With equity investment from ComSar, MV Agusta repurchased the 25% shares held by Mercedes AMG.
MV Agusta CEO Giovanni Castiglioni announced that the company is now in positive cashflow.
MV Agusta has just announced a slew of new bikes at EICMA 2017.
In the latest twist in MV Agusta’s convoluted history, the Italian manufacturer has bought back the 25% stake held by Mercedes AMG. But depends on whom you spoke to, it was Mercedes AMG who sold the shares.
MV dates back to 1945 but went bust and was resurrected by the Cagiva Group in 1997. With the reacquisition, MV Agusta is wholly owned by MV Agusta Holding Company, which is jointly held with ComSar Invest.
This latest episode is just one in their journey. As mentioned above, the famed brand was first purchased by Cagiva, before being sold to Proton in 2004. Ownership changed hands again when Proton sold it to a Swiss financing company. The Husvarna brand was sold to BMW (then sold to KTM). When Harley-Davidson acquired the brand, there were hopes of sporty Harleys as there were sporty MV cruisers. That didn’t happen when the Motor Company sold it to MV Agusta Holding headed by CEO Claudio Castiglioni.
Mercedes AMG came onboard in 2014 by purchasing a 25-percent stake. Industry observers called it Mercedes’ answer to the other German automotive companies having their own motorcycle business, namely Audi who owns Ducati and BMW’s own Motorrad division.
Last year, the Italian manufacturer announced that they were seeking protection from creditors, which served as a jolt to MV owners and fans. It was also reported that Mercedes AMG did not see fit to throw more money into the venture.
But in July, Castiglioni announced that MV will receive equity investment from ComSar Invest, which is backed by the Black Ocean Group, owned by Russian billionair Timur Sardarov.
The investment plan saw MV Agusta Motor Holding owning 100% of MV Agusta S.p.A. which focuses on motorcycle production. The CRC (Castiglioni Research Centre) and RC (Reparto Corse) racing departments are separate entities.
With this in place, GC Holding (the holding company owned by MV Agusta CEO Giovanni Castiglioni) has a majority position in MV Agusta Motor Holding, while ComSar Invest has a strong minority.
With Mercedes AMG out of the way, MV has announced that they can focus on developing new and exciting motorcycles, including the new four-cylinder bike, besides the slew of new models unveiled at the recent EICMA . Come what may, at least bikes are still rolling off their production line.
The BMW G 310 GS is the adventure-tourer of the G-family.
It is more offroad-oriented than the G 310 R.
It is suitable to veteran, returning and new riders.
When people discover that part of my job is to test and review new motorcycles or every kind, their first words would be, “Oh, how lucky you are.”
And then I’d brace myself for the next questions, which invariably includes, “What’s your favourite bike among those you’ve tested?” Uh oh. That’s like the missus asking whether she should go on a diet.
Now, it’s not that I mind sharing my personal Top Ten Bikes (which consists of Triumphs, KTMs, BMWs, Yamahas, Ducatis, et al – not necessarily in that order), nor am I afraid of being called biased and risk angering our advertisers, instead I dread the prospect of having to debate (read: argue) about my choices for two hours. And there’s no place for contravening views or dissent these days – everyone wants to be right and you’re always in the wrong.
On the other hand, there are bikes that are truly worth defending.
When BMW Motorrad launched the G 310 R, the whole world went ga-ga over the prospect of owning a BMW that’s accessible to a wide range of audience, judging from the point of unintimidating power output and of course, price (story of the G 310 R launch here).
Sure enough, BMW Motorrad was inundated with overwhelming orders, justifying their decision to build a small capacity motorcycle. However, the G 310 R couldn’t shake its “BMW for beginners” assumption., although it isn’t by a wide margin.
Then, BMW Motorrad pulled the wraps off the G 310 GS at the Malaysian MotoGP in October this year (story of the launch here). Many took an instant liking to it especially for its looks which consists of many styling cues from its F 800 GS and R 1200 GS brethren.
But the questions from the market are “Good no cheap, cheap no good, right?” based on the Chinese saying of, “Yat cham chin yat cham for (1 sen for a 1 sen good).” The second question is, “Has BMW Motorrad compromised on their quality?”
Okay. It’s time to address these queries.
First up, yes, the G 310 GS is based on the G 310 R (R for roadster), which means both share many common components, including the 313cc, DOHC, 4-valve, liquid-cooled, single-cylinder engine. It’s worth mentioning that the cylinder block is rotated by 180-degrees for the exhaust to face the rear and throttle body to the front. The whole block is also tilted backwards into the frame, for better mass centralization and lower center of gravity.
Another positive consequence is a much more compact power and drivetrain unit, since there isn’t the need to create a space if the exhaust was up front. From this, BMW Motorrad could use a longer swingarm for more stability, while still maintaining a short wheelbase for agility and front wheel feel.
The frame of the G 310 GS is similar to the roadster’s but the suspension has gained extra travel by 41 mm up front and 48mm out back, to a total of 180 mm on both ends. The front is suspended by non-adjustable upside forks, while the rear shock is adjustable for preload only. Seat height is 835 mm.
But how does it perform since it’s wearing the infamous “GS” (for Gelände/Straße – offroad/road) moniker? Does the G 310 GS deserve that honour?
Approaching the bike for the first time, it looked pretty much like any of BMW’s adventure-tourer bike, especially the R 1200 GS. Its profile is slim and tall, with many wedges in its lines. Getting on confirmed that it was tall, but it wasn’t difficult to lift off the sidestand since its super light (170 kg wet weight).
The single-cylinder engine fired up without fuss, but it needed some revs to get going. Out there on the road, the long travel suspension was supple leaning towards soft and soaked up every bump. Slamming the bike into fast corners produced a perceptible compression while the Metzeler Tourance tyres dug into the road. But there was hardly any wobble. However, the front forks dived quickly under hard braking. Those Bybre brakes are good!
