The State Railway of Thailand (SRT) no longer transports motorcycles above 125cc.
The ruling takes effect from 1stFebruary 2019.
There are Malaysian bikers who transport their bikes to Chiang Mai before riding to Mae Hong Son.
The State Railway of Thailand (SRT) announced that they will no longer transport motorcycles above 125cc. The ruling took effect from 1st February 2019.
There are Malaysian bikers who transport their motorcycles by rail through Thailand to their favourite destinations or jump-off points before continuing on their journeys. One popular destination is the northern city of Chiang Mai, from where they ride to Mae Hong Son (the infamous 1000 Corners).
Photo credit www.riderchris.com
Besides that, the bikers could relax or even sleep onboard the train instead of needing to spend 12 hours or more on the road. Doing so also saves from accruing fuel and accommodation costs along the way.
SRT did not assign reasons for the new ruling. Therefore, your speculations could be the same as ours.
This writer personally transported a BMW R 1200 GS on an SRT train in 2018. We boarded the overnight train in Bangkok bound for Hatyai. The porters weren’t friendly at all on that day for some reason and they had to lift the nearly 240kg beast into the cargo car by hand. We had to dismantle the luggage boxes and windscreen and brought them into the passenger car with us.
The 2020 BMW Motorrad International GS Trophy will take place in Middle Earth i.e. New Zealand.
The event is open to BMW motorcycle owners around the world.
Watch out for the Malaysian qualifying round!
The 2020 BMW Motorrad International GS Trophy will take place in Middle Earth a.k.a. New Zealand. Sorry for the Lord of the Rings reference.
The event has grown in prestige and participation over the years since its inception. Beginning from 2008 in Tunisia, it’s held bi-annually and has since visited in South Africa, Patagonia, Canada, Thailand and Mongolia. Yes, all riding paradises.
It is open to BMW motorcycle owners around the world. Each participating country holds their own qualification round to find their representatives prior to the international event. Malaysians have participated in the last two editions as part of the Southeast Asia Team and Southeast Asia Women’s Team. Each team consists of 3 persons. Participants of previous International GS Trophy are not allowed to return to the challenge. However, they are welcomed to coach their respective country’s candidates.
Inspired by BMW Motorrad’s Vice President of Sales & Marketing, Heiner Faust’s own experiences during a riding expedition in Central Asia, the competition challenge isn’t based on speed. Instead, the participants need to be skilled and smart riders, and rely on close teamwork.
That philosophy can be seen the types of challenges faced by the participants. They include pulling the bike out of a ditch, plugging a punctured tube, riding the bike through tough terrain and situations, so forth. Additionally, they have to answer questions about geography and navigation, and knowledge of their GS.
There will a total of 19 teams in 2020, representing 30 countries. There will also be an all-female international team.
BMW Motorrad did not mention if the teams will continue to ride the R 1200 GS or progress to the new R 1250 GS. However, our guess is for the former and it’ll be great to see them put to such tough tests during the event.
The Honda CRF1000L Africa Twin pays homage to the Africa Twin of the 90s.
This is Honda’s entrant in the heavyweight dual-sport market.
It’s big and tall, and biased towards off-road riding.
The “Africa Twin” moniker is one of the most celebrated names in motorcycling, so naturally, we were excited when Boon Siew Honda called us to pick up the new Honda CRF1000L Africa Twin.
Origins and Background
During the heydays of the Paris-Dakar Rally, the HRC-built NXR-750 tore up the Saharan dunes to four victories. It was no small feat. Being in the late-80s means there was no gimmickry of the modern bikes.
The first Honda Africa Twin was the XRV650, produced from 1988 to 1989, but the truly iconic XRV750 Africa Twin made its debut in 1989 for 1990 model year.
XRV650 Africa Twin
It is powered by a 752cc, four-sparkplug V-Twin (hence its name) and had all the trappings of an adventure bike including twin large headlamps, long-travel suspension, engine bash plate, wire spoked wheels, semi-off-road tyres. In short, it looked like it just got off the rally and straight into the dealerships.
