Rumours of Kawasaki buying a stake in Bimota turned out to be true.
They purchased 49.9% of the shares.
The Bimota Tesi H2 made its debut at EICMA 2019.
There were earlier rumours about Kawasaki buying into Bimota and it turned out to be true when they unveiled the Bimota Tesi H2 at EICMA 2019.
It seemed that some time was needed to discover that the Italian Motorcycle Investment S.p.A. who purchased 49.9% stake in Bimota was set up by Kawasaki Motors Europe. In turn, Kawasaki Motors Europe is actually wholly owned by Kawasaki Heavy Industries.
The previous Swiss-Italian owners Marco Chiancianesi and Daniele Longoni still hold a 50.1% controlling stake in what will soon be known as Bimota S.p.A. Operations will remain at Rimini. It was reported that the deal took three years to conclude.
Launched at EICMA 2019, the Bimota Tesi H2 which is a H2 supercharged engine stuffed into the Tesi chassis.
The Tesi is radical that it uses a swingarm for the front instead of forks and hub centre steering. The concept was already explored in the previous Tesi and Tesi 3D. However, the Tesi H2 will be a faired bike instead of the naked 3D.
Future bikes will most probably be designated as KB, now that Kawasaki is onboard.
It’s all good news because Bimota have always pushed the enveloped of motorcycle technology, specifically in terms of chassis design, where manufacturers fear to tread.
The Ducati Desert X concept was unveiled at EICMA 2019.
The sketches were first shown at the Ducati World Premiere.
It’s based on the Scrambler 1100 platform.
The Ducati Desert X concept was unveiled at EICMA 2019 as the manufacturer promised during the Ducati World Premiere last month.
It’s the last day of the show and we wondered if the Desert X was going to be unveiled at all. It finally has and it looks great.
Designed along the lines of the Cagiva Elefant (when Cagiva owned Ducati) and meant as homage to the Paris-Dakar Rally winner, it’s a stunning-looking bike. Ducati will have line of true retro off-roader, should it go into production.
But rather than build a new bike from the ground up, the Desert X uses the Ducati Scrambler 1100 Sport (as with the concept) as the platform, along with the Öhlins suspension. As such, it gets the retro scrambler’s thumping 1079cc, air-cooled, 90-degree V-Twin.
The bike does get a lift in ride height courtesy of the longer travel suspension, along with 21-inch front and 18-inch front and rear wheels. Apart from that, there is also a steel luggage rack above the classic taillight and mudguard situated below
Look closer and you’d see that the fuel tank has filler caps on both sides. These are for the front tank, while another filler is located behind the rider for the rear fuel tank.
Other nice bits we can see are the new TFT screen which looks a lot like a max-sized smartphone, taking the place of the map-roller.
But the truly nice feature had to be the headlamps. Instead of having two bug-eyed Cibie-like units, they’re enclosed behind a plastic shroud and surrounded by a ring of LED’s.
According to Asphalt & Rubber, Ducati says that the respond they received is “overwhelming.” That could very much mean Ducati may well consider putting it into production.
Wayne Rainey rides again 26 years after his debilitating accident.
It was his first time since the accident that left him paralysed from the chest down.
He is the current President of MotoAmerica, the organisers of the US Superbike series.
Wayne Rainey rides again 26 years after his debilitating accident.
It was the first time he’s ridden a motorcycle since his accident at the 1993 Italian 500cc GP at Misano, which left him paralysed chest down.
From the video, we could see that a pneumatic gear shifter was fitted to the Yamaha YZF-R1. The device allows the rider to shift gears via buttons on the handlebar. The R1 was also fitted with thicker seats and Dunlop tyres (like the the brand of tyres on his YZR-500cc machine). He even donned his signature Shoes helmet.
Two guys helped the current MotoAmerica President to steady the bike as it rolled and Rainey did the rest on the track. You could see he wasn’t exactly slow.
Rainey was a real legend. The three-time world champion raced against other greats such as Kevin Schwartz, Mick Doohan, Luca Cadalora, John Kocinski, Alex Barros, Eddie Lawson, Randy Mamola, et al. But it was Schwantz who was his greatest rival — a bitter rivalry they brought over from the AMA Superbike Championship.