With maximum revs is at 10,000 RPM, 130 km/h comes up at 8,000 RPM. At this juncture, you’re reminded by the buzziness in the handlebar and footpegs that you are riding a single. It didn’t numb my hands, but I believe the addition of dampers to the handlebar mount would be sweet. Torque is commendable, although you need to be in the correct gear.
But oh my, the bike was really agile. The biggest fun about riding it on the daily commute was the enjoyment of sitting high up over traffic, giving you a view far ahead. Besides that, you could actually swing the Baby GS in and out of traffic. Ah, the joys of a lightweight bike. The seats are pretty comfortable too.
We’ve tested its Strasse capabilities so it’s now over to the Gelande part.
Where’s the best place to do some offroading? At Oh Kah Beng’s Most Fun Gym, of course. We had also wanted “Foreman” Oh or KB, as some call him, to ride the G 310 GS and provide his feedback since he’s the Sifu. KB had also trained his nephew, Oh Jin Sheng who went to qualify second on the first day of the BMW Motorrad GS Trophy Asia Qualifier.
But KB was caught up at the bank when we arrived so we decided to go ahead and ride the bike around the basic flat-track course.
I started out gingerly since the tyres were 50/50 offroad/road, compared to knobbies. Apart from that, the seat is rather far behind compared to a pure-bred motocrosser, hence I had some reservations if I could really lean the bike into dirt corners. (Cornering in the dirt calls for the rider to sit as up front as possible and stick out his inside leg to put more weight on the front tyre.)
But as soon as it hit the first berm it was apparent that the G 310 GS was setup towards offroading. Standing up on the straights the bike exhibited a totally natural balance at both ends. I went faster and faster, even did a couple of small jumps as confidence picked up.
The track’s surface was dry with loose soil and sand, but the tyres surprisingly slipped very little. I had to kick my leg further out to displace my weight and give it lots of throttle to slide the rear around. Otherwise, it was as if the bike has traction control (it doesn’t, it only has ABS).
While the suspension soaked up the bumps on the road, on the offroad course it was magic! It ran over those offroad bumps as if they weren’t there. It suddenly didn’t matter that the fuel tank was tall and slightly long, the G 310 GS was amazingly well-balanced whether I was seated or standing up (as I’ve mentioned earlier).
The only gripe I had with running it offroad was the road-oriented rear sprocket size. For true offroading, a 4-teeth bigger sprocket would provide the punch out of corners by rear wheel slide-steering.
KB showed up a little later in the afternoon, a bit agitated from his experience at the bank.
But his expression lit up as soon as he saw the G 310 GS, “Whoa, that’s a beautiful bike! Really looks very close to the R 1200 GS.”
He didn’t waste time in suiting up and hopping on. “The seat’s a little tall for most Malaysians, but the rear shock compresses when you sit on it, like a motocrosser’s.”
As soon as he hit the corner berm, he remarked, “Wow! The balance!” He proceeded to traverse down a steep slope. Both of us wanted to find out about the ground clearance. Nothing touched down.
Next, KB rode the bike down a trail behind the “pit building.” A trail that I would never for the life of me ride on. He just kept going, “Wow this is really good,” and continued on up the hill to the Expert’s Course. He kept riding steadily without jumping, “I don’t want to risk bottoming out the suspension and injuring the bike,” he explained.
And he just kept going and going, with a smile underneath his MX helmet, while I chased him around to grab a few shots.
When he finally pulled in, there were nothing but superlatives from him. “This bike is truly amazing. It soaked up the bumps, it steered beautifully, gripped a lot, and the throttle was very smooth.” (A smooth throttle response is of utmost importance when riding offroad or on slippery surfaces.)
His conclusion was, “It may be an affordable bike at 29K, but it felt like something way more expensive. Plus, it’s really pretty. BMW should extend a test bike at MFG so those who visit MFG could take a look at it. It’s capabilities and quality.”
If a racing legend and super coach who has done it all, seen it all says that, then the G 310 GS is truly special. The bike truly caters to both new and veteran riders. It’s practical for the daily commute, comfortable for long-distance rides and fully capable when the paved road disappears.
Just like in the opening story, the BMW G 310 GS is one bike worth defending – not because it’s a BMW.
Malaysian Moto2 star, Khairul Idham Pawi had set up his own racing academy.
The Superkip Racing Academy will enter riders in the 2018 Cub Prix season.
The team will be managed by Superkip’s father, Pawi Omar.
Young age and a busy schedule at MotoGP did not stop Malaysian Moto2 rider, Khairul Idham Pawi, from training young riders through his own Superkip Racing Academy.
In addition to training, the academy based in Kampung Gajah, Perak, also took a step further by campaigning in the national professional racing stage, namely in the PETRONAS AAM Malaysia Cub Prix Championship in 2018, in the CP115 and Wira categories.
Among the early riders of the SuperKIP Academy are Khairul’s younger brother Anuar Ibrahim Pawi, besides Honda Wave Alpha Challenge riders Md Afizat Supaat, Md Amer Rossi Amidi, Md Hazim, and Md Haziq Rosmaza.
“Selection of riders has been done since the mid-season of the Cub Prix 2017 Championship where we saw and evaluated potential rivals competing in the Honda one-make race series.
“After listing some riders, we invited them to undergo my training session as soon as the Cub Prix Championship ended in Johor, last November. We did different approaches where these riders did not only undergo intensive training, but also provided accommodation here. In addition to training on the circuit, they also underwent training such as fitness, cycling, and others according to the set schedule,” said the 19-year-old rider.
Commenting on the target against all riders, Khairul said, “This is the first year the team is competing at the Cub Prix while the riders are also competing for the first time in the higher classes. We did not set the target too high, we’ll be satisfied with top five finish, and would definitely be very happy if they could climb onto the podium.
“The competition will be fierce and they will be forced to face more experienced teams and riders, including my former team, Idemitsu Kozi Yam Honda Racing. The competition is certainly great and I hope the riders can gain useful experience this year.”