XRV750 Africa Twin
Although the Africa Twin had stiff competition from the BMW R 100 GS, Yamaha Super Tenere, Cagiva Elefant, et al, the big Honda was a success. In fact, production carried on until 2003.
Introduction to the CRF1000L Africa Twin
Many fans and even motojournalists cheered when Honda announced their plans for a new Africa Twin. Heck, the romantics among us got teary-eyed when they recalled their exploits on the AT in the 90’s.
Designated as the CRF1000L Africa Twin, it’s a dual-sport more oriented towards off-road riding.
The new bike has a slim and tall front profile. Besides that, the front looks like an extended forehead above the tightly arranged headlamps. It’s the “Dakar styling” where a pace note scroller/GPS sits behind screen.
Moving back, the rear part of the bike from the head onwards invokes the profile of the XRV750. This is especially true when you view the back of the fuel tank and seat. Anyhow, we felt that Honda did a great job of amalgamating design elements of the old bike to the new.
Riding the CRF1000L Africa Twin
First impression? Oh my! This thing’s tall! We’ve tested plenty of tall dual-sport bikes, mind you. Of course, the Africa Twin isn’t as tall as motocrossers or enduros but it’s definitely the tallest among dual-sport bikes. Someone had adjusted the rear shock’s preload all the out to lower the rear end, but I still had to hang one leg in the air when I stopped.
I knew I should’ve worn my platform shoes. Just kidding.
However, traffic lights became my No. 1 enemy (for the moment). That’s because I had to first determine if the road was slanting to the left or right, before shifting my buttock and leg out while coming to a stop. The slim profile helped a lot, but the badly adjusted chassis meant that the handlebar was sitting too high up, making the bike feel like it’s carrying bricks on its fuel tank.
We decided to ride it to Kuantan together with the Honda X-Adv.
The engine’s torque was impressive, keeping the engine rolling at low revs at highway speeds. The 998cc parallel-Twin uses a 270oto mimic the firing order of a 90oV-Twin, so a smooth character was expected. It produces 94 bhp and 98 Nm of torque.
The AT picks up speed quick to the sound of a rumbling engine. Small pops accompanied the DCT upshifts.
But we wished the front end has a little more high-speed stability and the handlebar moved around at higher speeds. We could expect this of dual-sport bikes with high handlebars but the AT’s moved the most. Then again, this bike is biased towards off-roading.
As such, it didn’t like being slammed into corners. You need to brake and release early, coast a bit to let the chassis settle down before turning in. Similarly, you need to be super smooth with the gas during the lean to straight up transition. Being throttle happy will send the handlebar waggling back and forth.
These handling traits disappear when the road turns to no road. There’s a large button marked with a “G” (for gravel) right next to the instrument panel. Pressing that switches into gravel ride mode and the corresponding levels of electronic intervention.
The softly sprung suspension absorbed the bumps easily and the bike seemed to float. Again, the bike’s slim waist was advantageous as it lets you move around while standing up.
However, it still felt top heavy for me. It possibly has to do with my height. At 167cm, I’m probably too small for the bike. A person from 180cm and up ought to reap the benefits of its ergonomics.
DCT (Dual-Clutch Transmission)
Oh yes, the test unit was fitted with Honda’s proprietary DCT (Dual Clutch Transmission). It’s actually a semi-automatic/semi-manual gearbox. The rider could select D (Drive), S (Sport) or M (Manual). N (Neutral) position needs to be selected manually.
Shifting is via toggles on top and below the left switch cluster.
In D, the bike drives like a giant scooter. The transmission takes care of the upshifts and downshifts automatically. The rider can intervene at any time, but it upshifts early for smooth power and fuel savings
In S, shifting is still automatic but it will hold on to a gear until peak torque before shifting up. The gearbox will downshift when a certain limit is reached, and it will blip the throttle automatically. The rider can also intervene at any time.
In M, the rider is in charge of gear selection. The engine will also auto-blip the throttle when downshifting.
Riding the Honda CRF1000L Africa Twin with DCT
Just like the VFR1200, the Africa Twin with DCT doesn’t feature a clutch lever and gear lever. This is when you have re-learn how to ride a motorcycle.
