It’s the “touring month” again as riders tour around Malaysia or head into Thailand.
Long-distance touring needs planning.
Here are items to make your touring experience something more safer and more fun.
The month of April is here and it’s time for some touring, around Malaysia, but usually to Thailand. Yes, it’s time for the Phuket Bike Week and Songkran (the Thai new year).
It’s during March and this month that the winds and tides hitting the Thai west coast are still benign, as the monsoon season starts in mid-May, which brings heavy rain and higher surfs (and lots of debris) to the beaches.
Songkran
Also, as the holy month of Ramadhan is in May this year, you can expect many more Malaysian riders rushing north during this month.
But long-distance touring shouldn’t be carried out without proper planning – you can’t just hop on your bike and ride to Thailand like how you ride to Karak for nasi lemak. For one, you need the necessary documentation if you ride into Thailand, and you should bring along these items when you tour.
1. Cable Ties (Zip Ties)
The cable tie is probably the most universally useful item you should never ride without. It serves almost any purpose during emergency roadside repairs. Brake pedal dropping out? Cable tie it. Bodywork came loose because the fastener had gone down the rabbit hole? Cable tie. Number plate screws fell out? Cable tie. Snapped your shoes laces? Cable tie. Etc., etc., etc.? You got it – cable tie!
Cable ties a.k.a. zip ties
2. Duct Tape
Along with the cable tie, duct tape is indispensable. It’s especially useful as a temporary repair for tears. We’ve used it on a riding boot which mimicked a “crocodile’s mouth” (the sole split open). Sealing pants legs to prevent water getting in. As a bandage by wrapping it around a piece of cloth placed on a wound.
Duct tape
3. Bungee Cords and Cargo Nets
Always ride with at least one bungee cord under the seat and use it to tie down extra luggage.
Bungee cords and cargo nets – from bikebandit.com
4. Tool Kit
Depending on your bike’s manufacturer, what’s supplied may not be enough. There are plenty of tool “packs” offered to bikers these days. Get a set that includes wrenches and Allen keys for the majority of fasteners on your bike.
Cruz Tools – from Revzilla.com
5. Tyre Repair Kit
Never, ever tour without a tyre repair kit. Along with a mechanical breakdown, a tyre puncture destroys your hopes of a wonderful holiday in no time err… flat. Get a kit with CO2 inflation canisters.
Tyre repair kit – from ebay.com
6. First Aid Kit
Almost no rider carries one, for some reason. GIVI offers a set the size of a thick wallet, so it’s easy to carry in your backpack, tankbag or waist pouch.
GIVI first aid kit – from givi.it
7. Chain Lube
The chain needs to be lubed every 400 km or so. Most makers offer them in small cans that could fit under most bikes’ seats. A chain without proper lubrication will grind down the sprockets quickly, cause the roller links to wear, besides robbing engine power and fuel economy.
Chain lube – from WD-40.com
8. Rain Gear
April may be the hottest month in Thailand, but that doesn’t mean you won’t encounter heavy rain along the way. Trust us, it rained on us on our every trip to the Phuket Bike Week. There are many brands in the market, but the best is by GIVI. They’re expensive, no doubt, but they really work and are tough (proven during the Golden Triangle Adventure).
GIVI CRS.02 rain gear – from givi.vn
9. Luggage
If you’re riding a sport-tourer or adventure-tourer/dual-purpose bike, it’s a no-brainer to install some luggage. Needless to say, having a luggage system beats strapping on a backpack or tying stuff to the bike anytime (more space for the above items too). There are many brands in the market that offer many solutions, including panniers, tank bags and top cases of different designs and materials. GIVI has the largest selection. (We’ve ridden in South Africa and Indochina with them and boy, are they useful and strong.)
GIVI V47 and V35 – from www.nativeviking.com
10. Octane Booster
You may not need this but bring a few bottles along as insurance. Thailand does have RON 95 petrol but there have been times where riders mistakenly filled up with lower RON fuel. Using fuel with an octane number lower than the recommended grade is at least detrimental to the engine’s performance, if not cause catastrophic damage. We’ve tested X-1R’s Octane Booster during the said Indochina ride and came away impressed.
As promised by Harley-Davidson of Petaling Jaya during their launch, there will be many rides and activities.
Apart for the inaugural Harley Owners Group of Petaling Jaya ride last month, the Sportster Malaysia group held their 4th Annual Run today.
Harley-Davidson of Petaling Jaya welcomed the return of the Sportster Malaysia group.
30th March 2018, Petaling Jaya – The Sportster Malaysia 4th Annual Run got off to a great start today.
As promised by the new Harley-Davidson of Petaling Jaya (HDPJ) during their official launch, the Sportster Malaysia 4th Annual Run is one of many activities to come for Harley owners. Starting from here, there will be more ambitions rides in the future.
The ride began at the Harley-Davidson of Petaling Jaya (HDPJ) dealership. Some 35 riders on 30 motorcycles assembled at The Gasket Alley from 7.30am. HDPJ provided a light breakfast and refreshments for the riders while awaiting the flag off.
A safety briefing was called afterwards and participants were given a explanation of safe riding techniques in the convoy, such as spacing, formation riding, hand signals, and road etiquettes They were also briefed on the route and filling points, with attention given to those bikes with the peanut tanks (8 litres). The convoy will ride through towns such as Batu Pahat on the way to their destination at the Mutiara Hotel in Johor Bahru.
The ride was flagged off at 9.30am, with the bigger bikes leading the convoy.
There are many speculations on how Hafizh Syahrin was picked to ride for Monster Yamaha Tech 3 in MotoGP.
Team principal, Herve Poncharal revealed what happened in an interview with MotoGP.
Hope his revelation puts all skepticism to rest.
This may sound like a bad sector in your laptop’s hard disk: It keeps playing back a certain track. That’s how it probably sounds like when it comes to Hafizh Syahrin, patriotism notwithsanding.
Specifically though, it’s about many – some Malaysians included, unfortunately – who still call Hafizh Syahrin’s viability as not only as a MotoGP rider (click here for our report when the news broke), but a MotoGP rider in arguably the top satellite team apart from Alma Pramac Ducati. There were vicious hissings on social media that some Malaysian governing body or SIC had “paid for his seat.”
YBhg. Dato’ Ahmad Razlan Ahmad Razali, Chief Executive Officer of Sepang International Circuit (SIC), had dispelled the rumours during the official announcement of Hafizh been contracted by Monster Yamaha Tech 3 (click here for our coverage of the event).
Now Monster Yamaha Tech 3’s boss, Herve Poncharal put the record straight during an interview with MotoGP.
Poncharal said, “I met (Dato’ Ahmad Razlan) Ahmad Razali, the CEO of Sepang and talking to him I had a crazy idea. I asked him, ‘What about Syahin in MotoGP?’ He thought I was joking.”
