KTM Malaysia’s largest event, the KTM Orange Carnival will kick off its first leg on Saturday, 28th July 2018.
Starting in Johore, it will be held at Universiti Teknologi Malaysia (UTM) in Skudai.
Many activities are in store and KTM owners, owners of all othe brands and general public are welcomed to attend.
It carnival time in the south as KTM Malaysia will launch the KTM Orange Carnival at Universiti Teknologi Malaysia (UTM) in Skudai, Johor, on Saturday, 28th July 2018.
Judging by the program list stated by KTM Malaysia, the carnival looks set to be the biggest ever organized by the official distributor, as it includes a large number of activities KTM owners, non-KTM owners and the public at large.
The first is the test ride session. Attendees have the opportunity to test ride the latest KTM models, from the Supersport, Duke, and Adventure series. But that’s not all, as those who test rode the motorcycles will receive a KTM multipurpose bag and one lucky draw ticket. Talk about having your cake and eating it. KTM Malaysia will also hold technical briefings on the features of the motorcycles before the commencement of the test rides.
The next great attraction is the Fun-Hana competition, which tests riders’ skills in recording the fastest time in negotiating a gymkhana course. It is open to bikes of all makes. Participants can join the following classes, but the numbers are limited to 16 per category:
Below 200cc.
200- to 500cc.
500cc and above.
Prizes for the Top 4 riders are:
1st place: RM200 plus a medal, Gracshaw helmet and ELF engine oil.
2nd place: RM100 plus a medal, Gracshaw helmet and ELF engine oil.
3rd place: A medal.
4th place: A medal.
KTM Malaysia is also offering a special service campaign exclusively for KTM owners which includes a FREE 13-point safety check from 9am to 5pm. Owners who purchase 2 bottles of ELF engine oil will also receive a lucky draw ticket. The items being checked are:
Electrical systems,
Tyre condition,
Tyre pressures,
Brake system,
Engine oil level,
Coolant condition,
Chain tension,
Chassis bolt/nut check,
Side stand,
Suspension condition,
Engine oil leak,
Cables, and
Systems diagnostics with the KTM XC1 Diagnostic checker.
There will be a special sale with items going at up to 60% discounts. Those who purchased more than RM150 of KTM PowerWear merchandize or RM500 of KTM PowerParts items will be eligible for a lucky draw ticket.
As for visitors who didn’t take part in the above activities or wish to increase their chances in the lucky draw, KTM Malaysia offers Orange Carnival Pack which is priced at RM30 each. The pack consists of a lucky draw ticket, KTM Malaysia Orange Carnival T-shirt, and KTM lanyard.
Among the lucky draw prizes are KTM PowerWear and KTM PowerParts worth RM20,000. The grand prize is a brand new KTM 390 Duke.
KTM Malaysia’s Factory Rider, who is also the winner at the recent GIVI Rimba Raid Mat Daling, besides Malaysian MX and enduro champion, and 2016 FIM Asia Supermoto champion, Muhd. Habibullah Muhd. Saleh, better known as Gabit, will perform at the stunt shows at 11.30am and 4.00pm.
Other vendors include Gracshaw Helmet and ELF engine oil. Sponsors of the carnival are Gracshaw Helmet, ELF Lubricants and Corporate Hero.
Motorcycles are still getting more and more advanced.
However, there are a number of technological advancements that improved the motorcycle.
These have made motorcycling both more enjoyable and safer.
Motorcycles have advanced by leaps and bounds over the years (thank you, Capt. Obvious), but there are certain technologies that are the most important. These are the ten technological advancements make riding safer and more enjoyable.
10. Alloy frames
The progress of stickier tyres meant that engines could be built with more power but the steel tube frames of the 70s and early 80s couldn’t keep up with the progress. It wasn’t uncommon to find the world’s fastest bikes of the period wobbling in the corners.
Eddie Lawson on the Z1000. Look at that spindly frame and swingarm steel tubes!
The tubes had to be made bigger and bigger, causing its weight to offset the power gains of the engine. Besides that, steel is inflexible and caused tyre wear as well as grip issues.
Suzuki was the innovator during the manufacturer’s peak years. They decided to go aluminium for the frame. The first aluminium frame’s first appeared in the iconic 1986 Suzuki GSX-R750, otherwise affectionally known as the “Slabside” or “Slingshot.” Aluminium was the answer as the material was both strong and light. The engineers could tune its stiffness characteristic through different thickness or webbing to achieve specific flex attributes.
Almost all high-performance motorcycles are fitted with aluminium frames these days.
Aluminium has replaced the monocoque structure on the Ducati Panigale V4
9. Fairings
Race teams and riders had known for many years that fairings on the motorcycle allow for better aerodynamic flow and consequently more speed. But fairings didn’t make it to production motorcycles until 1973 when BMW launched the R90S. Its successor, the R 100 RS in 1976 was the first production motorcycle to be fitted with a full fairing. Street riders could now seek protection from windblast.
1976 BMW R 100 RS
8. Disc brakes
There’s no substitute the hydraulic disc brake system. The working principles are very easy to understand: Hydraulic fluid is squeezed through a tube to push the calipers that hold the pads onto a disc that’s mounted solidly to the wheel. (Please click on this link to find out how it works.)
2018 KTM 790 Duke’s front brakes
The disc brake has many other advantages over its drum brake predecessors, too. It is self-cleaning as brake dust is blown away, it cools faster since the disc and pads are in the airflow, doesn’t get waterlogged, suspension movements doesn’t affect braking, and easier to check for wear.
That’s why the hydraulic disc brake system hasn’t been replaced. Instead, improvements are sought elsewhere as in disc/pad material, hoses, master cylinder, calipers and caliper mounting.
7. Anti-Lock Brake System (ABS)
There was a time when ABS was scorned by riders for being unreliable and adds extra weight to the motorcycle. But truth is, ABS is the one technology which has saved many lives and limbs. ABS have been developed extensively through the years to include cornering ABS or work with other systems such as traction control. (Please click on this link to discover how ABS works.)
ABS ring on the Modenas Dominar 400’s front brake
6. Multi-cylinder engines
The earliest combustion engines were single-cylinders. However, as the quest for ever more power production took hold, more cylinders were added to give birth to Twins, Triples, Fours, Sixes and even Eights of various layouts and crankshaft spacings. Imagine how our motorcycling world would be if we had none other than single-cylinder thumpers now.
