The Suter MMX 500 is a two-stroke, V-Four racebike built between 2017 to 2018.
It is a real two-stroke racer, designed from the ground up.
The company built only 99 MMX 500.
This writer needs a new year resolution soon. I ought to stop smoking. Well, that was before I came across this used 2017 Suter MMX 500 two-stroke racebike for sale on a site which lists rare sportbikes.
We reported about the Suter MMX 500 before (please click here for more details). To rehash, Eskil Suter and his bunch of guys who thought about giving up smoking 2T exhaust fumes but never did. So they built this bike.
This isn’t some donor engine stuffed into the company’s frame like a Christmas turkey, either. The MM X500 is THE real thing. (Suter is a frame specialist and used to race in Moto2. They made the BMW S 1000 RR HP4 Race’s swingarm.)
The V-Four engine actually displaces 576cc, compliments of its undersquare (long-stroke) 56.0 x 58.5mm (bore x stroke) cylinders. Suter chose the arrangement to provide the bike more midrange punch. The engine is based on the Swissauto/MuZ500 raced by Suter in 1998 and 1999. It has two counter-rotating crankshafts.
Electronics and fuel injection are modern items. All the better in trying to tame a 195 bhp beast which weighs only 127 kg. Otherwise, the rider would be launched into lunar orbit!
Got USD 115,000 lying around? Of course you do. Just forget about sending your kids to college or university and sell the house. They’re just small sacrifices compared to this bike. Only 99 were ever built.
As for my new year’s resolution, forget about giving up smoking. I should comb more sites like this one!
The firm offers the X and X-AR futuristic helmets.
Both are technology packed, with the X-AR including cameras and HUD.
Jarvish, a helmet maker from Taiwan is offering two technology-packed and futuristic helmets via Kickstarter.
The two helmets called X and X-AR are made of carbon fibre. According to the them, they have been supplying the original product to the public and hundreds of police officers in Taiwan.
Both models feature a built-in 2K camera up-front but there are differences in other features. Audible directions are available in both helmets and the features are rider voice activated.
The key features of the X-AR model include a heads-up-display (HUD) which shows speed, weather information and navigation via the Jarvish app. Data is stored on a removable 16GB memory card. The rider can insert up to 256GB. Bluetooth and WiFi capabilities are also available. The battery lasts up to four hours.
According to Jarvish, the features allow the rider to concentrate on the road with distraction.
The two Jarvish helmets comply to the ECE 22.05 standard. The helmets are expected to be available through Amazon. The X-model is expected to cost £500 while the X-AR should cost £1000.
The Triumph Thruxton R TFC is part of the Triumph Factory Custom range.
As the name suggests, it will be a limited-production, high-end flagship.
Only 750 will be built.
Triumph Motorcycles are definitely on a roll in debuting many exciting models in a short space of time. The Triumph Thruxton R TFC is the next model being tested on the road.
Photo credit MCN
In October, Triumph launched the 2019 Street Twin and 2019 Street Scrambler at Intermot, followed by the new Scrambler 1200 during the Global Dealer Conference (GDC) in London. It was during the conference that the manufacturer laid out their plans to introduce additional models in 2019. The new bikes included the 2019 Speed Twin (launched in early December), new 180-bhp Rocket III and this, the Thruxton R TFC.
The Thruxton R TFC is part of the Triumph Factory Custom range. The range consists of limited edition, flagship bikes. The TFC Bobber and Scrambler show bikes were first revealed in 2014.
The Thruxton R TFC features a hotted-up Hi-Power 1200cc parallel-Twin engine. The use of titanium Vance & Hines exhausts and remapped ECU raises its power from 96 bhp to 106 bhp.
In the chassis department, Öhlins NIX 30 forks replace the Showa BPFs. It should create an even better pairing with the Öhlins dual shocks currently in place. The Brembo front brake calipers will have the fluid pumped into them by a Brembo radial master cylinder. If that’s not racy enough, the Thruxton R TFC will wear Metzeler Racetec RR tyres.
Triumph has also pared nearly 5kg off the bike’s weight.
The Thruxton R TFC will be fitted with a carbon-fibre “bullet” fairing as standard. Only 750 examples will be built. Lucky owners can stare at the production number on the billet top triple clamp.
We named the Thruxton R as the funnest café racer we’ve tested. The TFC should be even better!