Using the fully automatic “D” feature was convenient but bear in mind that it shifts when you least expected it to. Like upshifting in the middle of a corner or downshift when you’re rolling to a stop. We found out the hard way.
DCT Lesson No. 1
I was riding with my wife as the pillion. The transmission was in D-mode, 2ndgear as I filtered past two rows of cars. It suddenly kicked down to 1stgear without warning. But since there was no clutch lever, it felt like the engine had cut out, followed by that sickening feeling of a bike toppling over.
There was a BMW 3-Series on our left, but thankfully my reflex kicked in and I pushed out my left elbow which landed on the car’s driver side window. It held the bike up from falling onto his car!
So, lesson learned. I tried S-mode for a while then decided to just use M-mode anytime I ride.
DCT lesson No. 2
Nearing my house, I shifted into 1st(you can’t shift into N when the bike’s moving) and stopped to let a car pass. I reapplied a little bit of throttle to drive the bike up to my gate.
BUT! The engine “caught” like what happens when you release the clutch lever with no engine RPM. It put out a “CLACK!” Again, no clutch lever. My reflex tried to reopen the throttle but it didn’t catch. The bike went over on the right side like a poor tree while blasts of profanities violated my neighbours’ ears. And I swear I didn’t touch the brakes!
It meant that you can’t pussyfoot with the throttle.
Conclusion
We know, it sounds like we didn’t enjoy ourselves with the Honda CRF1000L Africa Twin. But we assure you that it was okay 75% of the time. It was too bad that the DCT and height needed too much concentration.
It’s a nice bike to ride if you’re an Africa Twin and Honda fan, not bad if otherwise.
The caveat is you need some time to learn it, especially if you opt for the DCT version. Besides that, the ergonomics really need some getting used to as it’s rather different from other dual-sport bikes we’ve ridden.
TECHNICAL SPECIFICATIONS
ENGINE
ENGINE TYPE
2-cylinder, 4-stroke, DOHC, 8-valve, liquid-cooled, parallel-Twin with 270o crankshaft
DISPLACEMENT
998 cc
BORE x STROKE
92.0 mm x 75.1 mm
POWER
93.8 hp @ 7,500 RPM
TORQUE
98 Nm @ 6,000 RPM
COMPRESSION RATIO
N/A
TRANSMISSION
Dual Clutch Transmission (DCT)
FUEL SYSTEM
Electronic fuel injection with ride-by-wire throttle
CLUTCH
Multiple-plate wet clutch with slipper feature
CHASSIS
FRAME
N/A
FRONT SUSPENSION
Showa cartridge-type upside down ø 45 mm forks, adjustable for preload, compression damping and rebound damping
REAR SUSPENSION
Monoshock with Pro-Link Arm, remote gas reservoir, remote preload adjuster, adjustable for rebound damping
SUSPENSION TRAVEL FRONT/REAR
252 mm / 240 mm
FRONT BRAKE
2x radially-mounted 4-piston monobloc calipers, ø 310 mm floating discs
REAR BRAKE
1X single-piston floating caliper, ø 260 mm brake disc
Desmo Owners Club Malaysia members were treated to a special meet and greet session during the recent Sepang Winter Test.
They saw the new Desmosedici GP19 firsthand and met with Mission Winnow Ducati riders.
The members were rewarded with the fastest ever lap record at the circuit.
Desmo Owners Club Malaysia (DOCM) members got a special treat during the MotoGP 2019 Sepang Winter Test.
The special meet and greet session was organized by Ducati Malaysia in collaboration with Shell and the Mission Winnows Ducati Team. It was held on the final day of the Sepang Pre-Season Test.
The Ducati owners were given an exclusive peek into the race operations of the team as they prepare for the new MotoGP season. They were also given a guided tour of the pits to witness the new Desmosedici GP19, firsthand.
Ducati team riders Andrea Dovizioso and Danilo Petrucci then met with the DOCM members during their break. Lucky club members were picked to attend an autograph session with the riders and team members.