He added, “This team will be supervised by my dad as I’m in Europe a lot next year. Nevertheless, I will always watch them race live on social media when I’m not involved with racing and always get the latest updates from team management.”
Meanwhile, Khairul’s father, Pawi Omar, who will act as team manager, said the plan to set up the academy arose after Khairul won the Moto3 race in Argentina and Germany.
“In the early stages, the academy was created to provide guidance to local youths who are interested in racing before deciding to go further.”
“The way we formed Khairul all this time will be used to guide other riders. Most important is the support of the riders themselves. We are pleased that the families of the riders in the academy are fully supportive and willing to let their children live with us for training and preparation for the Cub Prix race, “he explained.
Moto Guzzi Malaysia invited Guzzi owners to a year-end gathering.
It serves as a platform to touch base with both existing and new owners.
Moto Guzzi Malaysia’s Aftersales Department were present to assist on technical matters.
Moto Guzzi Malaysia is paving the path to engage not only potential or new customers, but existing owners as well.
Since finding a new home at The Gasket Alley (click here for our coverage on the launch), they have organized many events and rides that reflect upon the Guzzi lifestyle, for example, a Sunday ride to Bentong a couple of months back (click here for the report), and now a special gathering as 2018 beckons.
Called the “Moto Guzzi Gentlemen’s Year-End Gathering,” the event brought together Guzzi owners past and present to make new friends and build camaraderie.
We were able to witness a myriad of Moto Guzzis, including the V7 II, V7 50 Anniversario, Norge GT, and an ultra-rare 90th anniversary California.
The owners were then invited to share their experience of owning a Guzzi on video. Although it wasn’t us who interviewed them, we were within an earshot when they described their experience and they were at the least satisfied and loved their bikes.
With the interview session done, Mr. Amarjit Singh, the Head of Aftersales met with the owners personally to discuss on what Moto Guzzi Malaysia could improve on, besides assuring that Moto Guzzi Malaysia is serious in providing the best possible aftersales service and parts availability.
The event adjourned after dinner, and with the owners exchanging contacts with each other. Looks like there’ll be plenty of Moto Guzzi rides soon!
The new Moto Guzzi V9 Roamer and V7 III Stone complements the Guzzi family.
Moto Guzzi calls the V9 Roamer a custom bike, but its design harks back to the beautiful 70’s bikes.
The V7 III Stone forms the basis for further customisation.
Moto Guzzi is a legendary Italian brand since 1912, but a few hiccups along the way gave the impression of the brand being “on/off.” However, Moto Guzzi is seeing a resurgence lately as the new official distributor, The Gasket Alley, has stepped up their marketing and aftersales efforts.
However, having ridden just one Moto Guzzi for mere hours in the past, I wasn’t sure of what to expect from these two bikes: The V9 Roamer and V7 III Stone.
When Sep and I went to pick them up, both had that modern-classic look, but it was the V9 Roamer which appealed to me with lots of chrome offset by anodized black parts and yellow paintwork. It looked like a 70’s kind of standard motorcycle. That’s just the looks, because the 853cc, 2-valve, 90-degree V-Twin engine is all new.
On the other hand, Sep preferred the V7 III Stone as it looked more “masculine” with its boxier fuel tank with flared sides over the cylinders, no chrome and flat yellow tank. In a way, the V7 III Stone has that unfinished look, no doubt being the model for further customization (there are hundreds of items in MG “Spark” catalog). The “III” designation means this is the third generation V7, inspired the by the 1971 V7 Sport. The V7 has been revamped in many ways including a 10% engine power bump.
Both bikes now feature MGTC (Moto Guzzi Traction Control) and ABS.
Pushing both bikes around The Gasket Alley’s parking lot revealed that they were light. It’s even more so when we climbed on board. Their seats were low and both of us could place both feet on the ground with ease.
The V9’s handlebar was mounted on a riser and swept back to meet the rider. The V7’s was flatter for a slightly more café racer feel.
As I reached out to thumb the starter button on the V9, I noticed that the switchgear had a new design, outlined by brushed aluminium bezels, similar to the Calfornia. The V7 made do with the conventional switchgear.
Both bikes starter quickly when the starter button was pushed, to a 90-degree V-Twin growl and the bike kicking to the right simultaneously. Such is the character of transverse-mounted twins (both cylinders projecting out the sides, instead of sitting fore and aft inside the frame), since the crankshaft is longitudinal along the axis of the frame. Conversely, V-Twin that’s mounted longitudinally (Harley, Ducati, et al) has the crankshaft across the frame, thus the frame damps out the crankshaft’s secondary vibrations.
As with Moto Guzzi’s engine configuration, the transmission mates directly to the back of the crankcase (like a BMW Boxer-Twin), although the Guzzi’s single dry clutch is behind the transmission instead of sitting in the middle between the two parts. Power transfer to the rear wheel is best served by a shaft final drive for transverse Twins.
This arrangement makes for a lower centre of gravity as the heavy parts are lower near the ground, as opposed to engine configurations where the transmission is “stacked” above the alternator (although it is more compact).
Anyhow, right away, the V9 Roamer exhibited a relatively maneuverable despite having a 19-inch tyre up front and 16-inch at the rear. Similarly, squeezing through traffic was easy as the bike’s pretty slim. My only gripe about riding it in traffic was the overly soft exhaust volume in order to comply with the Euro 4 emission standard. I don’t have to tell you that some car drivers in Kuala Lumpur are complacent behind their steering wheels, so a loud exhaust is the way to grab their attention unless you honk all the way.
The suspension of both bikes were supple in their initial strokes but took big hits over the shraper bumps and deep potholes. Still, they were remarkably better than their predecessors.
Out on the highway, the V9 Roamer went with the flow due to its taller gearing – it’s not that the engine lacks punch – the transmission was already in overdrive in fifth gear, while sixth was an even taller overdrive. This is definitely a bike for relaxed cruising.
The V7 however, felt more engaging due to its shorter gearing, meaning it kept pushing all the time. In Sep’s words, “The V7 feels more hooligan.” He’s right, because the Stone is just one of the variations in the V7 III family, which includes the V7 III Racer.
