters, t-shirts, helmets and whatever GIVI paraphernalia fans presented to them. The fans had started queuing two hours prior to the autograph session, braving the scorching Saturday sun.
Participants for the MotoGP Convoy congregated from as early as 7am, at the KL Tower, on Sunday morning. GIVI has always tied in their MotoGP convoys to special promotions for certain top cases, and it was for the recently-launched B32 “Mule” top case this year.
The special guest this year was Anita Yusof, Malaysia’s own world traveller, in addition to Lucio Cecchinello.
Participants who registered for the convoy received many wonderful goodies, including the new RWB02 waterproof waist pouch, a cap, balaclava, a special edition 2017 GIVI MotoGP Convoy jersey, and a grandstand ticket; besides a voucher each for a bottle of Castrol engine oil and a can of Monster Energy drink. But that’s not all. Participants also received a parking sticker for the coveted PA1 motorcycle parking lot, which was situated directly opposite the main SIC entrance, saving both money and time.
The weekend’s event culminated with the MotoGP race, of course.
Don’t despair if you missed this year’s festivities set up by GIVI, just make sure you participate in 2018 for the full MotoGP experience.
The thrilling 15-minute session saw championship leader Marc Marquez crashing.
1st to 10th spots covered by less than one second.
Dani Pedrosa captures pole position ahead of tomorrow’s Shell Malaysian MotoGP 2017 after an edge-of-the-seat qualifying session.
Run under the sweltering hot sun, the riders put the hammer down to post some blistering times, which saw the coveted position switch hands multiple times before it was settled at the very last moment.
There was plenty of drama too, when championship leader Marc Marquez crashed at the last turn on his very first flying lap, apparently after hitting the turn way too fast. He had just saved himself from crashing during FP4. Marquez frantically restarted his bike to ride back to his pits for his spare bike. He came back in again just minutes from the end of the Q2 session for his first bike, but the best he could do was seventh on the grid.
While everyone was hooked up on Marquez’s crash, Johann Zarco snuck in pole position. Zarco had won the Moto2 race in Malaysia for the past two years.
Behind the Frenchman, Maverick Vinalez, Valentino Rossi, Dani Pedrosa, Jorge Lorenzo, and Andrea Dovizioso (who’s chasing his first world championship and 33 points behind Marquez), vied for the top spot.
Rossi was the first man to displace Zarco from the top to an immense cheer from the capacity crowd, only to be immediately outgunned by Dovizioso. But while the cameras focused on “Desmo” Dovi, Pedrosa posted his fastest time of 1’59.212.
Then Zarco improved on his time and relegated Dovizioso to third.
Positions 1st to 10th were covered by less than 1 second. But more telling was the third fastest time posted by Dovizioso in third, just 0.024 seconds from pole.
If there’s one thing about the Malaysian MotoGP, one could never know how it’s going to end, and if today’s qualifying session was an indication, we’re in for an amazing race tomorrow.
KTM Malaysia got off to a great start at the 2017 Malaysian MotoGP.
Moto2 and Moto3 riders visited for a meet-and-greet, and autograph session for the fans.
MotoGP riders will visit today for meet-and-greet plus autograph session.
27th October 2017, Sepang Circuit – As promised, KTM Malaysia rocked the show at the 2017 Malaysian MotoGP.
Although Day One (Friday) got off to a slower start due to incessant rain throughout most parts of the day, KTM’s pavilion was packed with racing fans who had queued patiently to meet Moto2 riders Miguel Oliveira and Brad Binder, and Moto3 riders Bo Bendsneyder and Niccolo Antonelli.
Their patience was rewarded by first KTM Malaysia who carried out fun quiz sessions throughout the day. Participants walked away with some great KTM memorabilia.
Visitor also had the opportunity to view, touch and even smell the latest KTM motorcycles, including the GP16 MotoGP racebike replica, RC Cup racer, the just-launched 250 Duke and 390 Duke, 1290 Super Duke R, 1290 Super Adventure S, the still-rare and new 1290 Super Adventure R; and of course, off-road bikes for which KTM are synonymous with such as the new ISDE Six Day Enduro models, SX-F motocross models, EX/C-F four-stroke enduro models and more.