He continued, “The sponsors and suppliers were asking me who I was talking about; the’d never heard of him. From then on I had to convince everyone that he was a good rider. And I would have continued even if there had been more resistance. We’re here to enjoy ourselves.”
But what prompted Poncharal to consider Hafizh. For starters, we knew that Yonny Hernandez didn’t impress during his test at SIC. To be brutally honest, the Columbian had campaigned in MotoGP for many years so that wasn’t his first outing on a MotoGP bike. Additionally and probably the deciding factor was because he had already signed on with a WSBK team. Poncharal had himself iterated that he isn’t interested in a rider who’s already contracted to others.
His answer was, “When you choose a rider, there is always an element of risk. I like people who take risks and I do it too. In competition, you have to like the challenge – if you don’t, you’re in the wrong place.”
It was also fortunate for Haifzh and us Malaysians as Monster Yamaha Tech 3 team is a non-factory team, to see Pescao 55 get his big break, as it meant that Poncharal could make his own decisions, “Team Managers of the official factories can choose the best riders because they have more money to pay them… Instead of signing a top rider, because I can’t, I prefer to take a risk on something that could turn out exciting.”
What is Poncharal’s thoughts about Hafizh now? “Now I’m really happy. I’m not saying he’s going to be the fastest but he’s doing well.”
So, it was the Frenchman who sought out Hafizh Syahrin, not the other way around, and he likes taking risks. Compris? Oui? Très bien!
The next Grand Prix round takes place at the Termas de Rio Hondo Circuit in Argentina, from 6th to 8th April. Stay tuned for the latest news and race reports.
It’s sport-tourers for Part 2 of the Top Motorcycles for the Touring Season.
Sport-tourers are fast bikes that are also practical.
The appeal of sport-tourers are practicality, comfort and some good speed.
In Part 1 of Top Motorcycles for the Touring Season, we’ve covered dual-purpose bikes. (Please click here for the article.) If you could recall, dual-purpose bikes are called such since they could be ridden on both the road and off-road.
In Part 2 here, let’s take a look at sport-tourers, motorcycles that combine the speed and handling of sportbikes with the practicality of touring and dual-purpose motorcycles.
LIGHTWEIGHT
There aren’t specific lightweight sport-tourers in the sub-400 to 500cc segment. In this case, we could call any bike a sport-tourer unless they are dual-purpose bikes such as the Kawasaski Versys-X and BMW G 310 GS. Case in point is the Kapcai Touring Malaysia group who equip their Yamaha Y15ZRs with large GIVI top cases and go touring. Another great example is Anita Yusof who toured around the world on a Yamaha FZ150i. Let’s proceed to the middleweight section.
MIDDLEWEIGHT
There are so many bikes that occupy this segment but we’ve picked a few.
DUCATI MULTISTRADA 950
The Multistrada 950 was born from Ducati’s decision to introduce a range of bikes that are more affordable and accessible to a wider range of riders. Consequently, the 950 is bereft of high technologies such as the semi-active suspension and single-sided swingarm of its 1200cc and 1260 brothers. But that only means that the 950 is lighter and a joy to ride without needing to think about setting the electronics.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, 90o V-Twin
Displacement
947 cc
Maximum power
111 bhp (83 kW) @ 9000 RPM
Maximum torque
96 Nm @ 7750 RPM
Seat height
840 mm
Dry Weight
205 kg
Fuel capacity
20 litres
KAWASAKI VERSYS 650
The Versys 650 has gone through many cosmetic changes with each generation, although the engine and hardware stayed the same. The current model’s design follows the distinctive look of all current Kawasaki motorcycles. The 648cc parallel-Twin is torquey and has enough grunt up top for a spirited run. The windscreen and bodywork protect the rider from windblast well enough while the long-travel suspension is comfortable for most applications. Speaking of the suspension, it features a remote preload adjuster and the seat height isn’t too tall for most riders. There are plenty of cargo solutions in the market for this bike.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, parallel-Twin
Displacement
649 cc
Maximum power
68.4 bhp (51 kW) @ 8500 RPM
Maximum torque
64 Nm @ 7000 RPM
Seat height
840 mm
Kerb weight
214 kg
Fuel capacity
21 litres
MV AGUSTA TURISMO VELOCE 800
The Turismo Veloce 800 came about when AMG pumped in some capital into MV Agusta, and signaled a small but significant change of direction in terms of product development and features. Hence, the Turismo Veloce was the first MV Agusta to feature a fully LCD instrument panel which includes all the pertinent data. Scrolling, instead of rummaging, through the menus was also thankfully painless. The suspension was also made suppler and the Lusso model includes large-size panniers. MV Agusta had also managed to get rid of the snatchy throttle. The bike still looks beautiful after a couple of years.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, inline-Triple
Displacement
798 cc
Maximum power
110 bhp (81 kW) @ 10150 RPM
Maximum torque
80 Nm @ 7100 RPM
Seat height
850 mm
Dry weight
191 kg
Fuel capacity
21.5 litres
SUZUKI V-STROM 650 XT
The V-Strom 650’s engine has been in circulation for more than 15 years and it’s more popular than its 1000cc brethren. It’s because the 650 has a smoother and more linear power. Compared to the Kawasaki Versys 650, the V-Strom 650 is larger hence wider and longer seats. The suspension is also rather plush. It goes by carrying out its duties quietly to stage of being blamed as “bland.”
Engine type
Liquid-cooled, DOHC, four valves per cylinder, 90o V-Twin
The Tracer is the sport-touring version of the MT-09 naked bike, hence it is light, fast and quick on its feet. The bodywork does an adequate job of keeping wind off the rider’s torso, while the large-sized LCD panel is lifted from the Super Tenere. The long-travel suspension is quite soft.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, inline-Triple
Displacement
847 cc
Maximum power
114 bhp (84.6 kW) @ 10000 RPM
Maximum torque
87.5 Nm @ 8500 RPM
Seat height
845 – 860 mm
Wet Weight
207 kg
Fuel capacity
18 litres
HEAVYWEIGHT
We’ve come to the top of the crop. These are the Concordes should we compare them to airliners.