It was a thoroughly rewarding and proud day for the Italian bike owners as Danilo Petrucci recorded the fastest time on the timesheets. His time of 1m 58.239s was almost 0.6s faster than the 1m 58.830s record set by Jorge Lorenzo in last year’s test. Petrucci’s record means it was the fastest motorcycle to ever circulate the Sepang International Circuit.
Including Petrucci, Ducati-mounted riders were the Top 4 fastest on the final day and breaking the old record also.
Another attraction during the session was a Panigale V4 S on display. The bike utilizes many of the technologies used in the Ducati MotoGP Desmosedici.
A court in Germany ruled in favour of Dainese in their airbag patent infringement suit against Alpinestars.
They first sued Alpinestars in 2015 for using a part of their D-air vest in the latter’s Tech-Air vest without payment for the patent.
They also filed litigations in Italy, UK and France.
The Munich Court of Appeal ruled in favour of Dainese in their airbag patent infringement suit against Alpinestars (A-stars).
The case had been going on since 2015. A German court found Alpinestars had infringed on the patent previously in 2017. A-Stars brought the case to the Munich Court of Appeals and they lost again. Their next and last course of action is to refer the case to the German Federal Supreme Court.
Dainese sued A-stars in 2015 after finding the latter had copied an essential part of the D-air vest. The part was then used in A-stars’ Tech-Air airbag vests, without payment to Dainese for licensing.
Alpinestars Tech-Air vest – Photo credit Alpinestars
A-stars could well be in deep trouble, pending the German Supreme Court appeal. Dainese did not only file litigations in Germany. They also sued A-stars in Italy, the United Kingdom and France. The litigation floodgates could swing open in those countries should they lose in the German Supreme Court.
The confusion started in 2015 when Dainese released the D-air technology as an open platform as a responsibility to rider safety. This meant that other riding gear manufacturers can use the technology in their own products. But that did not mean they shouldn’t pay Dainese to use the patented technology. Unfortunately, this was what A-stars did.
So, what happens now? If A-stars loses their last appeal, German riders may not be able to keep their Tech Air vests. There’s no word of the case in other countries, so far but we’ll keep you posted as soon as we hear of something.
MCN spied a new Triumph Daytona 765 undergoing tests.
Although the supersport market isn’t as boisterous as it was, fans of the Triumph Daytona wept when the model’s production ended in 2016. The manufacturer then launched the Street Triple 765 line-up to replace the 675 version, but there was no Daytona.
However, hopes rose again when Triumph announced and later revealed their Moto2 engine based on the Street Triple’s. Many had thought this was the giveaway to seeing a new Daytona.
Triumph Moto2 Prototype
Yet, the factory neither confirmed nor denied if a new bike is on the way, despite Triumph’s Chief Product Officer saying that it’ll be foolish not to consider the possibility given their involvement in Moto2. The keyword however, is demand. Why produce something for which there are very limited buyers?
Until now.
According to MCN, these pictures were shot in Spain last week. Judging from the pictures, everything seems to look the same as the Daytona 675R, apart from the solo seat and lack of passenger footpegs.
On the other hand, the engine covers unmistakably belong to the 765cc engine. It would do the Daytona great service if they adopt some of the engine parts from the Moto2 engine, turning the bike into a racier model than the Street Triple.
We don’t see the instrument panel in these pictures, but MCN says it should be a TFT screen like the Street Triple RS’s. Six-axis IMU-based lean sensitive traction control and cornering ABS should also be in the offering.
As for the chassis, the front forks look like they’re Öhlins NIX30 forks, while the rear shock ought to be an Öhlins TTX. The front brake calipers are the latest Brembo Stylema units, like those fitted to the Ducati Panigale V4/V4 S.
When can we expect the new Triumph Daytona 765? Best guess would be at the end of this year, since the Euro5 regulations begin in 2020.
Ducati-mounted riders claimed the top four fastest laps on the final day of the MotoGP 2019 Sepang Pre-Season Test.
The four Ducati riders were among six who broke the previous test record.
Ducati, Yamaha and Suzuki tested new fairings during the test.
Ducati mounted riders staged a demolition of the pre-season test record on the final day of the MotoGP 2019 Sepang Pre-season Test.