The new ISDE Six Day models are noteworthy as the bikes have different graphics now, as the International Six Day Enduro (ISDE) event has moved to France. These bikes are collector’s items.
Another motorcycle to look out for is the 1050 Adventure Travel Pack. The 1050 Adventure has always been a fun, comfortable and reliable bike for adventure- and sport-touring, but it’s now even better with the Travel Pack.
For a limited time only, customers who opt for the Travel Pack together with the purchase of a new 1050 Adventure will receive ten (yes, 10!) PowerPart accessories such as semi-floating panniers, crash-protection bars for the engine, and others for just an extra RM 3,000. Be sure to check back in with us for the updates soon.
Day Two of the 2017 Malaysian MotoGP (Saturday, 28th October) will see MotoGP riders, Pol Espargaro and Bradley Smith visiting the KTM pavilion for another meet-and-greet plus autograph session. So remember to bring your KTM gear and be there by 5pm.
BMW Motorrad Malaysia has launched the S 1000 RR HP4 Race, G 310 GS and S 1000 XR at the 2017 Malaysian MotoGP.
Three bikes in three different segments to cater to the needs of ever biker.
The S 1000 RR HP4 Race is priced from RM520,000, the G 310 GS from RM29,900 and S 1000 XR from RM105,900.
Sepang, 27 October 2017 – BMW Motorrad Malaysia unveiled three new motorcycles at the Malaysian MotoGP 2017 this weekend. The all-new BMW HP4 Race, the all-new BMW G 310 GS and the new BMW S 1000 XR were all unveiled for the first time in Malaysia at the annual MotoGP in Sepang International Circuit.
Introducing the new premium motorcycles, Owen Riley, Head of BMW Motorrad Malaysia said, “If the MotoGP is the largest motorcycle racing event in Malaysia, then it is only natural that the event is also where BMW Motorrad Malaysia will have our biggest presence and showing of the year. This year, we are presenting three new motorcycles to which motorrad fans here have been waiting for since they were first teased at the EICMA in Milan last year!
The All-New BMW HP4 Race – our pure bred racing superbike created only for the race track! The much anticipated All-New BMW 310 GS and The Super Adventure Sports Tourer, BMW S 1000 XR.”
The All-New BMW HP 4 Race. Individually crafted for top performance on the race track.
The all-new BMW S 1000 RR HP4 Race represents a purebred racing bike with only 750 units ever produced. The motorcycles are individually crafted by a small, highly specialised team to ensure the very highest level of performance and reliability on the racetrack.
The HP4 RACE offers a purebred racing engine similar to specifications 6.2 and 7.2 as in the Endurance and World Superbike Championships (WSBK). The peak output is 158 kW (215 hp) at 13900 rpm. The maximum torque of 120 Nm is reached at 10000 rpm. The maximum RPM has been increased from 14200 to 14500 RPM, compared to the standard S 1000 RR. A 6-speed close-ratio racing gearbox is used with optimised ratios and various secondary ratios.
While engine and electronics are in the same category as the current superbike factory racebikes, The S 1000 RR HP4 Race does one better by featuring a carbon fibre frame. In fact, weighing 171 kilograms when fully fuelled and track ready, the new HP4 RACE is even lighter than the factory racing bikes.
The new BMW HP4 RACE likewise meets the highest demands of racing technology in the area of suspension and brakes. Both the Öhlins FGR 300 upside-down fork and TTX 36 GP rear shock are identical to those used in the WSBK and MotoGP. The light alloy underslung swingarm made of milled and sheet metal parts is also a component used in WSBK. Featuring two Brembo GP4 PR monobloc brake calipers, the brake system of new HP4 RACE also has parts otherwise only to be found in WSBK machines. Coated titanium pistons and single-piece aluminium calipers with chemically nickel-plated surface make for what is currently the very best combination of materials available. In conjunction with 6.75 mm thick 320 millimetre T-type racing steel brakes, the system ensures stunning brake performance.
The new BMW HP4 RACE comes with an extensive package of electronic control and assistance systems as well as a weight-optimised on-board electrical system which has been optimised to meet racing needs. A wealth of information is available on the 2D dashboard (data-logger) with transferable data memory.
The BMW HP4 Race is only available in the BMW HP Motorsport colour scheme which gives the ultimate superbike an aggressive demeanour.