Italian bikes are famous for their handling, but I wish I could say so for these two. But it wasn’t because of the bikes, it was due to the standard Pirelli Sport Demon tyres. I’ve experienced the very same trait on another test bike. These tyres are great in running straight but their sidewalls flex like rubber stress balls when pushed in corners, causing the bikes to wobble. It also caused the V9 Roamer’s 19-inch front to steer slower into corners. My concern is that customers who are uninitiated to the Sport Demon will blame the bike.
Anyway, the V7 III Stone wasn’t a slouch when we blasted down the highway. With a sportier riding position, the rider has more confidence to take it to higher speeds. The V9 Roamer, on the other hand likes to be ridden smoothly and in a benign manner. That said, remember the crankshaft’s torque kicking the bike to one side? It all disappeared as soon as we got rolling and the engine became really, really smooth.
We took a different route to Kuala Kubu Bahru for the photoshoot and while it had many beautiful corners, certain sections were bumpy as hell, but these bumps were handled better as long as they weren’t sharp, whereas I would have a chiropractor on standby on the older bike.
We also noticed that there wasn’t any “shaft jacking” despite the lack of an extra arm, like Moto Guzzi’s CARC setup. The term shaft jacking pertains to the bike lifting upwards due to the shaft’s torque as power is applied to the rear wheel.
As our four days with both bikes coming to an end, we liked both the V9 Roamer and V7 III Stone for what they are. They’re just different from other bikes in the market, hence to compare with other makes may not be fair. Both bikes’ appeal rest in the ease of riding them, with a certain kind of soul that could only come from the transversely mounted V-Twin. Besides that, there aren’t many Guzzis around so you’ll earn plenty of inquisitive stares when you ride one.
So which one did we pick as our favourite? Let’s call it a split decision. Keshy and Sep chose the V7 III Stone for its no-frills approach, while Chaze and I chose the V9 Roamer for its looks and soft character.
We had the opportunity to ride the Honda RC213V-S MotoGP replica.
It was part of Boon Siew Honda’s Year-End Gathering for the media.
The RC213V-S was unlike no other motorcycle on the planet.
When it comes to motorcycle racing, I still romanticise what many regard as the “Golden Age of Motocycle GP.” Yes, those times were exciting, seeing riders getting spat off their 500cc two-stroker beasts without warning.
The modern-day four-stroke MotoGP machines look tamer on the other hand, but would any of us mere mortals dare claim they’d be easy to ride? So, when Sep informed that we were invited to ride the million-Ringgit (EUR 188,000) RC213V-S at SIC, every nerve cell hit the rev limiter.
Honda introduced the RC213V-S during EICMA in 2015. Hailed as the closest replica to the bikes ridden by works riders Marc Marquez and Dani Pedrosa, it was a MotoGP bike for the masses.
Each RC213V-S is hand-built in a special workshop in the Kumamoto factory, with some parts sourced directly from the MotoGP bike like the swingarm, slipper clutch, magnesium alloy 17-inch Marchesini wheels, Öhlins forks, adjustable footpegs and pedals, and parts of the Brembo brakes. Other directly trickled down tech include the (partly) underseat fuel tank, and carbon-fibre reinforced plastic bodywork which is fastened with titanium bolts.
Besides those, the RC213V-S also features ride-by-wire throttle, power modes, traction control, engine-brake control, and position detection. The engine has the same configuration as the MotoGP too, a 990cc V-4 with titanium conrods, the only difference being the seamless transmission (a mainstay of MotoGP bikes) pioneered by Honda, and conventional valve springs in place of pneumatic ones.
Another difference is of course the brake discs. They are steel items on the road bike, instead of carbon.
It’s worth mentioning that the 80 percent of the parts on the RC213V-S are interchangeable with the full-on race machine. As it is, the RC213V-S is sold (or was sold if they’re sold out) to rev up to 12,000 RPM (US models rev up to 9400 RPM only due to noise restrictions). Customers could shell out another EUR 12,000 for a race kit that takes it up to 14,000 RPM.
Outwardly, and apart from not wearing the orange Repsol paint scheme, the bike looked no different from the bikes Marc and Dani used to destroy the competition. The headlights are installed into the gaping intake at tip of the upper fairing, but everything else like the exhausts and tail section screamed Honda MotoGP.
The front pair of cylinders vent exhaust gases through a pipe down low on the right side, while the rear pair exit through a pipe under the seat.
Up top, the controls on the handlebars were simple, devoid of the colourful Playstation-like buttons and a small LCD is placed up front. The handlebars are attached to the forks with beefy clamps below the beautifully finished top triple clamp which has the production number stamped on it. The rearview mirrors are attached to the ends of the handlebars.
That’s when I noticed the warning sticker on the tank. Right at the end was a symbol that says, “RON 98.” It means that an owner in Malaysia could only fill up with RON 100 at Petron or Shell’s V-Power Racing. And bring along a few bottles of X-1R Octane Booster.
Oi, enough talk. How was it to ride?
It’s definitely much, much smaller than how it appeared in any photo. Sitting on it felt like sitting on a CBR250, but when I grabbed the bar and sat up straight, I found myself looking over the top of the screen. Everything has been packed close to the rider for mass centralization. But it was surprisingly not uncomfortable. Racebikes of years past were uncomfortable, but the RC213V-S felt like any roadgoing sportbike. Heck, it felt a lot like the CBR1000RR Fireblade with racing footpegs.
While we ogled at the street version, Boon Siew Honda crew fired up a race-spec RC213V. You see, BSH had invited Khairul Idham Pawi and Zahqwan Zaidi as guest riders and they were given the opportunity to ride the real deal (the RC213V, not the MotoGP bike, though).