Ducati Panigale V4 engine
5. Hydraulically damped telescopic forks
Forks were first designed to connect steering stem with the wheels at one time and they didn’t provide any damping. It all changed when BMW Motorrad introduced hydraulically-damped forks in the R12 in 1935. Motorcycle forks have seen so much development since then and even alternative solutions such as hub-centre steering, girder fork arrangements, et al couldn’t unseat hydraulic forks as the preferred front suspension set up.
The Federal Highway motorcycle lane upgrading project will include a motorcycle-only bridge.
It spans the busy Jalan 222 – Jalan Templar – Federal Highway intersection.
The project had been delayed and is slated to be ready by early-October 2018.
The Jalan 222 – Jalan Templar – Federal Highway may be the most congested during the rush hours, but it is for a good thing in the future, reports The Star.
As part of the 8.1km-long motorcycle lane and drainage upgrade project which costs RM28 million, a motorcycles-only bridge which spans the intersection will be ready for use by early October. The project starts from Kelab Gold Negeri Selangor along the Federal Highway near Subang Parade and ends at the Kota Darul Ehsan arch, which marks the Selangor-Kuala Lumpur border.
The bridge’s underpass – Courtesy of thestar.com.my
The project had been slated to be completed in June this year, but heavy rain which began in May and change of design delayed it for over a month, explained a Public Works Department (JKR) spokesman. Other factors that caused the delays were theft of equipment, the general elections and long stretches of public holidays.
The project seeks to repair or upgrade damaged road surface and alleviate flooding problems in sections of the bike lanes which spans a total of 16km in both directions.
A check by Bikes Republic revealed that a section of the bike lane after Jalan Barat heading towards Kuala Lumpur had been given a new asphalt cover, although it had not been widened as most expected. However, the section remains closed for some reason.
A section of the bike lane near Jalan 222 is still closed – Courtesy of thestar.com.my
In the time being, motorcyclists are forced to share the Federal Highway’s main throughway with other heavy vehicles, putting their lives and those of others in danger. (Please click on the link below to read our earlier report.)
As such, we recommend that motorcyclists remain in the left lane as much as possible should you choose to use the Federal Highway. Since the old highway’s lanes are narrower, heavier vehicles drive closer to one another, and this represents dangerous challenges to motorcyclists, especially if you are caught in the faster lanes when the traffic suddenly becomes less congested and speeds of other vehicles pick up.
We hope the Public Works Department and their contractors pick up the pace and complete the project as soon as possible in the interest of safety of all road users.
TechTOC is a weekly technical column moderated by “Foreman” Oh Kah Beng (KB).
KB is now the Motorsports Consultant at the TOC Automotive College’s motorcycle racing venture and Principal Trainer at his Most Fun Gym (MFG) MX-school
Send in your technical questions, and the winner receives a complimentary session at KB’s Most Fun Gym MX-school!
We began with TechTOC last week, when “Foreman” Oh or as he likes to be called, “KB”, answered a reader’s query about engine operating temperatures (please click on the this link to read about it). This week, KB answers a good question about motorcycle suspension, namely the terminologies.
Question:
I always hear my friends talking about set up. Can you explain what is preload, compression and rebound damping?
— Wong Siew Seng, Selangor
Answer:
To answer your question needs to take up and entire article so I’ll try to be as brief as I can and cover only the basics.
The short answer is, preload is to adjust suspension sag. Sag (there are unladed and laden sag) is the name given to the amount of suspension travel used up when the bike settles under the bike’s own weight (unladen) and when the rider sits on the bike (laden). You alter its settings by rotating the collars or ramp clockwise, which loads the spring. It will cause the spring to push back on the collar, thereby reducing the sag and raising that end of the bike’s ride height at the same time. Move the collars up and the ride height drops.
But do not be fooled! The frustrating misconception is that altering the preload also changes your suspension’s stiffness (spring rate). This is totally wrong! You DO NOT change the spring rate unless you replace the spring. The suspension feels harsh when you add in too much preload as you have reduced the sag too much and the suspension sinks into its stiffer stroke. Think of sag as “freeplay.” However, too little preload is also a bad thing, as the suspension will have to much “freeplay” and compress all the way to its bump stop.
Before we proceed to the subject of damping, let us get this out of the way:
A spring if left to work alone (without damping) is prone “oscillations.” A compressed spring stores energy and when that energy is released, the spring will re-extend past its original length. When that happens, the elongated spring now stores potential energy and will recompress the spring when released. This process happens over and over again, the spring will “oscillate” until the energy turns translates totally to heat. You will feel the bike wallow up and down, like sitting on a motionless boat on a stormy sea – up and down, down and up, up and down.
Spring oscillation graph – hyperphysics.phy-astr.gsu.edu
This is where damping comes into play. Damping controls the movements of the spring.
Compression damping (marked as “COM”on the fork/s or shock/s) pertains to how “quickly” or “slowly” the wheel is allowed to push upwards when it contacts a bump. If you increase compression, the valves inside the fork or shock shuts off the flow of hydraulic oil or gas, thereby resisting the wheel’s upward movement. Conversely, if you decrease compression, the valves open up and oil or gas is able to flow more freely, hence the wheel comes up faster.
But DO NOT go to extremes. Just because you ride fast, it does not mean you need more compression damping. If you increase it too much, there will be too much resistance to the wheel’s movement, rendering it difficult to “soak” up bumps i.e. the suspension could not comply with road irregularities. This will cause the wheel to hop and lose traction. Additionally, a lot of bump energy is transferred to the rider. A bit less compression works for cornering at times, allowing the tyre to absorb the bumps and “dig” into the road (better mid-corner stability, too).
Rebound damping is opposite to compression damping. It regulates how quickly or slowly the wheel returns to its normal position after compression. Too much rebound will cause the suspension to “pack up,” as in it returns too slowly and that end of the bike will feel loose as the wheel stays up too long from its optimal position. Too little rebound, conversely, causes the wheel to be pushed back down too quickly (“packing down”) and the bike will feel harsh.