Schwantz vs Rainey – Courtesy of drivetribe.com
Rainey was on his way to his fourth consecutive world title when his Yamaha YZR-500 slid out from under him. It looked like the most innocuous lowside that even street riders would walk away from. Unfortunately, as he tumbled, he ended up burying his head into the “waved” gravel pit, and then clouted by his own bike. The gravel was deeply grooved to stop Formula One cars, not bikes.
Many long-time GP fans, this writer included and fellow riders were heartbroken to learn that he had fractured his spine, paralysing him from the chest down. We would never watch motorcycle grand prix the same way again.
His injury also had a telling implication on Schwantz, who suddenly lost his motivation and started questioning his own mortality. Schwantz did win the 1993 title but would go on to retire halfway through the 1995 season.
The duo, plus Eddie Lawson are close friends now. Both Rainey and Schwartz recently admitted that they didn’t know why they hated each other.
The 2020 KTM 890 Duke R was also launched at EICMA 2019.
Updates to the bike refines what the 790 Duke was bad at.
The new bike weighs only 166 kg, dry.
The 2020 KTM 890 Duke R was also launched at EICMA 2019.
While looking almost identical, the 890 Duke R is what the 790 Duke should’ve been and more.
Starting from the engine, KTM increased both bore and stroke to 90.7 mm and 68.8 mm. Doing so ups power to 120 bhp and 99 Nm of torque, from 105 bhp and 87 Nm.
As with other new KTMs the 890 Super Duke R also receives front and rear WP Apex suspension. The Austrian manufacturer chose to bin the 790’s J. Juan front brake calipers, too. In their place are now Brembo Stylema calipers that have so far been seen on bigger bikes only.
Cornering traction control, ABS are present and motor slip regulation (MSR), thanks to an inertial measurement unit (IMU), along with the “supermoto mode” to drift the rear wheel. The up and down quickshifter is optional, of course.
The bike weighs only 166 kg, dry despite the revisions. KTM dubs it the “Super Scalpel.”
No price yet but it’s expected to cost more than the old bike. Another thing is we wonder if it’ll debut in Malaysia. Although the 790 Duke was super cheap overseas it became rather expensive when it reached our shores.
Features include a six-speed gearbox and traction control.
The KYMCO RevoNEX revealed at EICMA 2019 shows that scooter maker is stepping to the plate to bat.
Primarily a scooter maker, the company surprised everyone with the RevoNEX, a high-powered electric bike with some pretty high specifications.
Mated to a 6-speed manual gearbox, the electric motor pushes the bike from 0 -100 km/h in 3.9 seconds. It then continues to accelerate from 100 km/h to 200 km/h in 8.7 seconds.
But get this, it’s also fitted with launch control plus traction control.
KYMCO did not share more technical details, specially about the bike’s battery pack and motor. However, look closer at the photos and you will spot Öhlins suspension from and rear, plus radially-mounted Brembo monobloc brake calipers up front.
If the RevoNEX has better performance, it will then be a real challenger to other electric motorcycle brands like Zero and Lightning.
The manufacturer says the RevoNEX should be available from 2021.
While many of us are used to knowing KYMCO as a scooter maker, they have been building BMW Motorrad engines for many years now. Engines for the F 800-series now F 850-series and next year’s F 900-series besides the C 400 and C 650 engines are produced by them.
The 2020 Benelli Leoncino 800 and 2020 Benelli Leconcino 800 Trail were launched at EICMA 2019.
Both share the same engine and frame.
The Trail has a 19-inch front wheel.
As expected, the 2020 Benelli Leoncino 800 and 2020 Benelli Leconcino 800 Trail were launched at EICMA 2019.
Pictures of the bike were leaked a couple of months back, but they didn’t indicate that there will be two variants. Both bikes share the same engine and frame platform. They are powered by a754cc liquid-cooled parallel-twin which produces 81.6 bhp at 9,000 RPM and 67 Nm of torque at 6,500 RPM. It’s power may not be as high as its contemporaries but the 2,500 RPM spread of power between maximum torque and horsepower shows that the engine has a wide powerband — “flexible” as we usually call it.
Both “Lion Cubs” (that’s what “Leoncino” means) use Benelli’s signature steel trellis frame.Stopping duties are handled by Brembo (instead of Benelli) monobloc brake calipers and 320 mm discs up front. ABS is standard.
The base version feature 17-inch wheels front and rear, while the Trail sees a 19-inch front and 10mm more suspension travel. The Trail’s most significant design cue are the twin upswept exhaust pipes.