Everyone dropped whatever they were doing and rushed to over to bear witness! Khairul got off the bike and a BSH crew started blipping the throttle to warm it up. We’ve heard the Honda MotoGP bikes from the Grandstand and around the track, but this was the first time we were up close. That rasp and bark from the exhausts plus the mechanical sounds couldn’t be properly described in words, but it sure gouged itself into everyone’s brains. (Check out the video below.)
It was time to head out, with Zahqwan leading my group.
The Honda RC213V-S uses a proximity switch so they key fob had to be carried in my suit. Thumbed the starter button the first time and the LCD screen came to life. Thumbed it the second time and…. It fired up… While I wasn’t expecting the bark of the RC213V, I didn’t expect the RC213V-S came to life so subtly like a… a… very soft CB650F that I rode in the morning. What the… but still, I’m on a MotoGP replica, so who’s to complain?
With all the BSH brass and crew looking on, and telling myself not to wheelie over backwards, I slipped out the clutch lever so carefully that I almost stalled it. It hadn’t been necessary as the bike was so smooth on pick up.
Out on the warm up lap, the RC213V-S was so easy to turn and burn, although we were taking it easy to warm the tyres up and acquaint ourselves to the bike.
We had a mock start from the grid. Zahqwan just blasted off into the horizon, leaving his exhaust note reverberating around inside our helmets.
The RC213V-S felt slow leaving the line, but whoa! It felt like I ran into a brick wall just almost as soon as I left the line. Other journos who had ridden the bike during the Honda Asian Journey Ride not long ago had warned us about the rev limit being capped. The bike I was on was limited to 7000 RPM, while there were a few others that revved to 9000 RPM.
But no matter, while it felt slow, it was actually picking up speed deceptively fast! And with the rev limit being blocked, I went through the gears like there’s no tomorrow.
Accelerating out of Turn 2, it was like short-shifting to third, fourth and fifth for the sweeping Turn 3. The bike just tipped over on its side even with the power fully on as I engaged the gears. The quickshifter was ultra-ultra-smooth so much so I didn’t even give two thoughts about it. I had wondered if I got to experience the seamless gearbox!
Braking for Turn 4 with two fingers had the front brakes bled off too much speed, so the bike dropped into the corner like an MX bike.
Sweeping through Turn 5 in fifth, I kept rolling on the throttle, having forgotten about the rev limiter. It cut in just as the bike neared the apex. Now, on any other bike, having the power cut i.e. chopping the throttle or hitting the rev limiter, is bad news as it’ll cause an abrupt weight transfer and change of traction, usually resulting in the bike wobbling or worse, standing up. But it didn’t happen on the RC213V-S, I just hugged its line as if nothing happened.
Now I started to worry about the rev limiter so I slowed down for the corners and decided to just blast down the main straight.
Since we were only using the North Track, I gunned the throttle as soon as I cleared the extra corner after Turn 6 all the way onto the straight. The bike ate up all the gears as fast I could feed it and I was already on the limiter just before halfway on the straight, which read 180 km/h.
The RCV213V-S felt slow, but its engine had plenty of kick and revved really quickly. Conversely on the CBR650F earlier, it only hit 179 km/h in sixth about 300m to Turn 1. Was I experiencing Einstein’s Theory of General Relativity firsthand?
How I wished Honda had raised the rev limit a little higher, say to 10,000 RPM.
We pulled into the pits four laps later. Although I was very thankful to have sampled the bike, I was also unsatisfied that I couldn’t go faster from worrying about the rev limiter.
The conclusion is this: The Honda RC213V-S is a superlative bike that’s unlike any other. I’ve never experienced a bike which t feels benign at high speed, that’s for sure.
The test session was a special event as part of Boon Siew Honda’s year-end gathering for the media, after having just celebrated their 60th anniversary in Malaysia.
During the welcoming session, BSH announced that sales had increased by 18% in 2017 from the previous year, having move 122,150 number of motorcycles (as of date of the event). But moving forward to 2018, BSH hopes to recapture its former Number One position in the market.
Datuk Sri Datuk Wira Tan Hui Jing, Deputy Chairman and Deputy Chief Executive Officer of Boon Siew Honda provided the outline, “We are targeting to introduce 10 new models and will certainly surprise everyone with our product lineup.”
As mentioned earlier, Zahqwan Zaidi and Khairul Idham Pawi were present during the event after campaigning in the Asia Road Racing Championship (ARRC) and Moto2 seasons, respectively. Mr. Nobuhide Nagata, Managing Director and Chief Executive Officer of BSH announced that Zaqhwan will move up to the All Japan Road Race Championship (JSB1000) next year.
Also revealed was BSH’s plans to build the first Honda Big Wing exclusive one-stop sales and service centre in 2018 in the Klang Valley, followed by Penang, Selangor and Johor.
The new MV Agusta Brutale 800 is now much more refined.
Quality has also improved, along with driveability.
The new Brutale 800 is much easier to live with and enjoyed.
MV Agusta’s Brutale lineup has always represented the Italian company’s vision of naked sportbikes. According to MV’s philosophy, the Brutale should be uncompromising yet beautiful at the same time.
As such, most, if not all, Brutales, needed a high level of skill and no less amount of bravery to be ridden well. And for them to work well, they needed to be ridden fast and hard. But I’ve always loved how MV Agustas look (examples: Brutale 800 Dragster RR, Veloce Turismo, F4 Tamburini). Almost no other manufacturer could design something so bold.
With that experience in mind, I approached this new MV Agusta Brutale 800 with some mixed expectations. I had a sense of trepidation intermingled with excitement.
Like that bad girl your mother warned you about.
This new Brutale 800 sure looked awesome, the voluptuous tank in fire engine red, with a diminutive waist which had a hole in it, just like the Veloce Turismo. From the rear three quarters, it looked like wasp – ready to sting. MV Agusta calls it, “The big chest, small waist profile.” Sounds good to any man.
The engine dangled under the tank with everything tightly packed around it, looking like the guts of a monster. But I couldn’t locate the battery. There is a reason for this, though, in the interest of mass centralization.
But something caught my attention the first time I laid eyes on it. The panels, quality of the finish, fitment and components looked way better than MV Agustas of past.