The All-New BMW G 310 GS. Ready for everyday adventures.
The GS range of BMW Motorrad motorcycles represent a promise of perfect functioning, reliability and robustness. The BMW G 310 GS transfers these qualities to the below-500cc capacity segment, embracing in its own distance, mature interpretation. A highly contemporary product with a level of versatility that is currently unrivalled in the segment. It is nimble and agile in city traffic, while supremely robust over light terrain. This makes it the perfect companion for the adventures of everyday riding. Extremely compact yet mature and comfortable, the GS opens up a whole new world of riding experience within its segment. It is precisely this versatility that makes the BMW G 310 GS unique in the entry-level segment.
BMW G 310 GS
The centerpiece of the new BMW G 310 GS is the 313cc, liquid-cooled, DOHC, 4-valves, single-cylinder engine. A salient feature of the single-cylinder engine in the BMW G 310 GS is the fact that its cylinder is tilted to the rear and its cylinder head is rotated by 180 degrees: intake at the front, outlet at the rear. This configuration follows the logic that a straight, power-enhancing supply of fresh air-fuel mixture and also has positive consequences in terms of the bike’s architecture. With an output of 25kW (34bhp) at 9,500 RPM and a maximum torque of 28Nm at 7,500 RPM, the engine of the new BMW G 310 GS is the ideal partner for dynamic riding pleasure, in conjunction with the low unladen weight of 169.5kg (373lbs.).
In terms of its suspension, the G 310 GS utilises a tubular steel spaceframe with bolt-on rear section that combines torsional rigidity with robust quality. Given its good stiff balance, this provides the basis for excellent ride stability and a precise steering response. The front suspension uses upside-down forks, while at the rear shock is mounted directly to the aluminium swingarm.
With a high front fender, striking flyline and short, high rear, the G 310 GS features classic elements of its big GS sibling models. Its compact proportions with a short wheelbase, a 19-inch front wheel and extended suspension travel makes a comfortable ride over bad road surfaces. The G 310 GS is also designed for the world market, it is compatible with diverse fuel qualities as well as meets all emissions standards and local requirements.
BMW G 310 GS
The BMW G 310 GS is available in three strikingly expressive colour variants: Cosmic Black non-metallic, Racing Red non-metallic and the elaborately designed Pearl White metallic. These variants offer a spectrum ranging from sporty and robust to contemporary.
BMW G 310 GS
The New BMW S 1000 XR. Adventure Sport Further Refined.
With the introduction of the BMW S 1000 XR in 2015, BMW Motorrad offered its own new interpretation of the sport-touring range, not least adding a powerful dose of emotion into the mix.
Even more potent now, the new S 1000 XR offers a new in-line 4-cylinder engine which meets the EU4 requirements. However, reduction in emissions does not necessarily mean a reduction in power. The output is now rated at 165 bhp (121 kW) at 11,000 RPM.
The new XR sees an increase of 10 kg in both the maximum permissible weight and the payload of the bike for more luggage hauling capability. Softer isolating elements on the handlebars effectively reduce vibrations from being passed onto the rider’s hands.
The new S 1000 XR is available in a new colour offering of refined Ocean Blue metallic matt which gives the Adventure Sport touring bike a more distinctively refined appearance.
The retail price (without insurance and inclusive of GST) for the new models are:
Reb Bull organised a pleasant meet-and-greet session with Khairul Idham Pawi, better known as Superkip.
Red Bull has been instrumental in Superkip’s career as a racer.
Superkip regards 2017 as a year of learning and making progress.
The Gardens, Mid Valley, 25th October 2017 – Well, it is the Malaysian MotoGP week and this is the best time to meet our favourite riders and idols, whom we won’t get to see the whole year ’round, except for maybe during the pre-season Winter Test. Then again, we don’t get to meet riders in other classes other than MotoGP, either.
Thanks to Red Bull, they set up a meet-and-greet session with national hero, Khairul Idham Pawi, better known as Superkip. In fact, Red Bull has been instrumental in Superkip’s progress through his career.
His exploits isn’t only known in Malaysia, but also worldwide when he won two Moto3 races in his first full season last year, which gives him the distinction of being the first Malaysian to have ever won a GP race of any class. Many Malaysians fondly remember the first time when Negaraku was played at the track and beamed into millions of homes around the world.