Too little rebound can be confused with too much compression but pay attention to whether the “hit” is felt immediately when you contact a bump or just after it. If it is felt immediately when you hit a bump, it is due to too much compression (or a spring that is too hard). Conversely, if the bump is felt after contacting it, it is due to too little rebound damping.
So, adjust the preload to obtain the correct sag (30 to 40 mm or 1/3 of total suspension travel) and ride height, compression damping for bump absorption and rebound damping for how the wheel returns after bump absorption. Understanding this will do wonders to the handling of your motorcycle.
Although suspension settings are subjective as every rider has a different comfort zone and riding environment, personally, I always like to set both compression and rebound damping on the softer side, and work my way up, using the factory (stock) setting as the baseline. An overly soft setting is more forgiving than overly hard one, as the former is more pliant while the latter is harsh and unforgiving, which could lead to extreme occurrences such as tyre slides and tank slappers.
You can learn more about this in the TOC Automotive College’s Superbike Technician Course. Please visit TOC Automotive College’s Facebook page or their campus (map below) or call call (+603) 7960 8833 for more information. Likewise, you can find more information about the TOC Bina Bakat Program here, or email info@toc.edu.my. Please click on this link for further information on the TOC Superbike Technician Course.
You may also visit Most Fun Gym for off-road training, as it improves your riding skills for all riding conditions. Please call +6012-2072516 for more enquiries or to book an appointment.
While modern motorcycles are as reliable as the atomic clock, that doesn’t discount emergencies.
It’s always best to be prepared for the worst.
Roadside motorcycle repairs are almost extinct in these times as motorcycles become ever more reliable. However, that doesn’t rule out breakdowns due to say, minor accidents (touch wood!), such as experienced by this writer during the recent GIVI Rimba Raid Mat Daling.
Time to break out the tools kit.
This is no time to discover that either you’ve got no tools or crappy and/or inadequate ones that came with your bike (depending on the manufacturer).
Here are Ten Must Have Tools. You could choose to store them under your bike’s seat or in the tool box, but best to we ride while adhering to the Scouts’ principle of being ready.
Multi-tool
A multi-tool is always handy as it combines many tools into one compact package. You’d usually find a knife, a pair of pliers, a pair of screwdrivers with different heads. Do get yourself a sturdy set such as those from Victorinox (the ever-popular Swiss Army knife), Gerber or Leatherman.
The caveat of a multi-tool is that it only contains basic tools, leaving out the wrench, among others.
2. Screwdrivers
The screwdrivers included with multi-tools are too short, thereby lacking the torque to turn stubborn screws, besides being unable to reach difficult places. You ought to include a pair of 15cm (6”) long Phillips and straight-edged screwdrivers under the seat. Also, best that they have magnetic tips to help you in retrieving metal objects.
3. Pliers
You may already have a multi-tool, but it’s still best to have a dedicated pair of pliers under the seat, in case you forget the multi-tool. We prefer the needle-nose (long nose) variety as it could fit into tight spaces. Do choose the pair with a sharp and strong cutter.
4. Allen/Hex Keys
Most bikes use both normal screws in combination with allen or hex (usually called “flower” locally) screws. Yes, you can find an entire set contained in a flip-out style holder, but we recommend that you obtain ones with long handles for the necessary torque. Additionally, find those with ball-ends as they slot in easier at acute angles. You can bring those corresponding to the sizes of the screws on your bike and leave the rest at home.
5. Adjustable wrench (spanner)
Honestly, we abhor the adjustable wrench as it never fits a bolt or nut exactly, leading to rounded bolts and nuts. Yet, it’s the only tool you could turn to when you don’t have enough wrenches or sockets. A locking type is recommended as it frees your hands to work on other things.
6. Wrenches (Spanners)
How could anyone leave these out? You don’t have to buy from the smallest to the largest, instead have those sizes on your bike. Please don’t be cheap when you shop for wrenches (or any tool for that matter) as low-quality ones with have you crying over rounded bolts and nuts.
7. Puncture repair kit
Every motorist, motorcyclists included, should learn how to fix a flat tyre and carry a set of puncture repair kit. Sure, you could call for assistance but what if you had a flat in some deserted location without telephone service. At night. We found this Oxford tyre repair kit in Hodaka Motoworld.
8. Torchlight
You could argue that any mobile phone has a torchlight function. Very true. But you need one hand to hold on to it or place it on somewhere secure. A headlamp is best. We found compact, bright, weatherproof and long-running LED ones from Energizer here in Malaysia.
9. Cable ties
No tool pouch or toolbox is complete without cable ties. You could repair just about anything with them, such a dropped number plate, loose bodywork, etc.
10. Duct Tape
No ducks were harmed in making duck tapes. Hahaha. Sorry, just a little joke. Duct tapes are excellent for temporarily repairing leaks for example a hose (hence the name “duct”) or patching up small leaks.
TV sitcom Happy Days portrayed the ideal American life in the 60’s.
One memorable character was “The Fonz.”
He was shown posing on a 1949 Triumph TR5 Trophy which was auctioned last month.
Long before The 70’s Show celebrated life in the Baby Boomer, another TV sitcome called Happy Days celebrated the Swingin’-60s. Some of you may well remember a colourful (well, black leather is colourful for us bikers) character called Arthur Herbert Fonzarelli (played by Henry Winkler), better known as “Fonzie” or just “The Fonz.”
The intro of the show had The Fonz posing on a motorcycle, with his signature pose and “Ayyy” tagline. Other characters included “Richie Cunningham” which was played by a certain Ron Howard.
Fonzie and the Triumph were so famous that they even sparked a model kit.
That motorcycle The Fonz posed on was a 1949 Triumph TR5 Trophy, when it was not too unlike the Bonneville but focused more on all-terrain riding. Yes, before the Trophy became a tourer. It was made from 1949 to 1958, powered by a 498cc OHV parallel-Twin.
The Fonz on the Triumph – invaluable.com
Although The Fonz epitomized the 50s/60s cool of being on a bike, Winkler didn’t actually know how ride very much. Hence, he was only filmed mostly posing on the bike and riding it a little; the sound of a motorcycle was inserted during scenes when he arrived at the Cunningham house. There were three bikes used for the show, but Winkler preferred the Triumph because it was the lightest (easier to balance).