Despite riding different bikes up here, they didn’t feel very special. Make no mistake, the Sungai Koyan – Ringlet route is probably one of the best riding roads in Peninsular Malaysia. It’s just that some of those bikes didn’t quite shine along this 80.3-km twisty asphalt ribbon.
But today is different.
Introduction
Ducati already had the Multistrada 1200 (prior to the Multistrada 1260) competing up there among the open class sport-tourers. However, they didn’t have a sport-tourer or adventure-tourer in the growing middleclass segment.
Price is the main factor in order to compete. Thus, the MTS 950 shares the same 937cc engine as the exciting Hypermotard and Supersport. In other words, there’s no Desmodromic Variable Timing (DVT). Besides that, there is only “standard” ABS and traction control (not IMU-based lean sensitive), double-side swingarm, Sachs rear shock and cable-actuated clutch. The front forks are fully adjustable, however.
Riding Impression
The L-Twin (90o V-Twin) engine pulls cleanly in any RPM. It produces 113 bhp and 95 Nm of torque of which 80% is available from 3,500 RPM. But it is still a Ducati and will chug-chugga if you use a gear too high. What’s more important here is that the bike pulls smoothly and predictably without scaring the rider.
The MTS 950 definitely felt smaller and lighter than the MTS 1200. It wasn’t psychological but that was the actual impression we got as soon as we climbed on. The former’s waist line was definitely narrower than it’s bigger brethern’s.
But what truly won our hearts was its handling. The wide handlebar made countersteering the bike into corners a breeze. Once it was on side, the bike tracks exactly to your chosen line. Adding initial throttle in the corners stabilized the chassis even further, yet the bike needed only a slight nudge on the handlebar or the drop of a shoulder to tighten the line.
This ability was first demonstrated along the Karak Highway, but we skipped the more challenging parts (read: decreasing radius turns with speed breakers).
The real test was along the Sungai Koyan – Ringlet route. The corners here require authoritative entry, ability to hold andtighten the line. The more dangerous factor, however, were the sunken parts of the road. No problem if those dips were on the straight sections, but they were usually just before the corner entrances or right at the apexes.
Of the many motorcycles I’ve brought here, one sent both wheels in the air on the suspension’s rebound, sending me across into the opposing lane. Another’s suspension kicked both my wife and I off the seat. Any harder and we would probably still be orbiting the Earth till today. The majority loaded their suspension so hard they grounded the footpegs, followed by going wide when the suspension unloaded.
On the other hand, there were a handful of bikes that handled these “whoops” beautifully – two 800cc dual-purpose bikes with WP suspension, a Multistrada 1200S with Skyhook suspension and a 2016 Multistrada 1200.
Those bikes had top-notch suspension, mind you.
We first approached those sections of the road with trepidation by keeping the bike as straight up as possible. But we soon discovered that the MTS 950’s suspension didn’t bottom out nor did it threaten to launch us off the seat and into orbit. We felt the bumps, of course, but we didn’t feel threatened. We swept through the turns at speeds more than 140 km/h. The bike didn’t even have a steering damper, but it felt uncannily stable in mid-turn.
The smooth throttle response helped too, of course. There was no almighty kick like you’d get from a bucking bronco. That smoothness laid the groundwork for beautifully controlled cornering lines and exits.
All these attributes came together seamlessly when we headed to Simpang Pulai on the second day. Anyone who has ridden on this road will attest to how tough and dangerous it is but the MTS 950 never once caught us out.
In short, it made even the most jaded among us feel like heroes.
Speed picked up quickly without intimidation. Heck it even felt lazy. Apart from that signature Ducati intake honk under the tank when we pinned the throttle, the engine just sounded louder instead of getting busier. It’s something that has to be experienced.
If it sounds easy, it was. None of us complained about aching joints or being exhausted during the ride. The MTS 950 made your job of riding it a whole lot easier.
It was also rather economical, given the amount of blasting we undertook. We covered 294.5km with 30 km to go from one tankful since we left Ducati Malaysia.
It’s not all 100% perfect, that’s for sure. The gearshift lever needs a long press when downshifting. We missed gears many times during the first day of the ride. However, that was due to us attempting to shift too quickly and opening the throttle immediately. A more relaxed shifting method resulted in no missed shifts.
Conclusion
The Multistrada 950 may not be as technologically packed as the MTS 1200 but it was a lot of fun to ride. The simplicity also got rid of being distracted by experimenting with different settings. Instead, you just jump on and ride.