New Mission Winnows Ducati rider, Danilo Petrucci used the combination of new soft tyres from Michelin to destroy the “unofficial” lap record. He becomes the fastest bike ever to lap the Sepang International Circuit with an amazing time of 1m 58.239s. His time is nearly 0.6s faster than the 1m 58.830s record set by Jorge Lorenzo last year.
The factory Ducati team debuted a new fairing with 3 spoilers on each side today. Petrucci had crashed while testing it but recovered his composure.
Petrucci’s feat was among Ducati’s domination with four riders leading the timesheets. New Pramac Ducati rider Francesco Bagnaia recorded the second fastest time of 1m 58.302s while his teammate Jack Miller recorded 1m 58.366s to finish third fastest.
Jack Miller at SIC test – Photo credit MotoGP.com
In fourth was veteran factory Ducati rider Andrea Dovizioso with a time of 1m 58.538s.
The next fastest brand was a factory Yamaha, which Maverick Vinalez took to fifth with a time of 1m 58.644s. Vinalez was the fastest man yesterday with 1m 58.897s yesterday but saw himself being relegated down the order today despite improving on his time. Yamaha were also testing a new fairing today.
Cal Crutchlow also improved from his previous best time of 1m 59.566s to record 1m 58.780s but found himself just sixth quickest!
A total of six riders dipped under the old 1m 58.830s mark. No one believed motorcycles could circulate the SIC track under 2m 0s just two years ago.
Cal Crutchlow at SIC Winter Test 2019 – Photo credit MotoGP.com
Aleix Espargaro of the Factory Aprilia Gresini team did well to put the RS-GP in seventh. Franco Morbidelli also did well to finish eight quickest on the Petronas Yamaha SRT bike. Takaaki Nakagami concluded the test ninth fastest, while Valentino Rossi found himself way back in tenth with a time of 1m 59.148s.
The opening day’s fastest man, Marc Marquez languished in eleventh as he suddenly realized that his shoulder was causing him problems.
Marc Marquez at Sepang Winter Test 2019 – Photo credit MotoGP.com
But perhaps the biggest surprise was finding Alex Rins of Suzuki Ecstar in eleventh after great showings on the first and second days of testing. Suzuki was elated yesterday as Rins recorded the second fastest time on worn tyres yesterday. Being fast on used tyres means the bike could finish in a strong position in a real race.
The KTM riders are still struggling on Day 3 and ended up in the last four among regular MotoGP riders. Fastest rider Johann Zarco finished seventeenth quickest ahead of Pol Espargaro, Miguel Oliveira and Hafizh Syahrin.
Franco Morbidelli at Sepang Winter Test 2019 – Photo credit MotoGP.com
The next and last pre-season test will take place at the Losail International Circuit in Qatar from 23rdFebruary, before the 2019 season kicks off on 10thMarch.
A motorcyclist in Indonesia threw a fit and destroyed his own bike.
The police caught him riding against traffic and issued the fine.
He destroyed his bike by lifting and smashing it, pulling parts off and smashing it with a rock.
A motorcyclist in Indonesia threw a fit and destroyed his own motorcycle after being fined by a traffic policeman.
In the South Tangerang incident, the motorcyclist identified as Adi Saputra, 21, was caught riding against traffic flow. He then tried to ignore the traffic policeman, so he was given a ticket. In addition to riding the wrong way, he was also riding without a helmet and driving license.
The fine drove the motorcyclist angry and he started shouting at the police officer.
He then proceeded to destroy his bike by first lifting (amazing what adrenaline could do) and smashing it back down, before pulling parts off it and throwing them into the nearby bush. Lastly, he used a rock to deliver the coup de grâce on the hapless bike. His female companion could be heard pleading for him to stop.
We hate to think of what would happen if he were riding a horse.
The police confiscated the bike anyhow and promised to return it if he furnishes the required documents.
According to the South Tangerang Police traffic unit chief, Adj. Comr. Lalu Hedwin Hanggara, his unit had deployed 73 officers to enforce road laws against wrong-way riding.