On a side note, this particular Triumph wasn’t any other Trophy, as it was customized by Bud Ekins. Yes, the stuntman who stood in for Steve McQueen’s heroic and iconic motorcycle jump over the fences of the PoW camp on a Triumph TR6, in the movie The Great Escape. Ekins customized The Fonz’s TR5 Trophy with a silver paint job, new handlebar and removed the front mudguard.
The Fonz’s 1949 Triumph TR5 Trophy – www.mirror.co.uk
The bike was part of an exclusive Julien’s Auctions Hollywood Legends auction at Planet Hollywood in Los Angeles last month. Other items included Han Solo’s blaster from Return of the Jedi, the Evil Superman suit from Superman III, a 1969 Harley-Davidson Electra Glide owned by Marlon Brando and a 1987 Harley-Davidson Heritage Softail Classic, among other legendary Hollywood paraphernalia.
Fonzie’s Triumph was expected to fetch between $100,000 to $200,000. The hammer fell on S179,200.
TOC and SIC have partnered to develop talents through Bina Bakat program and Superbike Technician Course.
The announcement was made with Hafizh Syahrin, Adam Norrodin and Zulfahmi Khairuddin in attendance.
The partnership augurs well for both parties as SIC is actively expanding into motorsports.
As we’ve reported on previous occasions, the TOC Automotive College (TOC) is providing a loan for students aspiring to be certified superbike technicians through a program called, “Bina Bakat (Talent Development).” (Please click here for the full article.) Now, to provide graduates opportunities for greater job placement portfolios, as the college has announced their partnership with the Sepang International Circuit (SIC).
This augurs well with SIC as the world-class motorsports venue’s management has expanded their reach into two-motorsports by running their own MotoGP team next year, after SIC tied up with the Angel Nieto Team and Yamaha to run the manufacturer’s satellite team beginning 2019 (please click here to read the full news). Besides that, SIC has also set up a Talent Cup to develop young racers in Malaysia, managed by Zulfahmi Khairuddin.
This is on top of Hafizh Syahrin making the jump to the MotoGP premier class this year.
Dato’ Ahmad Razlan Razali, the CEO of Sepang International Circuit said that such expansion requires certified and skilled mechanics, who are disciplined in their work ethics. He is confident that these are the very sort of technicians who are produced by TOC through the Superbike Technician Course, which also encompasses motorsports as part of their syllabus.
Indeed, as part of TOC’s “Enriching Lives” theme, the college seeks to provide the best talent development program through Bina Bakat. The program builds the students’ development path through 80% practical work, preparing them for potential job placements after graduation. Obviously, SIC is an attractive goal for many students.
To rehash, Bina Bakat program offers 100% education loan to eligible student to follow the Superbike Technician Course. They will then repay their loans after they have found job placements.
The announcement was made during a special get-together event at the TOC Automotive College’s campus in Petaling Jaya. Present were Hafizh Syahrin (MotoGP), Adam Norrodin (Moto3), Zulfahmi Khairuddin (Team Manager), Dato’ Ahmad Razlan Razali, Oh Kah Beng (TOC Motorsports Director), Jeffrey Oh (Oh Kah Beng’s brother and co-ordinator for the Asia Talent Cup and British Talent Cup) and Habibtullah Fuad Mohamad (Moto2 Mechanic), among other dignitaries and well-known figures in Malaysian motosports.
The guests were given a guided tour of TOC’s facilities and they signed autographs for their fans after the press conference.
Please visit TOC Automotive College’s Facebook page or their campus (map below) or call call (+603) 7960 8833 for more information. Likewise, you can find more information about the TOC Bina Bakat Program here, or email info@toc.edu.my. Please click on this link for further information on the TOC Superbike Technician Course.
The BMW R 1200 RT fits in between the sporty S 1000 XR and full-dress K 1600 tourers.
It is powered by the same 1170cc Boxer in the R 1200 GS.
Priced from RM 118,798.77 with 0% GST.
The BMW RT (Reise-Tourer or travel tourer) has had a long history, starting from the first R 100 RT in 1978 to this latest 2018 R 1200 RT. So, yes, it’s the RT’s 40th anniversary this year. By the way, the R 100 RT was the touring variant of the first fully-faired production motorcycle, the R 100 RS, which singlehandedly launched the sport-touring segment.
1978 BMW R 100 RT – courtesy of uniongaragenyc.com
The current lineage of the R 1200 RT, however, began in 2014 with the introduction of the wasser-head (liquid-cooled) Boxer; and instead of just stuffing the new engine into an old bike, BMW redesigned the RT wholesale (side-by-side with the new R 1200 GS). New seats, seating position, fairing, instrumentation, and frame were fitted or updated.
2014 BMW R 1200 RT
It was also at this time when BMW added options such as Dynamic ESA (Electronic Suspension Adjustment), Shift Assist Pro (for both up- and downshifts), central locking system for the luggage and storage compartments, low and high seats cruise control, and keyless ignition (from 2015).
There were further updates to the R 1200 RT in 2017, albeit minor. BMW fitted a judder damper to the transmission’s output shaft, along with a revised selector drum actuator, transmission shafts and transmission shaft bearings (the R 1200 GS received these updates, too).
Other standard features include ABS Pro, heated grips and seats, ASC (Automatic Stability Control), Riding Modes (Road/Rain), Stepless Adjustable Power Windshield, On-board Computer Pro, height adjustable rider’s seat, LED signal lamps, LED taillamp, besides others.
Styling wise, there’s no mistaking the R 1200 RT for any other motorcycle. The large front section carries the large headlamp cluster which consists of the central low-beam flanked by a pair of massive high-beam projectors; who are themselves ringed by BMW’s signature LED halo-rings.
The rest of the body panels are sharp and consist of “panels” to deflect around the occupants. BMW routes the hot air from the split radiators through cleverly designed holes on each side away from the rider. Other smaller bodywork panels hide the rear parts of the engine and rear shock.
The handlebars are fixed in just the right position as you reach out for them. This is where the fun starts.
The 1170cc flat-twin fired up with that signature Boxer vroom and settled down to a drone with just a touch of vibration to let you know it’s alive. Give a blip and the Boxer vrooms, accompanied by a slight twitch to the right.