The bike is accessible to a wide range of riders. Although it sounds like a well-used cliché, it doesn’t intimidate newer riders, while keeping seasoned riders happy for a long time.
Why did the first BMW S 1000 RR feature asymmetrical headlamps?
Why does the 2019 S 1000 RR feature symmetrical headlamps?
It’s all about function.
The previous BMW S 1000 RR featured an asymmetric headlamp design was no less than controversial when it debuted in 2008. Many had complained about how it looked. There was a buddy of ours who fashioned an eyepatch over the left lamp.
But it’s now happening all over again with the new bike. Well, we’re all human and humans are resistive to massive changes.
Yet, have you ever wondered why BMW Motorrad always used two different headlamp designs on almost every bike? This was so the GS models, but they did not look as prominent as on the S 1000 RR.
According to the Munich-based manufacturer, the headlamps of the 2008 to 2018 S 1000 RR look the way they did due to engineering rather than stylistic reasons. The left headlamp served as the low beam, but it was not bright enough. So, BMW added a larger lamp on the right to throw more light down the road. The left lamp was kept smaller to reduce 500g of weight.
Edgar Heinrich, BMW Head of Design told MCN, “We wanted to make the best bike we could, which for a race bike is the lightest. Whenever we could find a weight saving we did it, which ended in asymmetric items as the reduction in the high beam reflector saving 150g.”
For the 2019 model however, there was no need for asymmetrical headlights as it features LED lighting. Heinrich added that the design department had always wanted to “get rid” of the lights because “race bikes don’t have lights.”
“We could have made the LED components asymmetric, but it would have been stupid. We don’t do design for the sake of it.”
In other words, it was a case of form follows function.
The Yamaha YZF-R1 GYTR totally sold out in less than 24 hours.
The Yamaha Racing Team crew who won the Suzuka 8-Hours Endurance built the bike.
There were only 20 offered at €39,500.
The Yamaha YZF-R1 GYTR sold out in less than 24 hours. Jack Bauer wouldn’t even have time to complete his mission. Bummer.
Only 20 were made to commemorate the Yamaha YZF-R1’s 20thanniversary. Additionally, the new YZF-R1 won the prestigious Suzuka 8-Hour Endurance this year. It was the fourth Suzuka 8-Hour victory for the bike in four consecutive years.
The bike was hand-built by the official Yamaha Racing Team who won at Suzuka. It’s evident from the pictures that the bike is completely festooned with performance parts from the GYTR catalog and sponsors.
However, the following parts are enough to make any serious performance rider drool. Brakes are Brembo GP4-RX front calipers gripping 320mm T-Drive discs. Brake fluid is pumped through the Brembo 19RCS Corsa Corta master cylinder. Ohlins FGRT 219 forks and TT36 GP shock. Tyres are Bridgestone V02 (soft) slicks. Akrapovic Evo 2 titanium exhaust system. The fairings are carbon fibre. And a partridge in a pear tree.
Each YZF-R1 GYTR is accompanied by a number engraved on the top triple clamp and certificate of authenticity.
It was offered at €39,500 but it didn’t stop the 20 lucky buyers. They have been real nice this year.
Hong Leong Yamaha Motor announced the new colours for the 2018 Yamaha X-Max 250.
The basic selling price remains at RM 21,222 (not on the road).
Delivery begins from this month (Decembr 2018).
Hong Leong Yamaha Motor has announced new colours for the 2018 Yamaha X-Max 250.
The two new colours are simply called Matt Blue and Matt Red. The basic selling price remains at RM 21,225.00 (not on the road). They are on sale from this month (December 2018).
The X-Max maxi scooter is Yamaha’s entry in the luxury scooter segment. It features Yamaha Blue Core technology, ABS, TCS (traction control system), LED position lamps and taillamp. (Please read our full review here.)
There’s also a copious storage space under the seat which could accommodate a backpack with 15-inch laptop and full-face helmet. Two cubby holes in the front of the rider add more space.
The engine is rated at 22.8 bhp (16.8 kW) and is punchy enough from the low end to its top speed of a little more than 140 km/h. But it is also very economical. We managed to clock 324 km from 11 litres. Mind you, we tested the X-Max at high pace almost all the time.
However, what we loved most was the suspension. Unlike other scooters, the front wheel didn’t flick back and forth or wobble when we slammed the bike into corners. The front end remained stable even when we charged through corners at more than 130 km/h.