They ticketed more than 700 motorists within a week
Source: The Star Online/The Jakarta Post/Asia News Network
It’s immediately evident that the new bike takes the middleweight GS to greater heights, making its F 800 GS predecessor look spartan and unfinished, even.
Of course, BMW Motorrad has to update the F 8XX GS line-up to where it is now. Its competitors, the Triumph’s excellent third-generation Tiger 800 line-up and KTM 790 Adventure have set the middleweight standard.
Styling
It would appear as if the F 850 GS and new R 1250 GS were designed side-by-side. It’s unmistakably a GS but also an 850. It’s a handsome bike to look at from any angle: The sharp front beak, asymmetric LED headlight, flowing body lines, terminating with an R 1200/R1250 GS taillamp. The spoked gold wheels also add to the entire appeal.
Hard Parts
First up, the engine. The new 853cc parallel-Twin has a new firing order, eschewing the old 360o crank (both pistons rise and fall simultaneously). Instead, the new crank has a 270o offset to mimic a 90o V-Twin. It results in a smoother torque curve and reduced vibrations.
The new engine produces 95 bhp at 8,250 RPM and92 Nm of torque at 6,250 RPM. The 2,000 RPM spread between maximum horsepower and torque means the engine is “flexible.”
Besides that, the transmission now features a slipper clutch, and the final drive is on the left side.
Along with a new frame, the fuel tank is now in its traditional placement in front of the rider. Doing so results in a more balanced 49/51 front/rear weight distribution. There’s a new frame for the new bike, too, consisting of deep-drawn and welded components.
The front forks are new but non-adjustable, while the new rear monoshock is adjustable for preload and rebound damping.
Facing us was the new multifunction TFT screen. The main “page” showed data such as revs, speed and gear position, but you need to scroll to other pages for the fuel level and range. One needs time to accustom himself of flipping through the menus. It requires multiple presses on the MENU button and multi controller. However, there’s so much information in there for you to play with at the traffic lights (and impressing other motorcyclists).
Riding Impression
This particular unit was fitted with the low seat option, allowing our feet to reach the ground easily.
The seating position was predictably straight up, with the handlebars rising high and back to meet our hands. Yet, the handlebar’s width was just nice without being too wide, so we didn’t feel like we’re trying to hug a tree.
There were four ride modes: DYNAMIC, ROAD, RAIN, ENDURO while ENDURO PRO was a greyed-out option. We preferred to ride in DYNAMIC as it was akin to SPORT mode.
However, the throttle felt soft and a little detached regardless of mode we chose, as if the throttle cable had a little bit too much slack. And hence why we rode in DYNAMIC.
Don’t be fooled, nevertheless! This new engine is a potent one and will jump forward like an R 1200 GS if you twist the throttle like it’s a bottle cap. The bike will blast through the revs and gears all the way past 200 km/h (bye-bye Honda Accord driver who wanted to “test power”). The new wide transmission ratios made it really easy to cruise at 150 to 160 km/h all day.
The suspension was a bit of a revelation, too. It felt too soft therefore with not much feedback. Coupled with the low seat (it put our weight over the rear wheel), it needed more effort in getting the bike turned. However, that softness paid back in spades when the bike hooked up in mid-corner as the centrifugal forces pushed the bike’s weight down into the stiffer part of the suspension’s stroke.
We’ve hammered the bike through corners between 160 to 180 km/h (got the videos to prove it).
On the other hand, the suspension never bottomed out. The rear shock pogo’d a little before rebound damping adjustment but it’s acceptable.
But the F 850 GS was an easy bike to learn. We were soon snapping it over and utilizing the extra rolling speed due to the slipper clutch. The soft suspension totally absorbed every bump on the road and held the bike on the chosen line. The lack of feedback was scary at first, but we learned to trust the Michelin Anarkee tyres and took them to their edges (and the footpeg feelers).
Still, we wished for some adjustability for the front forks, especially in terms of compression damping to add more “feel” when riding on the road. A lack of feedback on wet roads caused a concern if the tyres were to suddenly break traction. Also, the forks dived a lot under braking.