The 800cc, DOHC, 12-valve, Triple still took a bit of cranking to get it fired up. But once it does, it sounded guttural, slightly primitive even. It lets you know it’s alive.
The seat is much taller now, as the top part of the subframe had to be designed taller to produce that hole. However, I was surprised that the seat was actually rather comfy, instead of feeling like I was sitting on a leather-covered plank. The waist where the subframe joined the tank was really slim, allowing my short legs easier reach to the ground.
The fully LCD display was crammed with every information you need, except surprise, a fuel gauge, although you could ride about 60 km more when the low fuel amber light comes on. There’s also a large gear indicator, but my only hope is that MV Agusta will place the tachometer bar on the top, rather than below everything else. On the other hand, I really do liked the fact that MV Agusta’s LCD screens hardly reflect direct sunlight.
There are four riding modes: SPORT, NORMAL, RAIN and CUSTOM. SPORT gives you full power and torque; NORMAL cuts power to 100 bhp (good for long distance riding), RAIN cuts power and torque further; and CUSTOM means you could set your own preferences. There are 8 levels of traction control which you could dial and the ABS is switchable.
Starting in NORMAL, a bit of throttle and slip of the clutch got the show going. Give it more throttle and the Brutale 800 took off and it didn’t stop pulling. The rush of speed was accompanied by a soundtrack that could only come from an MV Agusta Triple.
The switch for the riding modes was via a large button on the right handlebar. All you need to do is hold it down until the indicator blinks in the LCD and you can start selecting the mode you desire, without needing to shut off the throttle. That said, the placement of the button on the right side needed some getting used to, but you’ll get it soon enough without needing to relocate your right thumb.
But SPORT mode is where the bike truly shines. The new generation MVICS 2.0 ECU’s fuelling is crisp and accurate, while the throttle isn’t abrupt anymore. Along with the newly mapped ECU, the quickshifter is one of the best on any bike I’ve sampled.
It kicks in the next gear immediately without feeling like you’ve chopped the throttle, nor did it lag. Every gear was hammered home without delay, plus it works on the downshift too, with the throttle being blipped just the right amount. There was no wheel hop even when I experimented with downshifting right down to first without the clutch.
However, the quickshifter works on the upshift and downshift only in SPORT, while only upshifts are available in the other modes.
The next thing I liked about this new Brutale 800 was the suspension. Sure, it’s still stiff but it isn’t harsh anymore. Previously, a bump in the middle of a corner was sufficient to kick the wheels into the air and cause you to lose your line. Now, you could still feel the road but you don’t get displaced off your chosen line.
Besides that, while the previous suspension didn’t seem to respond to any adjustment, decreasing compression damping by three turns and increasing rebound damping in the rear by two turns did wonders for my 80kg weight.
With the suspension sorted, it was time to turn and burn.
The handlebar was placed higher than previous Brutales and was wide. That meant plenty of leverage from your arms to steer the bike quickly in any direction. Adding to the quick steer character was the rake of 24.5 degrees. But the Brutale 800 wasn’t nervous at all especially when accelerating hard, courtesy of the 103.5mm trail.
Combined with the engine’s serious punch and the bike’s light weight, and you’ve a bike that gets away from it all in the blink of an eye.
All in all, I’m glad to see that MV Agusta is still going and the Brutale 800’s big steps in refinement is definitely reassuring.
In closing, the MV Agusta Brutale 800 does make you feel good about yourself.
Study confirms that passengers are more prone to injury.
It’s the rider’s responsibility to ensure the passenger is fully geared up.
At least a good helmet is necessary.
Remember that video which went viral? Most riders already knew that it’s the passenger who usually comes out the worse in the event of an accident.
Unfortunately, we still see many riders who don’t equip their passengers adequately when riding. The rider may be cladded in armoured jacket and pants, a good helmet, gloves and boots, but the passenger looks like he or she just got back from the beach, and wearing a helmet seemingly made when Allahyarham Tun Hussein Onn was Prime Minister.
Hope this research changes your mind.
Published in Reuters Health, it is confirmed by researchers that passengers are likely to suffer more traumatic injuries compared to riders.
Even with helmets on, 36 percent of the passengers suffered traumatic brain injury, compared to 31 percent among riders.
Dr. Tyler Evans of the Indiana University School of Medicine said, “We believe that in certain accidents, the passenger is more likely to be ejected from the motorcycle.” This is the likely scenario why passengers face a higher risk of brain injury, he added.
While riders face lower risks since they could hold on to the handlebar and fuel tank, and protected by the windscreen in some cases, passengers don’t have such luxury since they have little to hold onto. This is especially advantageous for the riders since they know what’s happening and could brace themselves.
Courtesy of freemalaysiatoday.com
In Malaysia, there were 39,744 deaths resulting from motorcycle accidents between 2005 to 2014.
The knowledge gained from this study means that the rider should always provide the best helmet and riding gear he or she could afford for the passenger. Come to think of it, the passenger should be better equipped than the rider!
The KTM 1290 Adventure S was launched to a great following.
As a special year-end promotion, KTM Malaysia offers the Travel Pack as a complimentary package.
The promotion is available via authorized KTM Malaysia dealers.
The 2017 KTM 1290 Super Adventure S was launched in Malaysia just a few months back and has already enjoyed a huge following among adventure-touring enthusiasts.
KTM already has a winner when the Austrian and largest European manufacturer launched the 1290 Super Adventure (later renamed as “Model T”) in 2015. It was promptly named the “Best Adventure Touring Motorcycle” by many reputable motorcycle publications around the world.
The 1290 Super Adventure T was both a mechanical and technological marvel, and became THE high-performance adventure-tourer, bar none. It was also the basis for the 2017 1290 Super Adventure S and 1290 Super Adventure R. The 1301cc, DOHC, 8-valve, 75-degree, LC8 engine (based on the insane 1290 Super Duke R) punches out a whopping 160 bhp and 140 NM of torque. But that’s just part of the story because the engine is already producing 108 Nm at 2500 RPM. That’s why the bike pulled like the clichéd freight train.