The seats were definitely on the comfortable side without any sharp points. Only negative point was it pushing the rider’s legs wide, making the bike seem taller than it really was.
Aprilia Racing has signed Massimo Rivola, Ferrari F1 sporting director as CEO.
Incumbent Romano Albesiano will focus on technical matters and changed to Technical Director.
Rivola spent 21 years in F1 and worked with Sebastian Vettel and Fernando Alonso.
Aprilia Racing will have a new CEO following the migration of Ferrari F1 sporting director Massimo Rivola.
Incumbent Racing Manager Romano Albesiano will focus on the technical side of the RS-GP MotoGP racer. Hence, his official role will change to Technical Director.
Speaking to Crash.net, Albesiano said, “Personally, I would like to have more possibility to focus on the technical side,” Albesiano said at Valencia, when asked about more management support. “In our company I’m doing these two roles and for sure it is something that we have to fix for the future.”
The appointment of Rivola shows Aprilia’s commitment to MotoGP racing.
Rivola spent 21 years in Formula One. He started with Minardi/Toro Rosso where he spent twelve years, before joining Ferrari in 2009. That makes him the longest-serving sporting director in the Italian team.
He also headed the Ferrari Driver Academy for the last three years.
Aprilia Racing signed Andrea Iannone and retains Aleix Espargaro, in addition to Bradley Smith as test rider for the 2019. They have also signed two new crew chiefs Antonio Jimenez and Fabrizio Cecchini.
The Noale-based team were agonizingly close to sealing fourth place in the 2018 Teams’ Championship but was beaten to it by KTM in the final round.
Ducati Malaysia organized the Ducati Multistrada 950 Media Ride recently.
The ride’s objective was to highlight the Multistrada 950’s capabilities.
However, the ride gave journalists a taste of the lifestyle attached to the bike.
What’s the biggest fun about motorcycling? It isn’t just the motorcycle, instead it is the entire lifestyle or “eco-system,” that’s attached to it. It was definitely so with the Ducati Multistrada 950 Media Ride.
Ducati Malaysia wanted to highlight the capabilities of the MTS 950, but it was more than just about the bike.
The Gathering
A row of three Multistrada 1200 Enduro and another row of eight shiny Multistrada 950 greeted us in Ducati Malaysia’s compound.
The crew nodded and smiled at us as soon as we arrived. One guy handed us DRE: Ducati Riding Experience stickers before ushering us inside for the registration. The registrar proceeded to assign us to our individual MTS 950 and pointed us to breakfast.
Pre-ride briefing began with a welcoming speech and short product presentation by David Lim, Marketing Executive of Ducati Malaysia. We knew what the MTS 950 represents when it was launch but may have forgotten by now, so it was a great refresher.
Next up was a presentation by Haizal Omar, the Lead Marshal and DRE Instructor. He briefed us by using points from a very famous set of riding tips called “The Pace.”
“The Pace” was written by the famous motojournalist, Nick Ienatsch. It was first published in Motorcyclist in 1991 before being reprinted in the sister magazine Sport Rider in 1993. The sub-heading read, “Separating street from track, riding from racing.” He refined and added a few more tips later and published them as “The Pace 2.0” in Cycle World Magazine in 2013. Many instructors, other motojournalists and even bike clubs refer to it. (More on “The Pace” in another article.)
I had adhered to The Pace (mostly) ever since reading it in Sport Rider while I was recuperating after crashing my Cagiva Mito EV.
The Pace covers the disciplines of road riding, especially in a group. We were split into two groups, led by Haizal and Didi, respectively. They will lead at a pace that’s comfortable for the riders in each group. They will continue to check from time to time to determine each person’s comfort level.
Additionally, Haizal is a certified instructor out of California Superbike School and teaches riding techniques himself. Hence, he will impart his experience and knowledge to us during the ride as part of the Ducati Riding Experience.
Ducati Malaysia also loaned us Ducati-branded riding jackets. Most of them were made by Dainese, although there are some by Rev’ It.
The Ride
We rode straight to the Karak BHP petrol station before continuing down the fabled highway. Traffic was light since it was a weekday.
The Marshal kept the pace up for us to experience the MTS 950. The keyword here, however, was a high pace without feeling rushed. Attempting to banzaicorners will cause fatigue, mistakes and people getting left behind.