Pressing the INFO button scrolls through all the menus to setup the bike, including ESA preload (rider, rider with luggage, two-up), ESA damping settings (Soft, Normal, Hard), travel information (tyre pressure, fuel consumption, fuel range, etc.), audio, and many more. The rider uses the Multi Controller wheel to pick and confirm the sub-items.
The button next to it is for adjusting the windshield’s height. The windshield will lower itself automatically to its lowest position when you kill the engine and raises itself automatically to your last setting when the bike starts to roll. Lovely. The windshield provided a wonderfully turbulence-free zone around the torso and I could hear the stereo clearly at high speeds (depending on helmet).
For a peace of mind, I pressed the remote storage locking switch to lock the panniers and the storage compartments in front of the handlebars, regardless if I had left the panniers’ unlocked. An audible mechanical whirr and a symbol of a key on suitcase lit up in the instrument panel as confirmation. This is brilliant as in case you forgot to lock the storage.
First gear still engaged with the familiar clack. Slip out the light clutch lever and you’re under way on a stream of smooth, smooth torque. The bike pushed forward quickly but very, very smoothly and the new shifter mechanisms worked as the gearshift was light, smooth and noiseless. Coupled with the aerodynamics, you wouldn’t notice the acceleration until you glance down to find yourself riding at 130 km/h or beyond.
I was apprehensive at first when I approached cars on either side at the traffic lights, but I soon learned that there’s ample space to fit the wide front end through; and once the “head” got clear, the rest of the bike followed through. Plus, the RT has such an imposing presence that almost any vehicle gave space. Otherwise, I’d follow the vehicle for a short distance and use the engine’s torque to pass when the opportunity presented itself.
What’s the hurry, anyway?
I’ve got a great sound system to listen to and plenty of settings to entertain myself with. Additionally, everyone stared at me in admiration (read: awe), especially when the design looks this good and painted in this new Mars Red Metallic and Slate Metallic Matte scheme. They scanned the bike from the front to the rear, up and down and craned their necks to peek at the impressive instrument cluster.
Again, when it’s time to get going, the R 1200 RT got going without delay. Vrooom, and you’ve pulled clear even in top gear. We’ve rode the bike to its top speed which was beyond ahem, 200 km/h while sitting straight up! No turbulence, not headshake, no weaving. Amazing.
It was the handling which helped with urban riding. This is where the DNA of the R 1200 GS and R 1200 R shone through. The bike was light on its feet without feeling nervous, so you could confidently flick it around as you shoot into spaces in traffic, relying on the engine’s torque for a quick boost and the superb brakes to slow you down. The front brakes are linked to the rear’s ad the bike entire bike squats down when you clamp down hard on them, eliminating crazy wiggles and wobbles.
A soft tap on the handlebar was enough to change the bike’s direction, despite the “touring” 26.4o rake, 116 mm trail, 1485 mm wheelbase and 276 kg wet weight. It almost made no sense how well the R 1200 RT handled given its spec sheet figures. In fact, it was very much like riding a scooter. Make that a much better handling and braking, and stable scooter. I’ve never felt tired even after riding through the morning and evening rush hour traffic along Jalan Tun Razak.
No wonder many law-enforcement agencies around the world use the BMW R 1200 RT!
But there’s no mistaking the RT’s natural habitat. Out on Karak Highway, apart from the feedback in your hands and bum, you might as well think you’re riding in a BMW 7-Series. Sure, the Dynamic ESA returned hard kicks when hitting sharp bumps, but it performed well nonetheless. It gives you more time to admire the countryside as you ride relaxed – even at high speeds.
It wasn’t just about going straight either, for the RT could turn and burn, too. Of course, not as fast as a sportbike, but I could surely hang with most sport-tourers. The only way you could get it totally wrong is to bottle it up and panic. Have confidence in the front-end and you’d be rewarded with peg-scratching cornering everytime.
The R 1200 RT also performed remarkably well up Genting Highlands. The test bike was fitted with Michelin Pilot Road 4 GT sport-touring tyres and they gripped even over wet roads and loose dirt. A late-night ride up demonstrated the high-beam headlamps’ power in cutting a swath of light through the fog.
What’s a touring bike if it can’t carry luggage, right? Worry not. Those panniers could accommodate a full-faced helmet or a 15-inch Macbook Pro in a backpack each, while still leaving lots of room for everything else. Install BMW’s 49-litre top case and you could ride anywhere.
Lastly, a 25-litre tank could go as far as 500 km if you ride smoothly. Combined consumption through city congestion and spirited highway blasting lowered it into the lower 400’s. Still a good feat for a big motorcycle.
In conclusion, the BMW R 1200 RT is the luxury touring model which slots in between the sportier S 1000 XR sport-tourer and the K 1600 series full-dress tourers. I wouldn’t call it a compromise between the two extremes; rather, the RT has its own distinctive character as a long-distance runner which endears itself to you very quickly with its great comfort, performance, great looks, typical BMW quality and fuel economy.
Priced from RM 118,798.77 (with 0% GST), it is exactly cheap for a person such as me and am convinced beyond reasonable doubt that I would like to own one in a heartbeat if some kind soul decided to donate some money my way.
As more cars are being fitted with anti-collision systems, Ducati is also developing theirs.
Developed together with Audi, the system uses the 5G network.
The system will warn the rider about upcoming danger but may apply the brakes automatically in the future.
Every motorcyclist knows that a collision with another vehicle sucks, but we push the thought to the back of our minds, like smokers who are aware of the dangers of smoking. Ducati aims to reduce the number of collisions with a new technology they developed together with Audi.
Called the Cellular Vehicle-to-Everything (C-V2X) tech, it builds a picture of vehicles in the vicinity to provide situational awareness. It works over the developing 5G mobile network.
Ducati and Audi recently demonstrated the system’s controlled collision avoidance by using a Multistrada and two cars. The vehicles communicated with each other to avoid the impending disaster. There were two types of assistance, called Intersection Collision Warning and Across Traffic Turn Collision Risk Warning.
Key points of C-V2X
Ducati Advanced Radar Assistance System reads the road and monitors multiple vehicles simultaneously.
It senses slowing vehicles and warns the rider of a potential problem. It may reduce speed or brake automatically in the future.
A rear radar system detects obstructions in the rider’s blind spot and highlights it in the rear-view mirror.
Ducati and Audi say all vehicles will communicate with each other in the future and avoid collisions autonomously.