He has since moved up into Moto2 for the 2017 season, in the Idemitsu Honda Asia Team, riding a Kalex. Although he seemed to be struggling, it is a normal part of a steep learning curve. Give this 19-year-old from Perak some time and you can be sure Negaraku will be played again.
Red Bull had also organized a brief Q&A session with Superkip.
Question: You seem to be a little quiet since joining Moto2. What’s your opinion on that? Superkip: To me this year is about learning, as I don’t have much experience. I’ve only one season each in the CEV Junior Championship and Moto3. I need more time but am growing more in tune with my Moto2 bike now, so I hope to perform well this weekend.
Question: Will there still be space for improvements this year? Superkip: Insy’Allah there will be. There are still two races left and I’ll be testing for 2018 after the last round in Valencia.
Question: Will you be targeting a podium position this weekend? Superkip: Realistically speaking, a podium finish may be difficult to achieve at the moment. The most important aspect for me is to keep improving.
Question: That difficulty is due to? Is it the machine? Or the team? Superkip: It’s definitely not a problem with the machine or team. The struggle is with learning a new bike, which needs time.
Question: Are there or is there anyone who supports you through this time of need? Superkip: Of course, my team, family friends, fans. Thank you for your support.
Question: There are those of the opinion that you were thrust into Moto2 too quickly? Superkip: That may be true, although joining Moto2 at an early stage is also good thing as I’m already prepared from an early age.
Petronas organized a meet-and-greet session with Malaysian Moto2 star Hafizh Syahrin.
Fans were also given the opportunity to obtain Hafizh’s autograph.
Hafizh hopes to do his best this weekend and thanked both Petronas and fans.
Petronas Technology Park 2, 25th October 2017 – Fans of Malaysian Moto2 and Petronas Raceline Malaysia rider, Hafizh Syahrin received a welcomed surprise today when the Petronas organized a meet-and-greet session.
Being Hafizh Syahrin and Petronas’ home event, the fans waited eagerly for Pescao 55 to show up for the autograph session.
We also spoke to Hafizh privately about his involvement with Petronas.
Bikes Republic (BR): How has Petronas’ involvement benefitted you from when you were in pocket bikes to now? Hafizh Syahrin (HS): First and foremost, I would like to thank Petronas as they have given me big opportunities since 2009. They’ve supported me from then until now, and have continued to upgrade that support each year.
BR: Is Petronas the way for budding racers in Malaysia? HS: There are many young and talented riders in local Malaysian races, and they need to show Petronas their potential. In my opinion, there are two to three riders with lots of potential who will soon make their mark. And Petronas should continue into the future.
BR: Besides yourself, does Petronas’ involvement also pave the way for talent development for Malaysians in other areas such as the mechanics and technicians? HS: Yes, especially my mechanic, Habib, who has been following me from 2009 until today. Having him along with me in Europe is especially good as it’s quite awkward without having a friend to talk to in the same language, besides cook Malaysian and halal food together.
BR: What are you aspirations for this weekend’s Malaysian GP? HS: As always, I’ll do my best. I would like again to thank Petronas and my fans for their undying support.
Moto Guzzi organized the Moto Guzzi Sunday Ride this past weekend.
First Moto Guzzi ride formally organized by Moto Guzzi Malaysia.
The ride headed to Gohtong Jaya and Bentong.
What’s the best way to build camaraderie and a family of bikers? Go on a ride, of course.
Moto Guzzi Malaysia organized their first official ride since relocating to their new home at Gasket Alley, Seksyen 13, Petaling Jaya.
Modestly called, “Moto Guzzi Sunday Ride,” the outing was planned to gather the number of Moto Guzzi owners in Malaysia for a relaxing ride to Genting Permai and onwards to Lemang To’ki 2 (the main Lemang To’ki outlet is closed) in Bentong, Pahang.
Guzzi and other motorcycles owners started gathering at 8.30am. Another great aspect of motorcycle rides is that one will get to see a pleasant mix of different bikes, and we weren’t disappointed this weekend.
There was a California, a number of V7 Racers including one which was customized into a scrambler, a V7 Anniversario 50, V9 Bobber, and a Norge tourer. There was a myriad of bikes of different makes too.