BMW S 1000 XR
With the engine derived from the S 1000 RR superbike, the S 1000 XR is BMW’s weapon to attack the big bore sport-touring segment. It’s got everything here including the ESA semi-active suspension, ride modes, traction control, and panniers. That inline-Four is an ultra-flexible power unit: It’ll pull hard from just below 60 km/h in sixth gear all the way to its top speed without batting an eyelid.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, inline-Four
Displacement
999 cc
Maximum power
165 bhp (121 kW) @ 11000 RPM
Maximum torque
112 Nm @ 9250
Seat height
840 mm
Wet weight
228 kg
Fuel capacity
20 litres
BMW R 1200 RT
For a little bit more character compared to the uber machine S 1000 XR, the R 1200 RT fits the bill nicely. It shares that same wasser-Boxer of the R 1200 GS which means torque everywhere. The RT is also well-appointed in its instrumentation and creature comforts, as well as the suspension which is again similar to GS’s. Those large panniers are… er… large and you could fit almost anything in them.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, Boxer-Twin
Displacement
1170 cc
Maximum power
125 bhp (92 kW) @ 7750 RPM
Maximum torque
125 Nm @ 6500 RPM
Seat height
805 – 825 mm
Wet weight
274 kg
Fuel capacity
25 litres
DUCATI MULTISTRADA 1260
Ducati launched the Multistrada 1260 to compete with the other monsters in the segment. (As if the 1200 wasn’t fast enough.) Well, it wasn’t about speed, said Ducati; they fitted the 1262cc DVT engine from the XDiavel to address the flat spot at 5500 RPM of the 1200 DVT engine. Surely enough, there’s an 18% torque increase at that RPM. The swingarm has also been lengthened by a significant 48mm for more stability when carrying a passenger and cargo. The S model includes a bi-directional quickshifter, Ducati Link App and electronic suspension as well as colour-coded luggage.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, 90o V-Twin
Displacement
1262 cc
Maximum power
156 bhp (116.2 kW) @ 9500 RPM
Maximum torque
129.5 Nm @ 7500 RPM
Seat height
825 – 845 mm
Dry weight
209 kg
Fuel capacity
20 litres
KAWASAKI 1400GTR
The GTR found massive popularity in Malaysia and the world over. It’s fast – having an engine derived from the Ninja ZX-14 has that effect – yet comfortable. The seating position is neutral behind that large nose and tall screen. There is plenty of storage space, too.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, inline-Four
Dubbed “The Missile” during its launch, this bike is the epitome of leaning towards sport in the sport-touring equation. Its super-powered by the engine of the 1290 Super Duke R, punching out 173 bhp and 144 Nm of torque. But what makes the 1290 Super Duke GT such a great bike is how the bike “assists” you in becoming a better rider through the power mode, traction control and semi-active suspension strategies. But it isn’t all about speed on the GT as it’s equally docile when ridden at sane speeds in urban settings. This is one bike for riders who wish to get there quickly and have more time to enjoy himself.
Engine type
Liquid-cooled, DOHC, four valves per cylinder, 75o V-Twin
While one could tour with any bike, riding one which is designed specifically for the purpose would be perfect.
We start with dual-purpose (DP) machines.
Touring season is upon us Malaysian bikers head out to tour the country as well as to Thailand for Songkran, Phuket Bike Week and various our locations. As the saying goes, “Always use the right tool for the right job,” it applies to the type of bike, too. Of course, there are hardcore riders who tour all the way to Chiang Mai in northern Thailand on 1970s Vespas and Lambrettas or mopeds, but there’s nothing like riding purpose-built machines.
We’ve put together a collection of bikes that we’ve tested and a (very) few that we hadn’t. However, we start with dual-sports (DP) motorcycles in Part 1.
As the designation implies, dual-sport motorcycles are suited for rough road and off-road riding, hence you could safely handle difficult situations (such as broken roads, dirt from a previous landslide should they arise handle well even at low speeds. They are also able to carry lots of luggage in addition to a passenger with ease. Long travel suspension soaks up surface irregularities, contributing to rider comfort. Adventure-tourers usually have bigger fuel tanks too, for longer ranges. Many, if not all, feature lower engine compression ratios meaning they could accept lower octane fuel.
Please note that we’ve left out the enduro-style DPs as they have limited range and luggage carrying capacity for long-distance touring.
LIGHTWEIGHT
The lightweight DP motorcycle segment isn’t necessarily new if you include enduros and trail bikes; but the segment is now joined by the “mini” Versys and GS.
BMW G 310 GS
The G 310 GS is the adventure version of the G 310 R roadster. (Please click here for our full review.) BMW Motorrad intended the bike for the far-flung markets hence the affordability and simplicity of these models. The G 310 GS is commendably fast on tarmac and has a great balance when ridden off-road.
The CRF250 Rally is probably the best-looking bike in this lightweight group. (Please click here for our full review.) It features a handsome bodywork, along the lines of its CRF1000L Africa Twin bigger brother and will all the beautiful Honda quality you can shake a stick at. The engine is derived from the CBR250 and its got a nice set of LED headlamps. The CRF250 Rally is geared more towards relaxed off-road trail riding, hence it isn’t a real roadrunner. But if your holiday plan calls for riding off-road and camping, it’s hard to beat this bike.
It could be said that the Versys-X burst onto the scene. (Please click here for our full review.) Here was a bike that resembles the popular KLR650, is very light and has a lively 250cc engine sourced from the Ninja 250. Kawasaki had given the Versys-X longer legs (presumably for off-road riding), incidentally making it a quick road bike. The suspension may feel a little simple but it gets the job done in absorbing hard bumps supporting the occupants’ weight plus luggage.
While the middleweight sport-touring segment is the most hotly contested, there are not many middleweight DPs except for BMW and Triumph in Malaysia.
BMW F 800 GS / F 800 GS ADVENTURE
The BMW F 800 GS and its Adventure variant has been around for some time. Slender cross-section and midsection, long travel suspension, ability to haul luggage, simplicity in maintenance and repair makes it the favourite among BMW riders who love to ride off-road. The model is slated for replacement by the new F 850 GS.
The Triumph Tiger 800 had enjoyed splendid sales and following from the previous model and the Hinckley-based manufacturer had successfully updated the 2018 model to make it even better. (Please click here for our full review.) There were 200 revisions just to the engine and chassis, there’s a new TFT screen and switchgear lifted from the Street Triple RS, bigger and adjustable windscreen and comfy seats, among other things. Updates to the chassis has resulted in a surefooted, confident ride. Refined Ride Modes, traction control and smooth engine power delivery sets new standards. The Triumph Tiger 800 is currently the best 800cc DP.
Choose from two different lines and six specs: XCx and XCa are adventure oriented, while the XR, XRx, XRx LRH and XRt are more road-oriented.
This segment is populated by the technologically-laden heavy hitters. Everything from electronic suspension to lean-sensitive traction control and ABS are found here.
BMW R 1200 GS / R 1200 GS RALLYE / R 1200 GS ADVENTURE
What else could be written about the massively popular BMW R 1200 GS that hasn’t been? Long-range comfort, ability to haul everything apart from the house itself (216 kg permissible payload), goes anywhere, etc. etc., and it just keeps getting better and better.
*Specifications based on the BMW R 1200 GS Rallye.
DUCATI MULTISTRADA 1200 ENDURO / MULTISTRADA 1200 ENDURO PRO
Although the Multistrada 1200 (and Multistrada 1200S) include an “Offroad” ride mode setting, it isn’t truly capable of taking on the gnarlier stuff other than a kampong (village) trail. Ducati knew they had a great sport-tourer but they were missing out on the go-anywhere territory, which is dominated by BMW and KTM.