The Leoncino pair are rather heavy. The base, street-oriented variant tips the scales at 220 kg, while the Trail is 224 kg.
Aprilia will hold a 6-race championship next year.
Aprilia is on a roll. Besides the RS 660, Tuono 660 and updated RSV4 1100, they’ve added this Aprilia RS 250 SP.
It’s a purpose-built race bike which the manufacturer aims to find the next grand prix superstar.
The bike is the result of a collaboration between Aprilia and Ohvale.
It’s fitted with the right high performance bits such as 17-inch wheels that will fit Pirelli race tyres, Brembo brakes, Ohlins suspension, SC Project race exhaust, among others.
The engine is sourced from Aprilia, while Ohvale will be in charge of production.
As promised, the Aprilia RS 250 SP will be the star of the Italian FMI Aprilia Sport Production Championship. The single-make series will run through six rounds in 2020, and Aprilia hopes to find the next Capirossi, Biaggi or Rossi.
“The new championship takes up a tradition that makes Aprilia unique, a brand that has taken generations of young people onto the track and that has raised up great champions,” said Massimo Rivola, CEO of Aprilia Racing.
“From 2020, thanks to the partnership with the Federation, we will once again be providing fun for young people who, in this championship, will find a way to make their dreams come true and perhaps, this is our wish, the start of a path in the world of competitive motorcycling.”
“This is why we have designed an easy bike and formula that will attract the highest number of young people to competitive motorcycling.”
Triumph Motorcycles Malaysia organised a paddock walkabout to witness Moto2 operations during the 2019 Shell Malaysia Motorcycle Grand Prix.
It’s in conjunction with Triumph’s role as exclusive engine supplier.
Moto2 operations is hectic yet a little bit more laid back compared to MotoGP.
Triumph Motorcycles Malaysia organised a paddock walkabout to witness Moto2 operations during the 2019 Shell Malaysia Motorcycle Grand Prix.
As many are aware now, Triumph is the official engine supplier to the Moto2 championship. Unlike Moto3 and MotoGP classes, all Moto2 teams use the same engine, albeit different frames. This is why we see outfits such as Kalex and Speed Up — they build the frames around the engine. Similarly, manufacturers such as KTM and MV Agusta build their own frames around the Triumph engine.
Dorna Sports and the FIM wanted to build a series based on a single engine to emphasise rider skill, resulting in close racing.
The Engine
Triumph’s three-cylinder 765cc engine (based on the Street Triple RS) produces lots more torque and linear power band compared to the previous Honda CBR600RR-based inline-Four engine. Whereas the inline-Four needed to be kept within a narrow powerband, riders can utilise the triple’s power and torque almost anywhere in the powerband.
Having a narrow powerband forces riders to take one specific line around corners, making overtaking a risky affair. Besides that, a rider could not catch back up when he made a mistake. Consequently, racing was spread out.
Conversely, a linear powerband means that riders could choose different lines — especially when overtaking — and still have the grunt to accelerate. Consequently, riders aren’t afraid to overtake, resulting in close racing.
Having more grunt off the corners, especially the slow ones will results in higher speeds down the straights, contributing to faster lap times.
Lap Records
Alex Marquez in the 2019 Malaysian GP – Photo credit MotoGP.com
The Moto2 class has seen some phenomenal lap times and top speeds since the Triumph engine was introduced. Lap times and fastest top speed records tumbled all season long.
Mugello saw a Moto2 bike hit 300 km/h for the first time the series was introduced in 2010. But by FP3 at the Sepang International Circuit, four riders went faster than 300 km/h.
The Moto2 teams had just completed FP3 when we visited the paddock. David Dew, Triumph’s PR guy showed us the lap time printouts. We were shocked. The top four riders were under the 2018 all time lap record of 2:05.629 set by Alex Marquez. Brad Binder smashed the old record with a time of 2:04.769 which was almost a whole second faster. And it’s not even qualifying yet!
Alex Marquez would go on to capture pole position with a time of 2:05.244. In the race, he put in the fastest lap of 2:05.860 on Lap 2, breaking Miguel Oliveira’s 2017 record of 2:06.952. That’s nearly 1.1 seconds faster.
1 second may not sound much of a big deal to the layman but consider this: Competitors from 1st to 15th were covered by 1 second in qualifying.
Speed Up Paddock Visit
Only five persons were allowed to visit the pit in each session. It may be a carnival to fans but each MotoGP round is work time for the teams.