In the end, we found that the F 850 GS is geared more towards adventure-touring although it preformed its sport-touring role well. That kind of suspension action is like what you find on enduro bikes, and we know most riders won’t mind it. Plus, the low, non-adjustable windscreen is a giveaway to the bike’s off-road intentions.
As such, it took on an entirely different character in the dirt. The soft initial throttle response allowed us to manipulate our speed with more sensitivity and predictability. The long-travel suspension soaked up bumps very well even while we sat down.
Conclusion
The 2019 BMW F 850 GS is a great step forward for the model. It’s now more “modern,” faster and comfortable, hence easier to live with. Besides the off-road capabilities, it’s also now more practical for long-distance touring.
The F 850 GS offers something accessible for a wider range of riders, who want something more affordable, lighter and smaller than the R 1250 GS. Indeed, the F 850 GS may be more capable than its bigger brother in many ways.
TECHNICAL SPECIFICATIONS
ENGINE
ENGINE TYPE
2-cylinder, 4-stroke, DOHC, liquid-cooled, parallel-Twin with 270o crankshaft
DISPLACEMENT
853 cc
BORE x STROKE
84.0 mm x 77.0 mm
POWER
95 hp (70 kW) @ 8,250 RPM
TORQUE
92 Nm @ 6,250 RPM
COMPRESSION RATIO
12.7:1
TRANSMISSION
Constant mesh, 6 speed
FUEL SYSTEM
Electronic fuel injection with ride-by-wire throttle
CLUTCH
Multiple-plate wet clutch with slipper feature, cable operated
CHASSIS
FRAME
Bridge-type frame, steel shell construction
FRONT SUSPENSION
Upside-down ø 37 mm forks
REAR SUSPENSION
Monoshock with WAD strut, spring preload hydraulically adjustable, rebound damping adjustable
SUSPENSION TRAVEL FRONT/REAR
230 mm / 215 mm
FRONT BRAKE
2x 2-piston floating calipers, ø 305 mm floating discs
REAR BRAKE
1X single-piston floating caliper, ø 265 mm brake disc
ABS
BMW Motorrad ABS (disengable)
TIRES FRONT/REAR
90/00 R-21; 150/70 R-17
STEERING HEAD ANGLE
28o
TRAIL
126 mm
WHEEL BASE
1,593 mm
SEAT HEIGHT
860 mm standard, 815 mm with suspension lowering kit, 835 mm with low seat, 875 with OE comfort seat, 890 with OA rally seat
Monster Yamaha rider Maverick Vinalez was the fastest rider on Day 2 of the MotoGP 2019 Sepang Winter Test.
His blistering time of 1m 58.897s was just 0.067s behind the fastest Winter Test record.
Marc Marquez was relegated to 8thafter being fastest on Day 1.
The MotoGP 2019 Pre-Season test kicked off at the Sepang International Circuit yesterday. The action continues today with Maverick Vinalez of Monster Energy Yamaha factory teaming claiming the fastest time.
Repsol Honda rider and defending world champion Marc Marquez secured the fastest time on the first day, allaying fears of his recovering shoulder. He put in only 29 before stopping to allow his shoulder to rest, leaving his time of 1m 59.621s on the board for the night.
Marc Marquez at SIC test – Photo credit MotoGP.com
But how things can change in less than 24 hours in MotoGP.
Valentino Rossi (Monster Yamaha) started out the day fastest before being toppled by Andrea Dovizioso (Mission Winnows Ducati) and Cal Crutchlow (LCR Honda).
Valentino Rossi at SIC test – Photo credit MotoGP.com
Alex Rins (Suzuki Ecstar) then took over from Dovizioso. Rins had placed his Suzuki as second fastest yesterday. Pramac Ducati rider Jack Miller improved on his times and also went ahead of Dovizioso.
Andrea Dovizioso at SIC test – Photo credit MotoGP.com
However, a late charge by Vinalez put him right on top for the day. He was the only rider to lap under the 1m59s mark, with 1m 58.897s. That’s still just 0.067 second to Repsol Honda rider Jorge Lorenzo’s unofficial Sepang record of 1m 58.830s he set during the 2018 Winter Test on a Ducati.