Ducati revised the bike to give the Enduro more offroad capabilities such as the riding position, wheels, suspension, seat, handlebar, windscreen, gearing, traction control and a 30-litre fuel tank. The Enduro Pro version is fitted out with offroad accessories. The wonderfully smooth DVT-equipped engine is retained.
*Specifications based on the Multistrada 1200 Enduro.
HONDA CRF1000L AFRICA TWIN
The Africa Twin name is one which is synonymous with DP that many fans cursed and swore when production stopped from 2004. Its comeback in 2016 was hailed as one of the biggest events and it has been selling steadily since then. Honda’s quality is on every control and surface you see and touch, and it’s offered in manual or Honda’s proprietary DCT automatic transmission. It’s one of the easiest big bore machines to ride.
*Specifications based on the manual transmission option.
KTM 1050 ADVENTURE
The KTM 1050 Adventure is the model to entice new adventure riders into the Austrian giant’s adventure lineup.
Low seat height, low weight, easy handling are its core characteristics. It may not have as much technology such as the 1290 range but it holds its own with stuff like three Power Modes, assist and slip clutch, two-channel ABS, and a torquey engine. It may be a road-centric bike but all you need is a set of adventure tyres to ride both on and off-road.
There are two versions of the 1290 Super Adventure. The 1290 Super Adventure S is for the road (although it could do off-road too), while the 1290 Super Adventure R is geared for off-road riding. The 1290 Super Adventure lineup consists of technological marvels and are “fierce” bikes if you choose to ride fast (only 5 kg more than the 1050 Adventure but with 160 bhp on tap), but they are also civil when ridden at sane speeds. The new 1290 Super Adventure R also look great with that distinctive LED headlight. As we mentioned before there are so much technology to list down but the main ones are electronically controlled WP Semi-Active suspension, lean-sensitive traction control and ABS, five riding modes. Owners can opt for the Travel Pack which includes Hill Hold Control, Motor Slip Regulation, up and down Quickshifter+, KTM My Ride which turns the 6.5-inch LCD instrument panel into your communications centre. The 1290 Super Adventure R differs from the S-version in the wheels, windscreen and off-road traction control strategy.
Racing paint schemes highlight the manufacture’s brand and sponsors.
Factories then build race replica motorcycles to “commemorate” the racing.
Here are a few great looking race replica bikes that we’ve singled out.
Are they a way for manufacturers to charge more or are they artifacts resulting from reminiscence of old time fans? There are many race replicas resplendent in similar or even sometimes identical paint schemes and decals, but there are only a few that looked truly good, and we’ve picked out the best. Did we miss any? You be the judge.
1. Any Yamaha with Speed Blocks
The yellow and black “Speed Blocks” are so anonymous with Yamaha that you could remove all the brand’s stickers and emblems and people still would not mistake one as any other brand. It started in 1972 as a racing branding exercise and it was on “King” Kenny Roberts’ exploits that made it one of the most – if the most – enduring paint schemes. (Roberts was the AMA Grand National Champion in 1973 and 1974, and Motorcycle Grand Prix World Champion from 1978 to 1980).
Yamaha “issued” the Speed Block design on the RD400 in 1977, and certain special models later on, but the design is so popular that Yamaha owners, regardless of type of bike, would regularly makeover their bikes in that scheme.
2. MV Agusta F3 657 RC and F3 800 RC
MV Agusta had a good run in the World Supersport Championship (WSSP) in 2016 on the three-cylinder F3 and decided to market the F3 657 RC and F3 800 RC (RC for Reparto Corse loosely meaning racing department in Italian) race replica models.
But it was the revised for 2018 graphics that were the real beauty. Every strip was designed to either highlight or complement the F3’s svelte yet aggressive lines and wedges. The Tricolore scheme was tastefully done with enough restraint that one could not mistake the bike for its Italian heritage yet not ashamed as being “overly Italian.”
3. Ducati 900 MHR (Mike Hailwood Replica)
If you looked at a colour wheel, red and green are complimentary colours. Well, they are the primary colours of Christmas, after all. However, they somehow do not seem to agree in automotive applications. Except if you are of Italian origin. We are not talking about the classic Italian flag’s Tricolore scheme with a little bit of the three colours throughout here, we are pointing to the huge panels of red and green motif.
Ducati 900 MHR – Photo credit Pinterest.com
But it worked great on the 1979 Ducati 900 Mike Hailwood Replica (MHR), which Ducati created after Mike the Bike’s emphatic win at the Isle of Man TT. It sure did not look like a something Santa would ride does it? Try the same scheme on a Panigale and see what happens.
4. Honda RC30
The 1987 Honda VFR750R – better known as the RC30 – was produced by the Honda Racing Corporation (HRC) as a homologation model for superbike racing. Hence, the 750cc V-4 bike was a rolling technological wonder, echoing Honda’s desire to conquer the championship. It was consequently a damn expensive motorcycle when it was launched. Fred Merkel rode it to the inaugural World Superbike Championship in 1989.
Honda RC30 – Photo credit half-mag.com
But as much as the bike was fast and laden with cutting edge technology, it was how Honda painted the bike that made it so achingly beautiful. The combination of large swaths of white, blue, red then white again with those snowy white wheels became legendary. The bike still looks fresh at after 31 years. Only 3000 were ever built.
Let’s not mention the Castrol livery though.
5. Rothmans Honda
Smoking is a nasty habit. Okay, we’ve got that out of the way.
The heydays of Honda’s racing dominance were on bikes painted in Rothmans colours. So many bikes and champions came from the era when tobacco money bankrolled racing, such as Freddie Spencer, Wayne Gardner, Eddie Lawson, Mick Doohan on Honda machinery in the 500 GP. But it wasn’t only motorcycle racing, as Rothmans covered many over racing championships too including the Porsches in Le Mans and Paris-Dakar Rally.
The sponsorship theme was channeled down to race replica road bikes as well, including that famous NSR250R SP in the Hong Kong movie Full Throttle starring Andy Lau.
Honda NSR250R SP – Photo credit CMPixels.com
6. Lucky Strike RGV250
More of tobacco advertising but those were the best-looking bikes by far. Or is it this writer’s age?
Lucky had started their foray into 500cc World GP by sponsoring the Yamaha factory team in which Wayne Rainey and Kevin McGee were riders. Rainey won the 1990 championship.
But the even more famous was when Lucky Strike sponsored the Suzuki team, and the rider was none other than Rainey’s fiercest rival, the lanky Texan Kevin Schwantz. Although Rainey was the most successful rider in their contest by being crowned champion three years in a row, Schwantz was the wild one, providing the best entertainment to millions of spectators the world over and made a lasting impression on a future multiple world champion, Valentino Rossi.
The Lucky Strike colours stuck with Schwantz throughout his career, through his 1993 championship-winning year and his retirement in 1994.