Instead of blasting through the turns like it was the Motojournalist GP at Karak Circuit, it was a nice, flowing ride on Tuesday morning.
Klau Dam
We turned off the highway and rode towards Sungai Klau.
This route not only bypassed the busy Bentong town, it was also way more scenic. The narrow road was flanked by oil palm estates until they gave way to the view of a river and small lakes. We could see the Titiwangsa mountain range topped with cotton-like clouds up ahead.
We stopped for a breather and photo opportunity. One of Ducati Malaysia support vehicles had arrived ahead of us, and the crew waved us into a parking area. They handed us much welcomed cold towels and drinks.
YES Orchard & Café
The cafe is off the main road, giving us a chance to do a little off-roading.
We arrived well ahead of time for lunch so the orchard provided a basket of Raub durians to sample. They were huge! But the fruits inside were just as huge once we split the open. Those were the best durians I’ve ever tasted. The flesh was as thick as cake, but super creamy and sweet! (I’ve got a sore throat now as I type this.)
The DRE instructors sat down with us to impart some tips, in the meantime. We were briefed on countersteering, vision, line selection and other important riding skills.
Lunch was served soon after. I’m never a fan of tempoyak ikan patin but this was exceptional! I bet I need to search like mad for something this good in KL.
Sungai Koyan – Cameron Highlands
Probably the highlight of highlights of the ride.
The Sungai Koyan-Cameron Highlands road is heaven for riders who abhor having chicken strips on their tyres. It consists mostly long corners with tight entries. There are a number of decreasing radius turns to up the thrill quotient.
The surface is grippy, but the apexes of many corners have sunk since the dam project. My wife and I were thrown off the seat the last time we came up here on a bike. This was going to be a real test for the MTS 950.
As before, the pace was controlled expertly from the front. We rolled off the throttle early, hang outside the corners a little longer to establish the safest lines, before peeling in late and coming on the throttle a little earlier to balance the bike. There was no full throttle blast, eyeball-popping braking, bike squirming, tyre-squealing corner entries. It was all smooth, smooth, smooth riding. We were riding at a brisk pace yet there was still time to admire the view. Ah, what a pleasure riding at The Pace.
The MTS 950 was fully at home here. A small force at the handlebar was enough to have the bike leaning over. Once on its side, a crack of the throttle settled the chassis and the bike stuck beautifully onto the chosen line. Tightening the cornering arc only needed a slight shift of the shoulder into the corner.
The dips on the road were noticeable, of course but the suspension didn’t threaten to send us into orbit on the rebound.
(You can read the full review of the Ducati Multistrada 950 here.)
Ringlet, Cameron Highlands
It’s true how time flies when you’re having fun. The white-canopied nurseries on the hillsides welcomed us as we approached Ringlet. They look like groups giant UFOs, if the lighting is right.
We rode into the Shell petrol station at Ringlet to top off our tanks. This was the only refueling stop since we left Ducati Malaysia in the morning. We had covered 294km with a balance of 30 km of fuel. That’s impressive considering our pace.
Jim Thompson’s Cottage
From there it was up the mountain to our accommodation at Jim Thompson’s Cottage. It’s situated up a hilltop near the Sultan Ahmad Shah Golf Course.
But, who was Jim Thompson?
American Jim Thompson built this house back before WW2. He decided to go for a walk one day in 1947 but never returned. His body was never found and there was no sign of him anywhere else.
It wasn’t a large bungalow by any means but it was classical with wrought iron doors, heavy wooden room doors, wooden floorboards, wooden staircase, and get this, fireplace in the living room and a number of rooms.
The cottage is now a resort and hotel. It turned out that many auto manufacturers have chosen this location for their functions. Good choice, I say. That’s because there’s a large compound and garden to chill (literally) to the cool air and enjoying the beautiful vista. The “restaurant” is a covered part of the compound.
We checked in to our rooms and we didn’t even close the doors. Instead, we convened in the living room to chit chat. It felt like… home. This was way different than staying in a high-rise hotel where participants hide in their rooms.
Dinner consisted of steamboat and the obligatory BBQ. But we sat and ate together, the media, Ducati crew and Naza employees. We shared stories, laughed at what happened in the ride today (like me consistently failing to U-turn the bike). The atmosphere was so lively that we completely forgot to visit Brinchang town.