I had picked the afternoon session after lunch and was joined by four others who were Triumph owners. Such a paddock walkabout programme is great them as it adds immeasurable value and experience to their ownership.
It was a new experience for me, as well, because this was the first time I’ve visited and seen Moto2 operations up close although I’ve covered MotoGP continuously for the past five years. Whereas MotoGP teams are stationed in the main paddock building, Moto2 and Moto3 teams are sequestered in either the South Paddock or tents. Besides that, no Moto2 team had ever provided passes to visit them, compared to those in MotoGP.
Our first stop was the Beta Tools Speed Up garage.
The team was readying the bikes for qualifying. One bike was all dressed up and ready to go and were allowed to shoot photographs of it.
As Moto2 teams run only one bike per rider, there wasn’t many bike components lying about, except for a few pieces of bodywork placed on top of a shelf.
Instead there were rows of tyres wrapped in warmers. We could feel the heat from half a metre away, since they’re kept at around 90 degree Celsius. There were tags on the warmers showing the state of each tyre i.e. how laps it’s gone through or if it’s new, etc. The wet weather tyres at the bottom rack weren’t wrapped in warmers.
It was also apparent that all Moto2 bikes use steel brake discs rather than carbon. Dorna Sports wanted to keep racing costs down to allow more teams to join the series.
Dunlop Paddock
Dunlop is the exclusive tyre supplier to the Moto2 and Moto3 championships.
The first thing we saw were racks of tyres being cooled by industrial fans. The tyres were delivered in four shipping containers months before and were now being aired out.
There were multiple work benches here complete with hydraulic tyre removers.
David showed us a rear tyre. The largest size was 180 when the series began but it’s grown to 200/75-R17 now. The higher aspect ratio allows the crown of the tyre to wrap around in a smoother fashion, giving a wider contact patch.
Each new tyre was barcoded and earmarked for individual teams. The teams will push in the racks we saw in the Speed Up garage and the Dunlop crew will fill them up with tyres mounted on wheels and inflated to the correct tyre pressures.
Used tyres were stacked in a large pile before being shipped back to headquarters. There, each tyre’s bead (the part which attaches the tyre to the wheel) will be cut out, rendering it useless for vehicle use. They are then recycled for children’s playgrounds.
Track Side
A visit to Extern Pro was planned but was unfortunately cancelled as Q1 had begun by the time we finished our visit to Dunlop. Extern Pro is the party responsible in modifying the 765cc street engine to race spec, and maintaining them afterwards.
We were brought to the area just next to the main paddock building. Here, one can see bikes going past on their pit lane speed limiter, sounding like the pod racers from Star Wars: The Phantom Menace. They disengaged the limiter after crossing the pit lane exit and slammed open the throttle, serenading us with a warble and roar very much different to an inline-Four’s howl.
David then bade us goodbye after an eye-opening experience for everyone, this hack included. Prior to that, he said that he hopes such paddock walkabouts will continue in the future and might be expended to all tracks in the GP calendar.
So, get your Triumph and get ready for next year’s event!
The 2020 Triumph Thruxton RS was also launched at EICMA 2019.
Triumph reworked the engine to produce more power and character.
It’s also lightened by 10 kg.
The 2020 Triumph Thruxton RS was also launched at EICMA 2019.
Triumph had teased the bike just before the mega show, by showing the bike’s side panel with the Thruxton RS badge. We relished the prospect of a hotted-up Thruxton anytime.
You see, the Thruxton R was an experience to ride, not merely an enjoyable ride. Its handling, the throttle and engine response, the way the engine feels, everything makes for a ride like no other.
So, how do you make something already great greater?
You start with the engine, obviously. Triumph hotted up the “High Power” 1200cc, liquid-cooled, 270-degree crank, parallel-Twin with a low-inertia crankshaft, revised ports, high-compression pistons, plus other lightweight internals. The revisions bring maximum power to 104 bhp, while torque remains at 112 Nm. The manufacturer says that the new engine is more responsive and characterful (as if the old one wasn’t responsive and characterful enough already). There’s also a torque-assist clutch.
In combination with other lightening work, the Thruxton RS is almost 10 kg lighter than the base Thruxton, weighing in at 196 kg. That’s light for a bike that consists of mostly metal parts!
Chassis and running gear are retained from the previous Thruxton R. The forks are fully-adjustable Showa BPF, while the rear shocks are fully-adjustable Öhlins with piggyback reservoirs. The front brakes are the same radially-mounted Brembo 4-piston monobloc calipers.