Suzuki had stopped producing the gob-smacked powerful RG500 many years earlier and the closest two-stroke was the RGV250 Gamma. So, the Hamamatsu based manufacturer did the right thing by lucky-striking the bike from 1992. Just as the Speed Blocks were invariably tied to Yamaha, so was the Lucky Strike paint scheme to Suzuki, so much so that so many Suzukis bore those two words in a golden-brown circle. Needless to say that many RGV250s were painted by owners to mimic Schwantz’s bike.
7. Kawasaki Z1000R ELR
Aw, nevermind the Kawasaki Z900RS. Yes, yes it’s the soul successor to the legendary 1972 Z and a wonderful bike, but the most beautiful race replica Kawasaki has to be the 1982 KZ1000R.
The story started in 1981 with many unsold KZ1000J (a beefed-up Z1). But Eddie Lawson had just won the AMA Superbike Championship and Mike Vaughn, Kawasaki’s Marketing Director in America suggested to Kawasaki to build an Eddie Lawson race replica. Kawasaki agreed and they built the KZ1000R from the KZ1000J as the base model with parts added from the GPz1100.
Kawasaki KZ1000R ELR
But long story short, the KZ1000R ELR (for Eddie Lawson Replica) looks just so right in air-cooled superbike glory, topped off with Kawasaki’s signature lime-green paint with white and blue stripes; along with the dished seat and black 4-into-1 Kerker megaphone. And it’s this theme that Kawasaki carried over the new Z900RS Café Racer.
8. BMW R90S
BMW had a problem in the early 1970s. The buying public painted the image of BMW motorcycles as being staid (a gentle word compared to boring), belonging to those with a predilection for “cigars and slippers.”
BMW turned to Hans Muth to design a sportbike. (Hans Muth would go on to create the Suzuki Katana in 1979, the bike made production in 1981.)
The result was the R90S in 1973.
BMW R90S – Photo credit MCN
BMW then took it up a step further by entering the bike in the inaugural AMA Superbike race at the Daytona International Speedway in 1976 where Steve McLaughlin won, followed by Reg Pridmore. Pridmore followed up by capturing the 1976 AMA Superbike Championship. BMW took to producing the R90S in the Daytona Orange paint scheme to commemorate the win.
By the way, a total of 17,455 R90S were sold between 1973 to 1976. Indeed, the R90S served as the inspiration to then BMW’s design chief Ola Stenedard and Roland Sands who came up with the Concept 90, which led to the BMW R nineT in 2013. But the real successor was of course the 2017 R nineT Racer.
9. Barry Sheene Suzuki
Barry Sheene was Britain’s last Grand Prix champion up to Danny Kent in 2015. “Bazza” as he’s popularly known in England captured the 1976 and 1977 World Motorcycle Grand Prix titles onboard the Suzuki RG500.
Some of his exploits thrust him into the stuff of legends, such as the 280 km/h crash about the Suzuki XR11 at Daytona in 1975. He broke a femur, collarbone, arm, fractured several vertebrae and skinned his back. He came back to racing just seven weeks later and won his first ever GP race in nine weeks after the crash.
But it was the RG500 “XR14” and “XR22” which were as legendary as the man who rode it that’s high in race fans’ hearts. There were two base colours, red and white, outlines by yellow and black stripes. Suzuki never officially produced race replicas with those colour schemes for one reason or another but just as legends die hard, so do these colour schemes, as owners made their own Barry Sheene replica paintjobs.
10. Ducati 888 SP5
Although the Ducati 888 was not the first Ducati to break the Japanese manufacturers’ stranglehold in superbike racing, it was the last Ducati “squarish” (and loud!) superbike before they all went pointy with the introduction of the Ducati 916. While other racing motorcycles sometimes look garish with all the splashy graphics, the 888 SP5 race replica made do with large slab-sided fairings in blood red and a white number plate painted on its tailsection. The black carbon front fender offset all that red paint and that was it.
Lamborghini had wanted to diversify their portfolio during that time.
One such bike was put up for auction in England recently.
Just the name itself – Lamborghini – will surely elicit images of sharp, shark-like cars that are powered by over-the-top engines and prices that most of us wouldn’t even dare to dream about. The Italian marque’s products stirred the emotions in the owners and plebeians alike, all driven by that famous Italian passion which was concerned about building beautiful things, first and foremost.
Granted, they are in good hands now since going under the Audi brand, which also owns Ducati. They have so far introduced car after car that sold well by credit of not only their looks and performance but also an understanding of what customers want, including the just-launched Urus SUV.
It wasn’t always so rosy when Lamborghini struggled with bankruptcy.
The Lamborghini brand was owned by Volkswagen in the 80’s and business was so bad that even the founder, Ferruccio Lamborghini – the namesake of his cars – was forced out.
Lamborghini was then sold to the Mimran Brothers. In the bid to return the brand to the black, they went on to build massive V-12 engines for offshore powerboat racing. Ferrucio did equip his Riva Aquarama with a 4-litre V-12 in 1969, after all.
Lamborghini came up with a 7974cc V-12 which produced 720bhp. Racing boats fitted two of these engines for a total of 1440 bhp. A 9336cc, 630 bhp version was also made for pleasure boating.
Apart from that, Lamborghini had also built an SUV called the LM002, powered by a Countach V-12 engine, no less.
That still not being enough, Patrick Mimran decided that Lamborghini should also build motorcycles. The project was outsourced to the French boutique motorcycle maker, Boxer (now known as Boxer Design), and christened “Design 90.” Boxer was tasked with both designing and assembling the bike.
They sourced an 1000cc inline-Four engine and fettled it to produce 130 bhp. Additionally, the bike was given an aluminium alloy frame, lightweight wheels, top-end brakes, suspension, exhaust, and electrical components. Mind you, those were the cutting-edge technologies of GP bikes in 1986!
Both parties planned for an ultra-limited production of 25 examples, but only 6 were ever built. Almost no one knew about the bike and the astronomical price of USD 13,500 killed the project. But we think it’s because it’s so ugly not even its mother could love it.
Fast forward to 2018, a Lamborghini Design 90 stamped on the frame as BOXERL002 was put up for auction at the National Motorcycle Museum in England recently, where it was expected to fetch between USD 117,700 to 124,600. Bidding started at USD 58,800. Unfortunately, the bike couldn’t meet its reserve price and went unsold.
Who knows; maybe it would’ve been snapped up if Lamborghini and Boxer found a way to stuff in a V-12.
The 2018 Triumph Tiger 800 XCx was just launched earlier this month (March 2018).
Although it appears not much has changed, Triumph had performed some amazing updates.
The Triumph Tiger 800 XCx is priced from RM74,900 (basic selling price incl. 6% GST) but the road-centric and entry-level Tiger 800 XR is priced from just RM56,900 (basic selling price incl. 6% GST).
Other than reading about motorcycles and technical literature, I love science fiction or sci-fi, in short. I used to love thriller novels but I’ve since discovered that sci-fi forces us to take a hard look at ourselves in the face of our fascination with technology.