The technology also seeks to communicate with roadside obstacles such as traffic lights, road signs and speed limits.
The system provides warning to the drivers and rider of the dangers at this moment, but further development could see vehicle autonomy being gradually fitted to motorcycles. Autonomous cars are starting to come into the market as we reported previously (click on the link below for more information).
The systems in cars automatically applies the brakes to avoid a potential collision even before the driver is aware of a problem. This solution is not only available in luxury cars as the new Perodua Myvi is equipped with an earlier iteration of the system.
While pundits may be scoff about autonomy, remember that the ABS was also derided when it first came into the market. But it is now the single component that had saved the most lives.
The new Ducati Panigale V4, V4S, V4 Speciale mark the manufacturer’s departure from their trademark V-Twin sportbikes.
The Panigale V4 is set to bring the Superbike World Championship title back to Italy.
We tested the Panigale V4S during the Ducati Racing Experience (DRE) at SIC.
Standing before the Ducati Panigale V4S in the Sepang Circuit pitlane, am having trouble inserting my earplugs. It had seemed like my ear holes constricted in the last 30 seconds.
I looked at my hands. They were quivering, while the blood red Ducati seemed to squint and taunt, “Ride me if you dare.”
It’s probably a well-known fact to the extent of being passé now. The Ducati Panigale V4 is the Borgo Panigale-based manufacturer’s weapon for reclaiming the coveted Superbike World Championship title.
Ducati had dominated the production-based championship with the V-Twin engine. Beginning with Raymond Roche’s first title win on the 851 in 1990 and the last by Carlos Checa on the 1098R in 2011, Ducati won 14 rider and 17 manufacturer titles during those 24 years.
However, rule changes in the series had swung the favour back towards 4-cylinder motorcycles. Current Ducati riders kept finding themselves outgunned on many occasions and had resorted to over-committing to compensate for the lack of power.
Well, Ducati isn’t one to sit still while allowing their supremacy being stomped on.
In terms of out-and-out power production for a specific capacity, the V-Twin had reached the end of its development path. Ducati had probably tried all the possible solutions in wringing the last bit of performance over the years, apart from retaining the engine format as a signature, but there’s just no way to push on something that will not yield.
So, turning to their race winning experience in MotoGP, Ducati decided to go the V-Four route.
There will be two engines, one for road use and another for racing which will be unveiled later for the 2019 SBK season. The former which we tested here is hence called “Desmosedici Stradale” meaning Desmodromic 16-valves (“sedici” in Italian) Road.
The Desmosedici Stradale displaces 1103cc and produces a whopping 214 bhp @ 13,000 RPM (226 bhp with race kit) and 124 Nm @ 10,000 RPM. That’s a great 3,000 RPM spread between peak torque and horsepower, meaning that the engine has a flexible power curve, instead of being peaky like the 1299 it replaces.
Being a 90o V4 means it has a natural balance it and doesn’t incur power and weight penalties from using balancer shafts. It also makes the engine much more compact, allowing the engineers to place the engine for more optimal weight distribution within the frame.
The crankshaft counter-rotates, spinning “backwards,” opposing the rear tyre’s rotation. This is a direct influence from Ducati MotoGP’s bikes. The spinning and reciprocating masses inside and engine create their own inertia and gyroscopic effect, adding to the rear tyre’s. Having a counter-rotating crank hence negates some of these forces, resulting in a bike that is easier to turn and rein in that raw power from inducing wheelies. GP aficionados will tell you that Honda did exactly this on their NSR500 two-stroke GP beast.
Ducati calls the new engine’s firing order “Twin Pulse” as it fires first the left bank of cylinders, then the right, replicating a V-Twin’s. It gives the bike a unique aural and handling character.
Ducati wanted a compact engine despite gaining two extra cylinders, so they turned to magnesium alloy covers for the cylinder head, clutch, stator and oil sump. They ended up with an engine that’s only 2kg heavier than the V-Twin 1285cc Superquadro.
Other features include variable length intake funnels, dual injectors per throttle body and oval throttle bodies.
The chassis department has also received changes, accordingly.
Instead of the monocoque design used by earlier Panigales, there is a now an aluminium “beam frame.” But it only extends a short way from the headstock.
A peek inside sees the engine being rotate upwards (by 42o). As such, the entire engine could be moved further forward, allowing for a longer swingarm. A longer swingarm promotes stability by keeping the front tyre on the road longer, allowing the bike to hug the chosen line even when power is applied.
Since this is the “S” version, it uses the electronically-controlled Öhlins suspension front and rear. The system monitors suspension movements and damping up to 100 times per second. Sure, that’s what most electronic suspensions do these days, but here’s the main difference. Instead of just letting the ECU choose the rates based on ride mode, the Panigale V4S’s system lets you work on objectives i.e. what do you want to achieve. For example, you could specify more stability under eye-popping hard braking, plus more stability in mid-corner, less rearward weight transfer under hard acceleration, etc. On a “manual” suspension, on the other hand, you could only tune the suspension for one, maybe two characteristics while the rest are compromises at best.
The rear shock has been moved to the traditional central position, since there’s more space.
The front brakes use the latest Brembo Stylema monobloc calipers that are 70g lighter per caliper, yet more rigid. They grip massive 330mm discs.
Enough. Enough of tech talk (yaaawwwnn), let’s ride.
I took a long hard breath to calm my nerves and stuck the earplugs in, at last. Riding a sub-200 bhp superbike is already crazy enough, this one is above 200 bhp.
Sitting position is bang-on Panigale, so you won’t feel out-of-place if you switched over from the V-Twin. The seat was much suppler, however.
The V4 fired up and sounded… wait, have DRE put me on the wrong bike? Why did it sound like a Twin? I looked down and my gaze met a massive aluminium structure below the top triple clamp. Owh, it was the V4. When Ducati said the engine fires like a V-Twin times 2, they weren’t joking. The ride mode was set to “SPORT.”
My group’s Ducati Racing Experience (DRE) instructor, one uproarious Spanish racer named Carlos Serrano flashed a thumb’s up and we were underway.
The bike pulled hard but err… smoothly from the pit exit and we leaned into Turn One without touching the brakes. Turn Two had always scared me due to the bumps at the braking point/entry and the blind apex, so I approached it with some trepidation, but the Panigale V4S ran over those bumps and holes like a sport-tourer. What the…? I had expected to be bumped around the seat and my arms punched into the shoulder sockets.