We pushed off after a safety briefing by the ride marshal and Juan Chow, riding at steady pace behind the marshal all the way to the BHP petrol station just after the Gombak toll plaza. We noticed the traffic was exceptionally heavy for a Sunday.
Everyone took a quick breather from the scorching sun while the marshals did a quick headcount.
From there it was a short ride up to the Nanyang Kopitiam Restaurant at Genting Permai. Apart from the Starbucks adjacent to it, Nanyang has now become was already packed with groups of bikers. We caught sight of celebrities Afdlin Shauki and Johan seated not far from us.
After a quick brunch, he descended back down to Karak Highway and headed to Bentong.
If traffic was heavy along the highway, it was worse when we reached the town. By now the convoy had gotten strung out as we had to navigate around other vehicles.
A traffic jam is the worst place to be for any biker, because that’s when car drivers start misbehaving out of frustration. A car cut right across this writer’s front wheel, and a 4×4 darted out of the intersection to Fraser’s Hill. Another car swung into our path, as if refusing to let us pass.
We finally reached Lemang To’ki after battling the traffic, only to realize that the marshal had mistakenly led us to the closed outlet.
We doubled back toward Bentong town but the guy in front of our group of eight bikes had lost touch with the marshal. Seeing a shaded and safe area, we pulled in and stopped. A rider in the group got in touch on the phone with someone and told us that there had been an accident.
The Yamaha T-Max ridden by a Moto Guzzi staff was T-boned by a mini SUV which charged out of an intersection the town, and both victims on the bike were taken to the Bentong Hospital. As my pillion was the other pillion’s housemate and BFF, we decided to just swing over to the hospital nearby.
The rider suffered a broken left foot. His pillion fared worse as her left knee was torn open. We feared the worst, but she suffered no broken bone after being X-rayed, thankfully.
Both are now recovering at home.
In closing, I would like to comment that it had been a relaxing ride, and it would’ve been perfect if not for impatient drivers. It was nice to see the participants getting along well, as they joked and laughed about the ride when we stopped at Gohtong Jaya. Also, a word of advice: Please be extra vigilant should you ride to Bentong on weekends and public.
Miguel Oliveira wins KTM’s first Moto2 victory at the Australian GP.
Teammate Brad Binder claimed his first podium in second place.
It is KTM’s first year in Moto2.
Pictures courtesy of KTM.
Miguel Oliveira and Brad Binder scored the top two podium finishes in the Moto2 race at the Australian GP yesterday, and a place in KTM’s record books.
Oliveira took the lead as soon as the lights went green and never looked back, even opening up a margin of six seconds at one point. Binder trailed in second place but was soon caught by championship leader Franco Morbidelli. The pair traded places with some aggressive moves until the rain flag waved just before the end. Binder held off Morbidelli for his first Moto2 podium in his first year in the intermediate class.
Brad Binder ahead of Franco Morbidelli, Australian Moto2 Race 2017
The Austrian manufacturer had decided to contest both Moto2 and MotoGP beginning this year (2017). But while Pol Espargaro and Bradly Smith have been posting encouraging mid-pack results on the RC16 in MotoGP, it’s Miguel Oliveira who has been knocking on the door for his first Moto2 win.
Oliveira, Binder and KTM Moto2 Team in Australia
Prior to the Australian GP, Oliveira had guided his KTM Moto2 bike to 6 podium finishes in its very first year in the class. In fact, KTM’s Moto2 effort got off to a flying start when the Portugese rider finished in fourth at the first race in Qatar, then following up with a second place in Argentina. He was on the podium again two races later in Jerez, Spain. More podium finishes came in Catalunya, Germany, Czech Republic, and Aragon.
In the sixteen races leading up to yesterday’s, Oliveira had finished out of the top ten only once in France, apart from two retirements in Austria and San Marino. He had also claimed two pole positions along the way.
Brad Binder, on the other hand, was the 2016 Moto3 champion, before moving up to the Red Bull Ajo Moto2 team to partner Oliveira this year. Fans would most probably remember Binder’s two victories after he started from dead last on grid!
Despite a difficult start to the season and injuries, the South African have been making steady progress since Round 11 in Austria.
Finishing 7th in Austria, Binder has since logged 9th in Great Britain, 4th in San Marino, 5th in Aragon, a DNF in Japan, and the second place in Australia yesterday.