Electronics include Sport, Road, and Rain ride modes. ABS is standard.
Design remains the unmistakable Triumph silhouette. Colour schemes include an optional matte grey on black with red striping (pictured).
The 2020 KTM 1290 Super Duke R was launched at EICMA 2019.
Power remains at 177 bhp, but torque is up to 140 Nm.
Lighter components bring weight down to 189 kg dry.
The 2020 KTM 1290 Super Duke R was launched at EICMA 2019.
KTM hadteased us with three videos leading up to this launch. We were imagining a bike that’s not only more advance, but of course, more powerful than its predecessor.
The 1290 Super Duke R was a game changer in the supernaked segment, utilising brute power to blow everything else away and came to be known as “The Beast.” Some came close for 5 years since its launch in 2014, but it still ruled the roost as the King of Supernakeds.
Until the Ducati Streefighter V4 which debuted this year.
It’s because the 1290 Super Duke R’s 1301cc, 75-degree V-Twin still makes 177 bhp. But it’s torque is the highest at 140 Nm.
But as beastly as it is, that power is held in check by some really smart electronics and chassis combination. KTM was the first manufacturer to utilise the inertial measurement unit in the 1190 Adventure, and the component is in The Beast, as well. As such, there’s all the cornering traction control, cornering ABS, cornering lights, and so forth. But KTMs have one extra “supermoto” ride mode which allows the rider to power slide the rear wheel.
The new bike has a new subframe which is made of aluminium and carbon composite (gone is the steel trellis). Some weight is also shed through lighter wheels, brakes and the new swingarm. The revisions bring its dry weight down to 189 kg.
Suspension is now WP APEX front and rear, with 48 mm forks. The front brake calipers are now Brembo Stylema.
The Beast may not longer be king on paper, but we are certain that it’s still an entertaining/scary thing to ride.
The Harley-Davidson Bronx was shown at EICMA 2019.
It sports the Revolution Max 975 engine.
It isn’t the production-ready version, however.
Another version of the Harley-Davidson Bronx was shown at EICMA 2019, and it’s not the production-ready version.
It was intended to be the Motor Company’s streetfighter, but they know better than to call it that since the current arms war in the segment has driven them to over 200 bhp.
So, the Bronx it is as an homage (?) to the “rough and tough” part of New York City.
Anyhow, the engine is a new Revolution Max 975. Instead of the usual air-cooled, 45-degree Big Twin, the Revolution Max 975 is a liquid-cooled, 60-degree V-Twin, similar to the 1247cc Revolution found in the V-Rod. Harley claimed the engine to produce 115 bhp and 95 Nm of torque.
The model does look like how a naked bike should, and is fitted by “modern” components such as radially-mounted Brembo monobloc front brake calipers.
Only thing is we wonder why the manufacturer is taking so long to ready the production bike, since the concept was shown off since EICMA 2018. With so many bikes debuting all at the same time, new bike fatigue sets in quickly, making bikes introduced too long ago “obsolete” by the the time they are “introduced” again.
The Ducati Red Weekend is happening from 9th to 10th November 2019.
There will be special deals and promotions.
Visitors can also test ride the latest bikes.
The Ducati Red Weekend is happening from 9th to 10th November 2019. It is time to paint the town red.
Open to Ducati owners and the public, the carnival promises plenty of excitement besides the obligatory special deals on products. The promotions will be even sweeter this time around as Ducati PJ is clearing their stocks in preparation to relocated to a new showroom.
Check out these awesome deals:
Up to RM 20,000 rebate for Ducati motorcycle purchase.
On top of that, get a free gift when you book a Ducati.
Receive 2 years’ worth of FREE SERVICE with the Ducati Smart Service Program for all Ducatis (T&C apply).
Up to 70% sales on Ducati apparels.
Take a test ride on a Ducati of your choosing.
Also do not miss out on these activities:
See, touch and feel the hot-blooded Ducati models.
Feel the joy of Ducati Scrambler models.
Check out the premium and stylish Ducati apparels, riding gear and merchandise.
Browse through the collection of snazzy Ducati Scrambler apparels, riding gear and merchandise.
Pimp out your Ducati with genuine accessories and performance parts.
All these are taking place at the Ducati PJ Showroom, located at Naza Automall, from 9am to 6pm, 9th to 10th November 2019.