Through the faster turns, i.e. 3, 5, 7, 8, 10, 12, and 13, I had already gone faster than I even did before, but it was as if those were just straights with the bike leaned over. I fed in power smoothly as on other bikes but the bike actually yawned!
There were still a few wet patches hugging the inner parts of the turns but the bike flew over them as if they weren’t there.
Down into hard braking areas such as Turns 1, 4, 9, and 15, a single-finger pull on the brake lever was enough to haul the bike down from insane speeds. I found myself constantly over-braking and too early in the first session.
And did I mention the bike actually felt… comfortable? Where were the mid-corner bumps in Turns 2 and 9? Did SIC resurface the track last night?
I felt disoriented as we headed into the pit entrance after 5 laps.
As with every DRE, critique and instructions followed after every session. Serrano commented that we were turning into corners too early. One participant commented that aiming for the apex that late meant that we had to quick flick the bike, risking losing the front. Serrano smiled, closed his eyes and wagged his head, “No, no, don’t worry, this bike can do it. Just snap it over.”
He also mentioned that we were slow in getting back on the throttle. All of us spoke up that it’ll either cause the bike (read: other than the Panigale V4S) to overshoot or slide the rear tyre. Serrano repeated his smile-close-eyes-wag-head routine, “Don’t worry, just open.”
Okay. Flick in late, open throttle early. Got that.
Out on track for the second session, all of us “just open.” Oh my. The bike picked up so much speed in mid-corner that would have other bikes jumping the curbs and headed to KLIA in a hurry.
And I was still braking too hard, too early! Grrrr! I didn’t matter if we were blasting down the back straight at 280+ km/h, braking just after the 200m marker was a waste of time. I had to get back on the throttle by the 50m mark. Besides that, I’d usually trail the rear brake a little to keep the rear in check, but it was optional on the Panigale V4S.
I was upset at myself for being so slow when we went back in again. Truth is, I was sure I had gone faster than ever before yet, I just couldn’t find the limits of the bike. It actually boiled down to being too used to sportbikes that are akin to holding onto The Rock as he thrashes around.
No, it wasn’t about lack of feedback on the V4, for there was plenty. But it was how compliant it felt that fully confused me. Make no mistake, this is a positive point for regular sportbike riders and track day junkies. As opposed to other bikes, the Panigale V4S doesn’t wear you down.
I switch to race mode for the next session. This time, the bike’s acceleration was absolutely brutal, even in mid-corner! Don’t get the wrong impression, though, because while it accelerated like rocket sled, it was incredibly smooth, unlike something which left your brain 100m behind. Now you know why I was confused.
I was confident enough to trail brake into the corners and the feedback at the brake lever and handlebar was solid. The bike waggled a little as I sat up for Turns 15 and 1 but it never ever felt like things were going to get out of hand. Forget the internet, this was way more entertaining.
But we only had the morning session and I almost did an extra lap during the last session as I have having so much fun. I walked away feeling a little unsatisfied, however, as I never managed to sniff, much more explore, the bike’s astronomical limits.
The conclusion I could safely draw is this: The Ducati Panigale V4S is easily the fastest superbike out there, but it’s also the easiest to ride (super) fast.
For more pricing details and to view the bike, please visit Ducati Malaysia.
PICTURE GALLERY
Aluminium has replaced the monocoque structure on the Ducati Panigale V4
101 participants accepted the challenge to put their skills on the line in going up against fellow competitors in this all-make event.
Participants and their teams had started setting up their pit area and motorcycles from as early as 7am, accompanied by a constant stream of registrations right up to the start of proceedings. Race series sponsors such as Gracshaw and Shizens (facial care products, whom Gabit is the Brand Ambassador) had also set up their wares for display and branding.
KTM Malaysia’s Sungai Buaya track layout had been altered to provide an even greater challenge to the riders eliminate advantage through familiarity. KTM Malaysia’s factory rider Gabit Saleh and trials rider Acoi Pangkolo has worked throughout the week and night before the event to ready the track. The former laid out the enduro zones such as hill climbs, jungle tracks, whoops and jumps while the latter prepared the obstacle zone complete with large tyres and log crossings. The lap distance had been expanded to approximately 6-km long.
A safety briefing was carried out before the start of the race and competitors had their bikes fitted with transponders to accurately log their times.
The weather was hot and dusty throughout the day.
ED5 – CubCross Open
Proceedings got under way with the “smallest” class. As the name implies, these motorcycles started out as underbones, better known as kapchais, and were modified to carry longer travel suspension and among other things for off-road duties.
Being “Open” means a competitor could bring any Cubcross bike regardless of engine capacity or type.
Ahmad Kamarul Munir (#50) took the holeshot at the start and left everyone in the dust with a comfortable lead at the fall of the chequered flag. Hafizi Bin Usman (#78) crossed the line in second, while Ahmad Jafri Bin Razali (#22) completed the podium.
A total of 13 riders took part in this category.
ED4 – CKD Open
This class is meant for locally-assembled dirtbikes. As such, it was inundated with Kawasaki KLX150 and KLX250s. 23 participants took to the starting grid and they were given 30 minutes to complete as many laps as possible.
There was a fight for the lead began from the start. Besides that, the action soon got very entertaining for the crowd as the riders started making mistakes after mistakes. The logs proved especially troublesome for the 150s due to their low ground clearance.
Muhamad Amirul Bin Ramli (#42) pipped Muhammad Faiz Zulhilmi Bin Fasli (#94) by just 0.7 seconds at the finish line.
while Ahmad Kamarul Munir crossed the line less than 0.5 second behind the no. 2 placed man.
ED3 – Veteran Open
Action continue afterwards with the Veteran Open category, which is open to riders above 40 years old. The class saw a total of 18 riders. They were allocated 30 minutes plus 1 lap.
Asdin Udin led from start to finish, taking the checkered flag almost 2 minutes ahead of Richard Lim and 3 minutes from Mohd. Sanusi Bin Mohd. Yaman.
ED6 – D-P Rally
The D-P Rally (dual-purpose rally) is a new addition to the KTM Malaysia Orange Enduro 2018 series and is open to adventure motorcycles 650cc and above, attracting 11 entries.