Ducati Malaysia and the DRE Instructors handed out our certificates of participation. Additionally, the instructors picked three participants who had adhered to The Pace and convoy riding etiquette.
Cameron Highlands
My roomie roused me at 7.30 for breakfast. The eating area was just outside my window, so I was tempted to order “room service.”
It was a simple breakfast, but we had time to chit-chat again, until it was time to check out.
I don’t think anyone had the heart to leave.
Cameron Highlands – Simpang Pulai
We were surprised by the heavy traffic despite being a weekday. Good thing it was a small convoy, as we did our best to scythe through without upsetting the car drivers.
It was a tough ride, but we soon made it to the beginning of the Cameron Highlands-Simpang Pulai road. We stopped at a vantage point for a breather and some photos. The traffic was noticeably lighter here, except for the opposite lane heading up the mountain. Poor souls.
We hopped back on our bikes after 30 minutes. It was time to clean the tyres.
Again, The Pace was applied and we had a whale of a time riding down this notorious stretch of road. The marshals had advised us to ride loose and look through the turns at all times.
That piece of advice was fully practiced when the Lead Marshal ran through a deep pothole in the middle of a corner. The rear tyre slid sideways but he controlled it so expertly that Amir and I didn’t even flinch. Kudos.
We got down to the hot and dusty quarries of Simpang Pulai soon enough. Too soon. We weren’t tired in the descend but our energy was soon sapped by the heat.
We stopped at a Shell station to refuel and headed to lunch at Gopeng.
Adeline’s Villa
Adeline’s Villa is located in the eco-tourism area near the Geroh River. The main buildings in the resort are wood huts with thatched roofs. American troops in Vietnam named these type of buildings “hooches.”
We had another wholesome meal here despite being fully aware that we’ll be drowsy afterwards… But how can any “normal” Malaysian resist food?
There’s a surprise at this resort. Diners are required to wash their own dishes after eating. Hmm… that’s “novel.” However, before you yell “forced labour,” the food here was great. The vegetables and meats were fresh and juicy.
So, we did our dishes and suited up for the trip home. The sun was beating down on our heads at that moment and our eyes looked more like the slit between the cam lobe and shim. Yet we frowned at rain clouds in the distance.
The highway had slow traffic in a couple of spots due to road construction but was otherwise clear. It was a brisk ride, we covered the 188-km distance to Ducati Malaysia in just over one-and-half hours.
Conclusion
Having the opportunity to sample the Ducati Multistrada 950 was already fun itself but the entire trip made it extra special. The organization was top notch, and everyone carried out their tasks professionally. For example, the Ducati crew were cleaning our bikes while we joked and laughed ourselves hoarse. A few guys went around checking the bikes from top to bottom and made adjustments while we were at breakfast. The support crew were always (somehow) ahead of us at the stops to help us park the bikes and offer ice-cold face towels and drinks.
The management crew were always on hand to answer our queries or listen to our critiques. The DRE Instructors Haizal and Didi were always on their toes to impart their hard-earned knowledge.
Well done, Ducati Malaysia. Keep up the great work.
Please contact Ducati Malaysia for more information on the Multistrada 950 and other Ducati models. The dealership can be reached at 016-2291533. You can also follow the official Facebook page.
Amendments to the Road Transport Act (RTA) allow local councils to appoint their own traffic wardens.
These wardens can enforce traffic laws instead of just issuing parking fines.
The amendments also mean traffic enforcement agencies can only issue court summons instead of compound fines.
We have seen motorists flout traffic laws under the noses of Dewan Bandaraya enforcement officers, but the officers could nothing about them. That will soon change when the Road Transport (Amendment) Bill 2018 takes effect.
Local Traffic Wardens
The Dewan Rakyat passed an amendment to Section 3(4B) of the Road Transport Act on 11thDecember. According to the section, local councils (Dewan Bandaraya and Majlis Perbandaran) can now appoint their own traffic wardens. These wardens can enforce traffic laws, for example against a motorcyclist running the red light. This is great news indeed as the police need assistance in enforcing the laws.
However, a restriction was added to Section 4 of the act. It details that the local council traffic wardens can only enforce laws within the areas under their jurisdiction only. It means Dewan Bandaraya Kuala Lumpur wardens cannot act on offences in Shah Alam.
So, please stop at the red light and park in allocated spaces.