With two rounds left in the 2017 Moto2 Championship, Miguel Oliveira now places third with 191 points, while Brad Binder is in tenths with 89 points.
The 2017 Ducati 900 SuperSport has just been launched.
The Ducati SuperSport lineage is long and interesting.
Ducati now has a bike that’s sporty and practical.
Ducati Malaysia has just launched the 2017 Ducati 900 SuperSport tonight.
Also known as the SS , the SuperSport name is steeped in rich heritage. Here are Ten Things about the 900 SuperSport you should know.
1. HERITAGE
It all started in 1972, when Paul Smart and Bruno Spaggiari both rode the Super Sport prototype based on the 750 GT to victory and second place respectively, at the Imola 200. The desmodromic-valved V-Twin was designed by none other than the great Fabio “Dr. T” Taglioni (We wrote up about Fabio Taglioni in our Top Motorcycle Designers series).
Paul Smart at Imola 1972
The significance of these results meant that: 1. Ducati will forever be elevated into the ranks of superbike makers; 2. The use of the desmodromic (desmo) system in virtually every Ducati thereafter; 3. Ducati’s superbikes of that era were named Super Sport.
The desmodromic valve system
2. MIKE HAILWOOD
“Mike the Bike” came back to motorcycle racing in 1978 after an 11-year hiatus, joining the Isle of Man TT Formula 1 race, and rode the Ducati 900SS to an emphatic victory.
Mike Hailwood at the 1978 Isle of Man TT
The following year’s 900 Super Sport were painted in black with gold accents, but a limited-edition Mike Hailwood Replica was also produced, complete with green and red colours.
1979 900 Super Sport Mike Hailwood Replica
3. TAMBURINI’S 900SS
The “Michaelangelo of motorcycles,” Massimo Tamburini joined the Cagiva Group in 1985; Cagiva had already acquired Ducati by then.
Tamburini’s first Ducati was the Paso 750 which made its debut in 1986. It featured “boxy” front and rear ends, plus a bodywork which wrapped tightly around the mechanical parts of the bike.
1986 Paso 750
Taking cues from the Paso, he next designed the 851 superbike for 1987. The 851 was the Ducati which started the Italian firm’s dominance in World Superbike.
851 SP3
And from the 851’s design, the 900 SuperSport was reborn in 1988. It was during this time that the SS name had started to be promoted by Ducati. The engine was the 904cc, air-cooled, two-valve, 90-degree, “Desmodue” V-Twin based on the Pantah, with crankcases derived from the 851. This same engine also went on to power the M900 Il Monstro.
1991 900SS
But it was in 1991 that the 900SS found great popularity. Between 1991 to 1998, there were many special versions, including the SP (Sport Production), CR, and ultra-sexy SL (SuperLight). Although it was based on the design of the 851, the SS was far more practical for everyday riding and touring to some extent. The riding position didn’t fold the rider in half, instead it was more upright.
900 SS SuperLight
Sales of the 900SS started to decline in 1997, due to the popularity of the Monster and 916/996/998 superbike. Ducati offered the 900SS FE (Final Edition) in 1998.
1998 900SS Final Edition
Motorcycle enthusiasts of that era would still fondly remember the 900SS as the Ducati with a volcano-like exhaust rumble.
4. DECLINE OF THE SUPERSPORT
Tamburini had decided to stick with Cagiva who was now concentrating on the MV Agusta marque, leaving Pierre Terblanche to helm the design department at Ducati.
Terblanche designed the SuperSport for 1999, which was inspired by the Supermono he had penned years earlier. The design was too big of a departure from what the Ducatisti had been accustomed to and met heavy resistance in extreme cases.
1999 900SS
The SS saw an increase in engine capacity up to 1000cc ultimately, but continued poor sales saw the model axed in 2007.
5. ALL-NEW 2017 DUCATI SUPERSPORT
Ducati revealed the 2017 SuperSport at Intermot 2016.
While Ducati has an extensive lineup in almost every segment, there was a glaring void in the “everyday sportbike” department. Ducati has the Multistrada for both sport-touring and adventure-touring. Conversely, the Panigale as the all-out sportbike. The Monster is a more practical naked sportbike, but doesn’t tour well. The Scrambler is more of a modern classic. The Diavel is a power-cruiser.