There are many great works. Ted Chiang comes to mind – he who wrote “The Story of Your Life,” which was made into the seminal movie “Arrival.” But even more profound and important were the literatures penned by the late astronomer Carl Sagan. It was him who wrote the story, “Contact” which became the basis of the movie of the same name, starring Jodie Foster and Matthew McConaughey.
In that book which details the impact of man receiving a message from the extraterrestrials, there was one important line which has become a favourite quote for physicists and astronomers including Professor Michio Kaku and Neil deGrasse Tyson in describing the technological parity between “them” and us.
We were fortunate to ride the new Triumph Tiger 800 XCx prior to its launch at The Greatest Triumph Malaysia Grand Dinner at Bukit Tinggi recently and the early impressions bowled every motojournalist (including us) off their feet.
We missed the Tiger 800 XCx so much since that first ride. There was something about it that was so inviting and endearing. Could it be the confidence it exudes? The look? The sound?
The Tiger 800 XCx lineage is one of my personal favourite bikes, ever since riding the 2015 model to the Khao Sok National Park in Thailand with the RATPack. I just couldn’t believe how good it was at the time and even up until recently. I started to wonder how Triumph could ever better it with the new, fourth-generation model. In fact, I was worried if the Tiger 800 had reached its zenith.
Triumph did it. They just did it. They went ahead and made the Tiger 800 even better than an already splendid bike.
For starters, Triumph did a great job of making the new bike look fresh and attractive without resorting to a Korean plastic surgery. It drew in admiring looks everywhere we parked. Although looking vastly similar to its predecessor, there were many differences throughout. There’s a huge and adjustable transparent windscreen, new 5-inch colour TFT screen adopted from the Street Triple RS along with the switchgear, updated cruise control (only one switch), LED Daytime Running Light (DRL), Brembo brakes, recalibrated WP suspension, Triumph Comfort seats, and a new exhaust.
New seat compound and construction for exemplary comfort
The real updates in the engine and chassis, however. In fact, Triumph revised, updated or replaced 200 items in these areas alone.
The new Tiger 800 XCx seemed a little taller than before, possibly due to the thicker new seat. Nevertheless, reaching the ground wasn’t difficult as the bike has a narrow waist and the sidestand was easily within reach. The seating position was slightly more relaxed as the handlebar has been moved 10mm backwards to bring it nearer to the rider.
Just look at that quality
The TFT display was easy to read in all lighting conditions and scrolling through the menus was intuitive. It took us only 5 minutes to learn.
Every data you need right there
You feel you’re fully involved with the bike as soon as you grab that handlebar and start riding. Every input is taken care of smartly, instantly.
New switchgear adopted from the Street Triple RS. The cruise control is updated
The reworked WP forks made the bike feel extremely stable when coupled to the the 21-inch front wheel. Because of that, the front wheel seems to create an invisible groove in the road. The bike not only goes where you point it, it follows that line to millimeter perfection. It made the previous edition’s front end feel “flighty.” However, due to my height which located my weight over the rear, the front felt a little heavy to turn in and stiff when hitting bumps. Decreasing the compression damping by just 3 clicks – not full turns, but just click, click, click – transformed the Tiger into a large super-flicklable and fluid trail bike. Despite of that, it remained supremely stable whether it was travelling in a straight line, or scratching its footpegs when on its sides. If there’s ever any doubt about having a bike with a 21-inch front wheel, the Tiger 800 XCx tears those doubts into ribbons.
Suspension are still WP but fully recalibrated
And it was darn fun to ride. I’m never a morning person, but I found myself waking up at 4am just to prepare to ride it up to Genting Highlands to catch the first rays of the sun, three days in a row.
She’ll be coming ’round the mountain
I’ve never liked riding on the Karak Highway in the dark either, but the Tiger 800’s headlamps threw so much light down the road it startled even sleepy truck drivers. And I haven’t even touched the high beam and foglights yet! Rider confidence stems from the ability to see where he’s heading and those lights helped even through the thick fog as I headed up the mountain at 5.30am.
The larger windscreen is fully transparent, now adjustable and stable at high speeds. The lights are super bright!
Anyone knows just how bumpy and treacherous the Genting road is. The Tiger 800 XCx didn’t care whether if there were bumps, potholes, some sand, damp surface, paint strips – it just kept going. The ability of doing these things was disconcerting at first, but once it sets in, all you need to do is to stop worrying and have fun.
The brake calipers and discs are now all Brembo. Good progressive bite
What I truly appreciated, though, was Triumph’s emphasis on giving their bikes exceptionally smooth throttle response. I went through all the modes – SPORT, ROAD, RAIN, OFF-ROAD and OFF-ROAD PRO – none of them was snatchy from off-throttle, mid-throttle, rolling off the throttle and even snapping it shut. The engine is now more responsive, yet not abrupt. Amazing.
Did we say we loved the seat? So did the pillion
The throttle character is true for all Triumphs but it was extra special on the Tiger 800 as the engineers have removed the backlash gear in the transmission.
It may be an adventure bike, but it could really corner
The previous Tiger 800 felt like it had a slipper clutch when it didn’t, giving it a good amount of engine braking together with smoothness as you go into in a corner with the throttle off. On the new Tiger 800, on the other hand, the mix of engine braking and “freewheeling” was spot-on, as if the transmission has a computer-controlled back-torque limiter. Only thing was it didn’t. Kudos, Triumph!
The Tiger 800 XCx is pretty frugal on gas so you won’t be opening this much
The updates to the engine gives the Tiger 800 the tiger’s gallop anywhere in the rev range, in any gear. The power was just smooth, linear, predictable. Never once did it threaten to charge ahead with the rider flailing behind. A predictable power delivery is the dream of every rider, including the pros (critical for the pros, actually), because how can one enjoy a bike that has its own mind when you crack the throttle open?
You could see a timing chain inside the oil sight glass. How cool is that?
When I took it easy on the first trip up, I didn’t even have to go lower than 3rd gear through the sharpest corners, in ROAD mode. On the second trip, it was SPORT mode on Karak Highway and ROAD mode up Genting. The weather was clearer and I managed to hustle the bike through the curves much faster than I thought possible for an adventure bike. On the third morning, it was SPORT mode all the way. The XCx just hammered into, through and out of the corners like a sportbike with high handlebars, but with the benefit of not needing to worry about the whatever road condition.
We also got around to testing it in the dirt, with the help of “Foreman Oh” Kah Beng at his Most Fun Gym motocross and off-road riding school.
The living legend – “Foreman Oh” Kah Beng
He first went out in OFF-ROAD PRO, which switches off traction control and rear ABS, and leaving the front ABS on. He went straight to performing powerslides, riding it through a corner on the berm and jumped. He came back in and set the ride mode to OFF-ROAD, which leaves all intervention on. He was amazed, “The traction control was never intrusive, it only felt like the engine was holding back slightly but it didn’t cut you off. It’s crazy!”