Most of the participants had just completed the GIVI Rimba Raid Mat Daling jungle rally last weekend.
Ahmad Daniel Haiqal made a lightning start and rode with his trademark aggression ahead of Wong Chun Hing (better known as Bee Wong).
But Bee ran into a hole too hard and overstretched his chain, causing to slip repeatedly off the rear sprocket. He had no choice but to stop his KTM 1190 Adventure for repairs while other competitors passed him.
Ahmad Daniel Haiqal kept pushing hard on his Ducati Multistrada 1200 Enduro but a mistake relinquished his lead to Shamsul Azhar Abu Hazim (Acoi Pangkolo). The latter started riding harder after that point to open up a healthy gap all the way to the finish.
Bee then pushed hard to repass the field, save for Shamsul and Haiqal to finish third.
ED2 – KTM Open
This category is open to KTM dirtbikes only.
Ahmad Daniel Haiqal also participated and went on to win some 45 seconds ahead of Lai Wai Seng and 3 minutes ahead of Muhd Hazim to capture the second podium of the day.
With 24 entries, this class is an indication of the number of KTM dirtbikes in circulation.
However, the hot and dusty conditions took its toll on many riders; there were 8 non-finishers.
ED7 – Women Enduro
As with the D-P class, the Women Enduro category is a new addition to the KTM Malaysia Orange Enduro 2018. The category is directly sponsored by Malaysian comedian and celebrity, Achey Bochey, who is an enduro rider himself.
There were just two registrations in the morning but the number of participants increased to 9 by the start of the race.
These ladies could not only ride but race too. The trio of Nur Haziyah Bt. Ramli, Nor Hasinah Mohamed and Siti Noor Safira Binti Mustafa were locked in a battle from early on, but it fizzled into a straight fight between Nur Haziyah and Nor Hasinah.
Nor Hasinah had led most of the race until she made a mistake which put here down and was passed by Nur Haziyah who romped home to take the win.
ED1 – Open Category
This is the premier category of the series, which attracts the top off-road riders in the country, including the aforementioned Ahmad Daniel Haikal, Muhammad Khairul Afif and Muhd. Habibullah Muhd. Saleh @ Gabit, among a total of 15 riders.
The action was fierce between the three in the early part of the race, before Haiqal pulled out a large lead from the rest of the field. But again, a mistake cost him dearly; to which Afif and Gabit capitalized on. However, both riders took it easy by the latter stages of the race, allowing Afif to win from Gabit by 10 seconds. Haiqal recovered to finish third, a distant 2 minutes behind.
Conclusion
The KTM Malaysia Orange Enduro has shown that off-road competition is healthy in Malaysia as the number of competitors are increasing by each round. KTM Malaysia’s decision to organize the Orange Enduro is also a positive gesture in allowing enthusiasts and pros to the opportunity to race and gauge their standards, regardless of the brand of motorcycle they are riding.
In fact, other manufacturers do not even organize their own off-road events on such a scale, despite the level of enthusiasm displayed at the Orange Enduro, including the dual-purpose and women’s categories. Look at how many participants signed up for the GIVI Rimba Raid Mat Daling the week prior.
There was also a huge turnout of spectators, which easily outnumbered the participants by 2:1.
It’s time for other manufacturers to step up to the plate.
As motorcycles become ever more complex, technicians of higher knowledge are in demand.
More and more owners send their bikes to official workshops due to that complexity.
TOC Automotive College offers the Superbike Technician Course geared towards that goal.
Believe it or not, one of the greatest challenges of superbike ownership in Malaysia – and probably globally for that matter – after acquiring the bike of your dreams, is where to get it properly maintained. The bike industry is no different from the car industry when it comes to repairs and maintenance, with many owners either taking their pride and joy back to the official importer, or to someone they are familiar with at a workshop they’ve been going to for years and years.
Add to the fact that the motorcycle scene in Malaysia has been growing steadily over the last few yearswith so many new superbikes from various bike-makers have being introduced in rapid succession, there has never been a time when certified and qualified superbike mechanics were more in demand than right now.
Please click on the link below to know why it’s important to have certified technicians working on your bike.
And on a more personal note, we all have that one favourite superbike technician that we consider “a friend” and whole-heartedly recommend our fellow bikers to take their bikes to when they have a problem don’t we? So who’s to say that technician couldn’t be you! It’s a growing market that doesn’t show any signs of slowing down, and here’s your chance to be part of it…
TOC has developed a special “Superbike Technician Course” (SBC) to assist in what can only be described as a rapidly growing industry, as aforementioned.
The TOC SBC is made up of three levels of academic and career development, and all one needs is a minimum Form 3 education to apply for this 18-month course, which includes practical work-experience with TOC’s industry partners. The levels include:
Level 1:
Motorcycle workshop safety
Application of related study
Basic metal work and introduction to motorcycle technology
Power generation system (engine)
Repair and maintenance of motorcycle fuel & ignition systems
Supervised Industrial Training (SIT 1)
Level 2:
Repair & Maintain motorcycle engine systems
Power transmission system
Chassis – steering & suspension systems
Chassis – braking systems
Motorcycle service and maintenance
Supervised Industrial Training (SIT 2)
Level 3:
Motorcycle electrical systems
Drivability & Performance testing
Transmission system overhauling
Engine overhauling
Elective Programmes on specific motorcycle brand
Supervised Industrial Training (SIT 3)
Furthermore, upon completion of the 3-level course, career opportunities will abound in the fields of the motorcycle manufacturing industry, motorcycle assembly plants, motorcycle spare parts stores, motorcycle dealerships, motorcycle service & repair shops, Superbike Technician, or you can start your own motorcycle service and repair workshop.
Interested? Refer to the flowchart below to see the process from the start of your journey to become a Certified Superbike Technician with TOC!
So what are you waiting for? If it has always been your dream to work in the motorcycle service line, or to start your very own motorcycle workshop, then this is the perfect platform to get you started on the path to achieving your dreams. Don’t wait, find out more about the TOC Superbike Technician Course at www.toc.edu.my or call (+603) 7960 8833 for more details.
To know more about TOC’s Superbike Technician Course, CLICK HERE! (Link to the link below)