The bike features technological advancements such as MTC (Motorcycle Traction Control), MSC (Motorcycle Stability Control), ABS, LED Cornering Lights, and WP’s Semi-Active Suspension.
The 2017 KTM 1290 Super Adventure S utilises the same, albeit uprated features. But more telling, it had been totally redesigned to reflect a new KTM identity, starting with the headlight.
The headlight is now split into two sides with a cooling “channel” in between to address concerns of the LEDs getting too hot. The consequence of this redesign produced a headlight design unlike any other motorcycle in the market, and for KTM themselves, as well.
Other features were uprated, including the engine and electronics for more refinement and even more reliability. New for the 1290 Adventure S is the 6-inch TFT display, which the owner may install the My Ride option which includes hands-free audio playback via Bluetooth.
The latest TFT meter panel for the 2017 KTM 1290 Super Adventure S
All these electronics make the KTM 1290 Super Adventure S sensitive, right?
Not so. We saw how reliable they were firsthand during the recent KMOG Borneo Ride 2017. Not a single bike broke down despite being trashed in arduous riding conditions including earthquake-damaged roads, no road, mud, gravel, sand, rain or shine. They just kept going and comfortable for the riders and passengers to boot!
As 2018 looms, KTM Malaysia is offering the 1290 Super Adventure S with a special promotion.
For a limited time only, KTM Malaysia is throwing in the Travel Pack option, worth RM 5,424 – FREE! With the purchase of a new 1290 Super Adventure S.
The Travel Pack includes the aforementioned My Ride, Quickshifter+, Hill Hold Control (HHC) and Motor Slip Regulation (MSR).
My Ride allows the rider to connect his mobile phone to bike via Bluetooth, allowing for music streaming and making/receiving calls hands free.
Quickshifter+ is an evolution of the run-of-the-mill quickshifter. It allows for smoother and positive clutch-less gear changes not only for upshifts but for downshifts as well. A novel feature of KTM’s Quickshifter+ is the absence of an “activator” on the shift connector shaft.
As any veteran rider can tell you, taking off on an incline is never easy, requiring the rider hold on to the front brake and slip the clutch like mad! Hill Hold Control (HHC) holds the bike on a slope during idle, even if the transmission is neutral. This is a very useful feature especially on a tall bike, laden down with luggage and passenger.
Motor Slip Regulation works in tandem with the other traction control features for a safer ride. While the MTC and slipper work to relief the rear wheel from hopping, MSR limits back-torque to the rear wheel by increasing the engine’s speed. A useful feature in low-grip situations. (It’s akin to riding MX, where the rider needs to keep the engine spinning at higher RPM for more consistent traction compared to fully shutting off – no doubt learned from KTM’s heavy involvement and success in offroad competition.)
The Travel Pack features bring additional safety and entertainment to an already great bike, so hurry to your nearest authorized KTM dealer today!
The GIVI Golden Triangle Adventure 2017 headed to GIVI’s factory in Vietnam.
This is the birthplace of GIVI’s rainsuits and soft luggage.
GIVI carried out a CSR program called “Riding for Reading”.
17th November 2017, Ho Chi Minh City, Vietnam – Today marked the most important day of the GIVI Golden Triangle Adventure 2017 itinerary.
We were slated to visit GIVI’s factory in Vietnam, situated not far away from the hotel, where we were going to see not only how some of GIVI’s products were made, but more importantly, to attend a special Corporate Social Responsibility (CSR) program.
We left the Merperle Crystal Palace Hotel at little later than usual, with the sun already up and shining. The rider with CBR600RR was back and we sure hoped he knew which way we were headed. We were worried about running headlong into HCMC’s traffic, that’s for sure.
We travelled on city roads for a short distance before we started veering into a smaller road flanked on the left by one-storey houses and a river on right. The road condition was good, despite a few patches covered in gravel awaiting their asphalt cover. Hot and dry conditions meant the lead bikes throwing a thick cloud of dust into the air.
Soon we arrived at the GIVI Vietnam HQ and were welcomed by the smiling staff. We were ushered directly to the large entrance to the factory, where a reception had been prepared with light snacks and drinks. We attacked the bottles of water and Pepsi as if we had just left the desert.
Also, there were the Italian Ambassador to Vietnam and the Head of the Italian Trade Delegation, along with Hendrika Visenzi.
Two of the Vietnamese crew had dressed up in the traditional Vietnamese dress, called áo dài (pronounced “Ao-Yai”). Yes, they were pretty.
The GIVI Explorers were then separated into two groups for a grand tour of the facilities. Our group was led by Giorgio Della Rosa, the Factory Manager and designer of GIVI’s riding gear.
This was the birthplace of GIVI rainsuits and soft luggage.
We saw how different materials came together, being cut to exact dimensions by using a hydraulic press or laser cutter, the stitched together by highly trained professionals, before being QC’ed and packed.
We saw the very same tankbags, soft luggage and waterproof we were wearing being assembled right there.
In the meantime, the GIVI crew had taken our helmets to a room in the administration building, where two ladies pinstriped on our names and national flags on one side of the chinbar.
The GIVI Explorers and other guests were then ushered into the conference room for lunch and the GIVI charity event called, “Riding for Reading.” This GIVI CSR initiative aims to assist Vietnamese children in primary schools by meeting short-term and long-term needs. For the near-term, GIVI donated writing and drawing utensils; and health insurance and scholarships in the long-term.
A spontaneous fundraiser was set up among the GIVI Golden Triangle Adventure 2017 participants, to which everyone was more than happy to contribute. A total of USD 800 was raised.
The kids came to meet us soon after, and it was a happy and emotional experience for all involved, as Ms. Visenzi and Mr. Perucca handed the items to them.
As Mr. Perucca said in his speech, the GIVI Explorer adventures have always been about learning and giving, rather than being just riding across the world.