Alex Rins at SIC test – Photo credit MotoGP.com
Judging by today’s times, a few riders may well dip under 1m 58s tomorrow if the weather holds. That’s because the top 19 riders were covered by just 1 second!
Cal Crutchlow at SIC test – Photo credit MotoGP.com
As for Marquez, he could go no faster than 1m 59.790 with the new engine. The time relegated him to 8th. His new teammate Jorge Lorenzo is also missing from the test as he nurses his broken scaphoid.
Jack Miller at SIC test – Photo credit MotoGP.com
Apart from Johann Zarco who finished 11thbest, the other KTM riders languished in the lower positions as they try to tame and sort out the RC16 wild beast.
We know the Lightning LS-218 is currently the fastest road legal bike.
But how quickly does it get “there”?
Watch this video as Lightning Motorcycles strap an LS-218 to a dyno.
We’ve said it before and say it again: Modern electric motorcycles are fast! They put down so much instantaneous torque that would MotoGP riders grin from ear to ear. Such is true especially with the Lightning LS-218.
We’ve written about the amazing bike before (please click here for the full article). To jog your memory, it is currently the fastest road-legal production motorcycle. The “218” in its name attests to the speed it hit on the Bonneville Salt Flats i.e. 218 mph (350.8 km/h).
It also held the Pike Peak International Hill Climb record since 2012 and was only broken last year by a KTM 1290 Super Duke R. However, the Lightning’s record still holds as the fastest electric motorcycle up that treacherous hill.
The speed is attributable to the bike’s electric motor’s torque. And it’s exactly what Lightning Motorcycles wants to show in this video.
The LS-218 is strapped down on a dyno. The roller is spun up before the bike’s motor took over, punching it to 257 km/h (160 mph) in a matter of seconds. But that’s not all, the real kicker here is how the bike pulled from 160 to 241 km/h (100 to 150 mph) in 2 seconds!
Yet, the manufacturer didn’t give the bike full throttle all the way. Lighting Motorcycles’ Matt Schulwitz told Electrek that the LS-218’s tyre would just keep spinning on top of the dyno’s roller if they gunned the throttle from standstill. That’s what 228 Nm of does. So, that’s the reason they spun up the dyno first rather than let the bike’s power spin it up.
This means the motor pulls and pulls without hiccups through the rev range. Shall we change the cliché pulls like a freight train to mean electric motors?
Lightning Motorcycles are slated to release a low-price model in March 2019.
A collection of MV Agusta classics will be sold in Paris.
The collection consists of 90 bikes including prototypes, one-off race bikes, production bikes, scooters.
They are expected to fetch between €3,000 to €250,000 each.
We’ve seen vintage, classics and modern motorcycles individually listed in Mudah.my, but this is something amazing. Up for sale is a collection of approximately 90 classic and iconic MV Agusta motorcycles.
The collection was put together by a family through their love for the Italian marque. The current owner’s uncle worked in the family’s MV workshop long ago. He even raced some of the bikes at the Giro d’Italia and Milan-Tarento races.
1974 500 four-cylinder Corsa Replica
It was him who bought these bikes, which didn’t cost so much at the time. As the collection grew over time, he rented an unused factory near Monaco to store this massive collection. The man had some of these bikes were restored by ex-factory mechanics, evidently without thought to cost. There are among these bikes that were built by Arturo Magni himself.
1972 750S John Surtees Tribute
Consequently, all the bikes are in running condition and are certified by the MV Agusta museum.
1952 Scooter Ovunque
The collection consists of volume production models and one-off specials, scooters, road bikes, and prototypes from as far back as 1945. There’s even a mini bike that was made for Phil Read’s son before it went into production. It was modelled after Read’s own race bike. The owner wasn’t boasting when he claimed it to be the world’s largest collection of the Italian brand.
1953 125A Callesino
Artcurial Motorcars will sell them at the retro Salon in Paris on 9thFebruary (there’s still time to get your flight tickets). They are estimated to fetch between €3,000 to €250,000 each.