Round a curve on a dirt berm
On handling, “The bike has a great balance and footing – somehow nimble and stable at the same time. That’s not something which is easy to achieve. Plus, the narrow waist gives you the ability to hold it with your knees.” It’s the testimony of Triumph’s emphasis on handling rather than outright power.
OKB powersliding the Tiger
The new, shorter first gear also helped heaps when we circled around a set of pylons by slipping the clutch, instead of using the throttle.
See how OKB’s upper torso is above the fuel tank? That position puts more weight onto the front tyre
When you stand up on the pegs and look down, all you see is the TFT screen, while the tank and triple clamp disappear from sight. It means that the bike has placed your upper body over the tank hence weight onto the front tyre – that’s the ideal riding position for riding off-road. But while standing up is mainly done off-road, it should also be done on the road when you encounter obstructions or rough roads. This bike’s riding position is there to help you with that.
The Tiger leaps!
That’s the Triumph Tiger 800 XCx. It’s so good when you ride it on the road that you forget that it’s also very capable in the dirt; and it’s so capable off-road that you completely forget about how good it is as a road bike.
City commuting, long-range touring, long-range adventure, weekend canyon carving, the Tiger 800 XCx does it all
I’ve tested bikes that I just rode from A to B, plus a bit more for shooting duties and parked them up. The Tiger 800 XCx, conversely, due to the combination of a finely designed seating position, superb windscreen, awesomely comfortable seats, and confidence just keeps begging me to go out riding. We received the bike with 673km on the odometer. It read 1550km when we returned in after 5 days, 4 nights. I couldn’t help staring it for god knows how long when I do park it up, either.
Anything negative? The handlebar buzzed around 5000 RPM, but we soon got used to it and it “went away” since it wasn’t upsetting.
I’d better stop here as I’d just keep heaping superlatives on the Triumph Tiger 800 XCx, if I continue. I’m really tempted to call it “The Best Adventure Motorcycle” but the only thing keeping me from doing so is its brother and bigger cat: The Tiger 1200, which we’ve yet to test. At this moment, though, it is the best middleweight adventure motorcycle, bar none.
Oh yes, what’s that poignant Carl Sagan quote? “The artifacts of a sufficiently advanced extraterrestrial civilization would be indistinguishable from magic.”
Wait, how’s that relevant since the Triumph Tiger 800 XCx is very Earthly in origin? It’s so good it’s almost magical that it might as well had been made by an advanced alien civilization.
TECHNICAL SPECIFICATIONS
ENGINE
Engine type
Liquid-cooled, 4-stroke, DOHC, 4 valves per cylinder, inline-Triple
Compression ratio
11.3 : 1
Bore X Stroke
74.0 mm X 61.9 mm
Displacement
800 cc
Fuel system
Multipoint sequential electronic fuel injection
Maximum power
94 bhp (70 kW) @ 9,500 RPM
Maximum torque
79 Nm @ 8,050 RPM
TRANSMISSION
Clutch
Wet, multi-plate
Gearbox
6-speed
CHASSIS
Front suspension
WP 43mm upside down forks, adjustable for compression damping and rebound damping, 220 mm travel
Rear suspension
WP monoshock with piggyback reservoir, hydraulic preload adjustment,2 220 mm travel
Andrea Dovizioso beat Marc Marquez at the last corner to win the first 2018 MotoGP race.
Pole sitter Johann Zarco had to contend with 8th place.
Valentino Rossi fought hard and finished 3rd.
Ducati Team’s Andrea Dovizioso made it count when it matters by winning 2018’s opening MotoGP race at the very last corner.
It had looked like France will have her first premier class winner since Regis Laconi in 1999 but the other riders had other plans. Monster Yamaha Tech 3 rider and pole sitter Johann Zarco had taken the holeshot from the start and held on tenaciously, fighting off the intentions of first Marc Marquez on the Repsol Honda, then Valentino Rossi on the Movistar Yamaha MotoGP.
Johann Zarco – from MotoGP.com
Rossi then followed Zarco around for a great number of laps until 10 laps to go when he decided to pass Zarco into Turn 1. Unbeknownst to him, however, was Marc Marquez slipstreaming up the inside. When both Zarco and Rossi overbraked into Turn 1, Marquez capitalized and overtook Rossi.
Valentino Rossi – from MotoGP.com
Rossi then either lost his rhythm or made further mistakes and got kicked back to as far as 5th, where he had to battle hard against Cal Crutchlow (LCR Honda), Alex Rins (ECSTAR Suzuki), Danilo Petrucci (Alma Pramac Ducati) and Dani Pedrosa (Repsol Honda).
Alex Rins – from MotoGP.com
Dovizioso had fought all the way to the front soon, passing Marquez but couldn’t find a way past Zarco for a few laps, until 5 laps to go when got into the perfect slipstream position. Dovizioso outbraked Zarco into Turn 1. Marquez was smart to tag behind Dovizioso, counting on the Ducati’s speed to also blast past Zarco.
Dovizioso held an small gap going into the last lap, but Marquez pushed hard to get back onto the back of the Ducati within three corners. As the pair braked for the final turn, Marquez went wide at the exit and Doviziso had a better drive to the finish line.
Marc Marquez – from MotoGP.com
By now it was visible that Zarco’s tyres were cooked as he started fading backwards. Rossi retook third and finished in that position.
Cal Crutchlow had been fast, fought with everyone in the group and held on to fourth at the flag.
Cal Crutchlow – from MotoGP.com
Danilo Petrucci, who had been equally as impressive as the top guys all weekend couldn’t find a way up higher than 3rd and ended in 5th.
Danilo Petrucci – from MotoGP.com
Dani Pedrosa looked promising at the start but fell behind in quick succession by midpoint to come home in 7th.
Dani Pedrosa – from MotoGP.com
Poor Johann Zarco who had worked so hard was packed all the way back in 8th.
The biggest comeback, however, belonged to Maverick Vinalez (Movistar Yamaha MotoGP) on the factory Yamaha. He had a difficult weekend, only managing to qualify in 12th, where he pushed all the way back into 6th.
Maverick Vinalez – from MotoGP.com
Hafizh Syahrin had a great start to the season as he finished 14th in his first MotoGP race to earn Malaysia’s first two points in the class.
Francesco Bagnaia held off Lorenzo Baldassari to win the first Moto2 race of the 2018 MotoGP season.
Poleman Alex Marquez had to accept third place due to a brake problem.
Other than that, the race had been processional.
Just when the first Moto2 race of the year seemed like another procession, a mechanical problem threw the race open.
Francesco Bagnaia, Lorenzo Baldassarri and pole sitter Alex Marquez (younger brother of Marc) took off into the lead a few corners after the start as the rest fell behind.
Bagnaia managed to pull out an early gap and started riding at a consistently high pace, leaving Baldassarri and Marquez to battle it out. Indeed, the pursuing duo started to trade places, including three times in one lap before Marquez prevailed. He started chasing down Bagnaia.