The result is this bike. But what should it be called? Why, the SuperSport, of course!
6. RIDING POSITION
The main draw of the 2017 900 SuperSport is its riding position – sporty yet comfortable.
As highlighted above, Ducati heard the requests of the bike buying crowd and built a bike that’s practical for everyday riding, sporty for weekend canyon bombing, comfortable for long-distance touring, and fast enough for the odd trackday.
Just like the 1991 to 1998 900SS.
7. REWORKED POWER DELIVERY
The new 900 SuperSport’s engine is shared with the 939 Hypermotard’s 937cc Testastretta, but has been retuned for low-end and wider torque spread throughout the engine’s range. 80% of the 96.7Nm of peak torque is available from just 3000 RPM.
Low-down and midrange torque is what’s most important when you ride on the streets, as it makes overtaking easier, besides saving your concentration and energy from having to shift often. Additionally, torque is what allows a bike to haul a passenger and luggage easier.
While 113bhp doesn’t seem a lot on paper, it’s already more powerful than the 916 superbike in 1994.
900 SuperSport engine
8. DAILY RIDING/TOURING
It may look like the Panigale, but the clip-ons are high set, the footpegs are lower, and the windscreen is adjustable by 50mm. Ducati also offers the “Touring Pack,” which includes a pair of semi-rigid panniers, a larger windscreen and heated grips.
Panniers in the Touring Pack
9. SPORT RIDING/CANYON BLASTING
Ducati also offers the “Sport Pack,” which includes a carbon front mudguard, carbon fuel tank cover, articulated racing lever kit, and billet aluminium covers for the front and rear brake fluid reservoirs.
10. VERSIONS
The 2017 Ducati SuperSport is offered in two variants.
The SuperSport S is equipped with fully adjustable 48mm Ohlins fork and Ohlins rear shock. It also features a quickshifter that works on both upshifts and downshifts (the engine blips itself on downshifts). The clutch is therefore only used when starting and stopping. The SuperSport S comes in Ducati Red and Star White Silk. A colour-coordinated rear seat cover is included.
2017 900 SuperSport S
The base SuperSport model gets fully adjustable 41mm Marzocchi forks and Sachs shock that’s adjustable for preload and rebound only. It is available only in two-tone Ducati Red and Saturn Grey. Owners may install the quickshifter of the SuperSport S.
2017 Ducati SuperSport
However, both models feature front and rear ABS, ride modes and Ducati Traction Control as part of the Ducati Safety Pack.
Team PETRONAS RACELINE MALAYSIA has had a very successful relationship with Hafizh Syahrin, dating back to 2007, when the young rider made his debut at the PETRONAS AAM Malaysian Cub Prix Championship. Barry Leong, the Team Principal then, first discovered the budding star when he was racing in the Pocket Bike League.
“It has been a wonderful journey, seeing Hafizh progress throughout his career from racing in the PETRONAS AAM Malaysian Cub Prix, moving up the different classes, and advancing on to the Asia Road Racing Championship. Hafizh, under Team PETRONAS RACELINE MALAYSIA, then participated in The Australian Formula Extreme Championship in 2011, before we moved on to race in the FIM CEV Championship in Spain” said Barry.
“It truly has been an honour and a privilege for us as a team, to have grown together with Hafizh. I have known and guided him since he was 12 years old, racing as a very talented boy, and now, a passionate young adult. However, for everything that has a beginning, there has to be an ending, and we have come to a natural and amicable one” he said.
“Malaysia still has a pool of untapped local talents that are waiting to be discovered. Moving forward, Team Raceline will continue to develop and groom these young talents in setting higher goals to fully maximize their potential” he added.
Hafizh Syahrin has scored a few podium finishes in Moto2, including two this year, one of them at Motegi last week. Syahrin picked up his “Pescao” nickname when he was contesting in the CEV Championships in Spain. According to the rider, because he had always done well in the rain, his crew called him, “Pescao,” meaning “fish” in Spanish. True to his nickname, his podium finishes were mostly from racing in wet conditions.
Since his full season debut in 2014, Hafizh has steadily improved on his overall standings – 19th in 2014, 16th in 2015, 9th in 2016, and is currently in 9th with three rounds to go.