Court Summons Instead of Compound Fines
An amendment to Section 120 of the RTA states that traffic enforcement agencies no longer have the discretion to compound offences. A fine (saman) means you can pay it at your own leisure. however, a court summons means you have to attend court and answer to the magistrate.
The agencies will need to first obtain the consent of the Attorney General in writing in order to issue a fine.
Failure to appear in court will result in an arrest warrant being issued.
This is serious, so please do remember. It may sound draconian, but it is probably one of the more effective ways to stop errand motorists.
asThe inaugural MotoGP round in Thailand was voted as the best in 2018.
More than 220,000 spectators show up over three days.
The votes were cast among the Grand Prix Commission.
Sawadeekahp! The Thailand MotoGP was voted as the best round in the 2018 season. It was MotoGP’s inaugural round in the country.
At final count, more than 220,000 spectators descended on the Chang International Circuit in Buriram over the event’s three days. It was the highest number of attendances throughout the entire season. It was even more remarkable if you factor in that the little town of Buriram lies in the middle of nowhere. To be exact, the location is some 379km to the east of Bangkok and takes 5 hours to reach by road.
The MotoGP race was won by Marc Marquez after a thrilling race-long battle with Andrea Dovizioso. Maverick Vinalez and Valentino Rossi finished in third and fourth on the resurgent Yamaha.
The Grand Prix Commission made their appreciation known to MotoGP.com. The commission consists of the FIM, IRTA (International Road Racing Teams Association), and Dorna, MSMA (Motorcycle Sports Manufacturers’ Association).
IRTA’s statement
Speaking to MotoGP.com, Herve Poncharal, president of IRTA said, “The whole MotoGP paddock was keen to discover how the new Thai GP would be, we were impatient for it to arrive and there was plenty of expectation. In the end we can be assured it was the best GP of the season due to many different aspects – we expected good, but we didn’t know quite what they would be able to achieve.”
“Everything went smoothly, the commitment of the organisers was fantastic, and they faced any problems through the weekend quickly, trying to find solutions as soon as possible. The crowd, the people…every single person involved was happy and always smiling.”
“The fans’ support was incredible, the access to the circuit was fast and they demonstrated that they understood MotoGP – creating a commercial area close to the paddock, giving good exposure to our businesses, investors, sponsors, teams and riders.”
“It’s also significant that a new event in this area – an important region for MotoGP – has achieved this result. It’s a perfect example for other countries to follow and this prize is fully deserved. From my point of view, it will be hard for them to improve!”
Dorna’s statement
Carmelo Ezpeleta, CEO of Dorna Sports, called Buriram “a perfect blueprint for future events and we’re excited to return to Buriram already.”
President of Chang International Circuit’s statement
Newin Chidchob, President of the Chang International Circuit said: “On behalf of both the people of Buriram and Thailand, we are extremely honored to receive the MotoGP Grand Prix of the year 2018.”
“We must also thank the people of Buriram, for showing the capability of Thai people to the world… Everyone really came together to make this sports entertainment experience for our visitors from around the world unforgettable.”
Pictures of a possible new Triumph Rocket III were leaked on the internet.
The “new bike” is styled more aggressively than its current crop.
It will bring the Rocket III to compete directly with the current power cruisers.
Want to ride something audacious? Something which blows your neighbour’s mind when you tell him your bike’s engine is bigger than his Honda Accord’s? Ride a Triumph Rocket III, then.
At 2,294cc, the Triumph Rocket III’s engine holds the record as the world’s largest production motorcycle engine. It produces 145 bhp, but that’s not the entire story. Because at 221 Nm, forget about “mountainous torque,” instead the torque moves mountains.
Current bagger variant
Now pictures of the “new” Rocket III have started showing up on the internet. According to Visordown, they were snapped during the Triumph Global Dealer Conference last October.
Judging from the picture, the new bike or variant will look more aggressive than the current classic-looking model. Check out the Brembo Monobloc calipers, upside-down forks, dual exhaust pipes exiting on the right, and most of all, the single-sided swingarm.
Yes, we admit too. It does look like the Ducati Diavel power cruiser.
Revamping or adding such a model is good for the Hinckley-based manufacturer as they can have a more modern-looking cruiser. It can compete with the power cruisers from other manufacturers like Harley-Davidson, Indian and the aforementioned Ducati. The timing is good too, since BMW has just teased with a new 1800cc Boxer.
We hope the new Rocket III project is a go. Watch out, mountains.