Alex Marquez – Pic from MotoGP.com
With just a handful of laps to go, Marquez went straight past a corner, letting Baldassarri through. It was soon apparent that Marquez’s rear brake was glowing red hot, signaling that it had jammed.
Baldasasarri then hunted down Bagnaia; catching and then passing into the lead on the last lap. But he went wide at the exit and Bagnaia repassed and held on all the way to the finish line to win.
Lorenzo Baldassari – Pic from MotoGP.com
Marquez continued to struggle with the stuck rear brake and was in danger of falling victim to Mattia Passini. Fortunately, the glowing went away in the last two laps and Marquez pulled away to maintain his third place on the podium.
Behind him, Passini finished in fourth, followed by the KTMs of Miguel Oliviera and Brad Binder. The much-fangled late charge of the KTMs due to their rear tyre preserving qualities failed to materialize.
Jorge Martin wins the first Moto3 race of the 2018 MotoGP season.
Unlike last year’s race where as many as 17 riders fought for victory, the leading duo broke away from the chasing pack.
The Malaysian Petronas Sprinta Racing riders finished 8th and 11th.
Jorge Martin held on to edge out compatriot Aaron Canet to the line, to win the first Moto3 race of the year.
The pair had broken away from the pursuing group from early on to establish a two-horse race. The Losail International Circuit has the longest front straight of any circuit on the GP calendar and Canet had trailed Martin out of the last corner to set up a slipstream pass. But Canet could only show his front wheel alongside Martin just as the latter crossed the line first.
Aaron Canet – Pic from MotoGP.com
The real spectacle, however was the manic battle for third among those in a group of ten riders, including eventual third-placed finisher Lorenzo Dalla Porta, Niccolo Antonelli, Ayumu Sasaki, John McPhee, among others. Gentlemanly racing soon gave way to argy-bargy and paint-swapping hard moves with two laps to go, John McPhee was among the casualties. It was heartbreak for the Scotsman having fought up through the field into the fight for the final podium position.
Ayumu Sasaki – Pic from MotoGP.com
Ayumu Sasaki of the Petronas Sprinta Racing team fought tooth and nail to come away eighth at the checkered flag, having gone as high as fifth. He had lost the slipstream to the group midway through the race but had managed to fight back into the group. Adam Norrodin languished in the 15th to 16th positions all days, but crashes up ahead promoted him up to 11th at the finish.
Johann Zarco captures Pole Position for the 2018 Qatar Grand Prix.
Him, Marc Marquez and Danilo Petrucci all broke the old record to qualify in the Top 3.
The previous record had stood for ten years.
We had been expecting a thrilling 2018 Qatar Grand Prix Q2 final qualifying session, but we had no idea it was THIS exciting that we forgot to breathe! And this was only the first MotoGP round of the season.
It all came down to the last 2 minutes when Jorge Lorenzo went out onto the track. He had posted the fastest times through the first three sectors but somehow lost time to qualify 4th fastest, up from 9th. He had a troubled weekend and was seen stomping into the Ducati pit on many an occasion.
Pic from MotoGP.com
But the real action was behind him as Zarco, Marquez, Rins, Petrucci, Rossi ran in a tight group to gain some advantage by slipstreaming their rivals. Zarco managed to break away and posted 0.382 second faster than his previous best as he passed Sector 3. Meanwhile, Marquez, stuck behind Alex Rins and Danilo Petrucci who was some ways behind the group had also went some 0.300 second under their earlier times.
Pic from MotoGP.com
The TV commenters went rabid like the speakers at a political ceramah as Zarco crossed the line with a time of 1’53.680”, smashing the outright fastest qualifying lap of 1’53.927” held by Jorge Lorenzo since 2008 when he was on a Yamaha, during the time when Michelin supplied supersoft qualifying tyres that sacrificed their lives in two laps.
Pic from MotoGP.com
Marquez slingshot past Rins to end up second fastest, 0.202s behind at 1’59.882” while Petrucci recorded his fastest time of 1’59.887”, a mere 0.005s behind.
Pic from MotoGP.com
Yes, the Top 3 went under Lorenzo’s record.
Cal Cructhlow rode clear of traffic to finish fourth, 0.392s adrift of Zarco at 1’54.072”.
Pic from MotoGP.com
What about Andrea Dovizioso who had led the way into Q2? He had actually bested his FP2 time, recording 1’54.074” but the extremely hot pace set by the front four meant he will start from fifth.
Pic from MotoGP.com
It was a similar scenario for the impressive Alex Rins, who had been posting the third fastest times through most of the practice sessions up to FP4. He found himself blocked by slower traffic in the early part of the session and was then hounded by Marc Marquez in the closing moments, pushing him to ride defensively and ending Q2 in sixth.
Pic from MotoGP.com
Dani Pedrosa had a quiet weekend so far, qualifying seventh fastest.
Pic from MotoGP.com
Valentino Rossi had consistently posted the eighth and ninth fastest times and there’s where he finished, in eighth. It’s evident that Yamaha couldn’t solve the issue with lack of rear end grip on their factory bikes.
Pic from MotoGP.com
Lorenzo may have thought that he had fourth in the bag but was kicked all the way down back to ninth in the very next lap.
Pic from MotoGP.com
Jack Miller had been promoted to Q2 after posting the fastest time in Q1 but was visibly disappointed to end up in tenth with a time of 1’54.449”.
Pic from MotoGP.com
Andrea Ianone on the second Suzuki had traded fastest times with his teammate during the opening part of Q2 but was relegated all the way back to eleventh.
Pic from MotoGP.com
Rossi’s teammate and winner of the 2017 Qatar Grand Prix, Maverick Vinalez, had also complained incessantly about lack of rear grip, putting him in Q1, after FP2, prompting his team to shift his bike’s chassis balance to put more weight to the rear tyre. The adjustment saw immediate benefits as he was one of the quickest riders during the untimed FP4. He had initially gone fastest in Q1 but was upstaged by Miller at the end. Vinalez finished in a forlorn twelfth position with a time of 1’54.707”.
Pic from MotoGP.com
Zarco was emotional when interviewed after his record pole time. As if there’s no end to the Monster Yamaha Tech 3 saga, rumours had started circulating that Honda is after him to replace Dani Pedrosa, who had been in the team since 2006. There were also other rumours that said he could be going to the KTM factory team. Zarco had been the strongest contender to Rossi’s factory Yamaha seat should the latter retires, but Rossi had just announced the renewal of his contract for another two years. Zarco had also crashed heavily in FP4 and was fortunate to walk away unharmed.
Pic from MotoGP.com
It is also good news for us Malaysians as Hafizh Syahrin impressed many to qualify 15th fastest in his very first MotoGP qualifying, one spot behind Franco Morbidelli as the second fastest rookie rider.
Pic from MotoGP.com
As the clock strikes 2am on this Sunday morning, all we could say is that the qualifying sessions were worth staying up for. If the qualifying had been so competitive, we hope it’ll carry on to the race tomorrow, and the whole season.