With the Riding for Reading program done, GIVI presented gifts to the Explorers. First was renowned Vietnamese coffee, packed together with a set of serving cups, and the traditional Vietnamese conical hat called nón lá (translated as left hat).
It was time to say goodbye to GIVI Vietnam and head to our stop for the day. A few of the Vietnamese crew also joined us on the ride.
We cut a south-southwesterly course toward Cần Thơ (pronounced “Kan Ter”), the main city in the Mekong Delta, where the Mekong River empties into the South China Sea. The river life figures heavily here, including a floating market.
Unfortunately, one of the bikes developed a puncture and we arrived way after dark so there was no chance of us going anywhere.
The new Kawasaki Ninja 650 and Z650 show much Kawasaki’s 650s have evolved.
They now feature new engines, styling and technologies.
The new models signify Kawasaki’s pursuit of excellence across their range of products.
It’s undeniable that three particular models ruled the Malaysian streets for the years between 2009 to 2015. They were the Kawasaki ER-6f, ER-6n and Versys 650 (we’ll omit the Versys 650 for the moment). Let’s see how the ER-6f and ER-6n have evolved into the Ninja 650 and Z650.
It could also be accurately said that the ER-6 models were collectively the catalyst which started the bike big boom, which consequently ushered all the other big bikes we have nowadays.
The ER-6 family began in 2006. A few of the model made their way to our shores.
However, the ER-6’s true popularity started with the 2009 models. The ER-6f was fully-faired, while the ER-6n was a naked roadster.
Both models were built on the same frame, chassis and engine platforms. They exhibited easy handling, good brakes, upright and and comfortable riding position, and a tractable engine with good torque and power characteristics to please newcomers, veteran and born-again riders. They were bikes that could do it all: Commuting, weekend canyon bombing, long rides, sport-touring, and track riding to some degree.
Best of all, they were the most affordable big bikes at sub-forty thousand Ringgit, since they were first to be CKD’d.
So popular was the ER series that even Malaysian riding schools started using them as bikes for newbie training and “Full B” license exams.
The engine was a simple, liquid-cooled, DOHC, eight-valves fuel-injected, 649cc, parallel-Twin. It pumped out a healthy 71 bhp and between 66 Nm (2006 to 2011) and 64 Nm (2012-2016) of torque. The distinctive thumping exhaust note results from the 180-degree crank.
EVOLUTION
The ER-6 variants (called Ninja 650R in some countries) made their debut in 2006. The second-generation ER-6 made their appearances in 2009 to 2011, before being superseded by the third generation from 2012 to 2016.
There were only minor exterior and internal mechanical changes between 2006 to 2011. On the other hand, the 2012 models had many changes including styling, stepped seats, a bigger fuel tank capacity, a new frame, and suspension with added travel. The ER-6f looked even sharper and sportier, while the ER-6n looked muscular.
The engine was left almost untouched except for a small reduction in compression ratio. Spent gasses was pumped through a revised exhaust system. A new engine management mapping was tuned to spread torque further down the engine range, which lowered the peak power slightly. Kawasaki also debuted the ECO indicator in the LCD.
Since I own a 2011 model, I had felt that the 2012 version represented the peak of the ER-6 model evolution, when I tested both the –f and –n versions. Power was delivered smoother, the seats were comfier and most of all, it handled way better and was more stable than my own bike. It started right up every time and never once coughed through the throttle bodies.
Then Kawasaki took the covers off the 2017 models.
Kawasaki has now dropped the ER-6 name. The fully-faired version is now called the Ninja 650, aligning it as one universal designation. The naked version, on the other hand, is called the Z650, and inducted into Kawasaki’s family of naked bikes. Both the Ninja 650 and Z650 share the same engine and chassis components.
STYLING
The new Ninja 650 stands out prominently when viewed side-by-side with the 2011 model, showing how much the model has evolved and improved over a short period of time.
At the initial glance, the Ninja 650 now looks almost identical to Kawasaki’s multiple-race and championship-winning ZX-10R superbike, especially when decked out in the special-edition KRT colour scheme. Those headlights have gone “raptor-like” and the fairing wraps tightly around the body.
Speaking of the fairing, the new Ninja 650’s still features large side openings to vent hot air, but the rear part of the vent is enlarged and flared outwards to push hot air away from the rider’s thighs. Plus, the rear part of the fairing fits tightly to the frame, minimizing hot air from rising into the rider’s crotch.
The effects are amazingly effective when compared especially to the 2011 and marked improvements over the 2012 models.
However, as sporty as the Ninja 650 may look, Kawasaki has wisely designed the ergonomics to be friendly to a broad spectrum of riders. The handlebars are set high and slightly forward, the rider’s seat is low (790mm seat height), and the levers are 5-way adjustable.
A new multifunction instrument panel is installed which includes a much-welcomed gear position indicator, shift light, and ECO indicator. The tach needle changes colour from white to pink to red as it swings up.
The Z650, meanwhile, has been given the Kawaski Sugomi (“sugomi” means “awesomeness” in Japanese) design treatment for a distinctively organic look. Kawasaki explained that they see the Z650’s stance as that of a black panther stalking its prey, in a crouched stance, with its head low and tail upswept.
A naked sportbike has to look fierce and that’s a great inspiration.
Unlike the Ninja 650, however, the instrument panel has a different design in order to fit behind that “flyscreen.” The tach is stacked on top of the LCD display, with the gear position indicator in the middle. The tach needle flashes at the rider’s preset rev limit.
The Z650 shares the same architecture as the Ninja 650 (more on this below), and as such it has the same seat height of 790 mm.
ENGINE
Kawasaki reengineered the familiar parallel-Twin engine to feature new cam profiles to reduce valve overlap duration (for better low-down and midrange torque); smaller, 36mm throttle bodies for smoother and precise throttle response; and a new exhaust system. These changes collectively result in a broader torque curve to provide the rider with power anywhere (in the rev range) at anytime it’s called upon.
Any previous ER-6 owner, myself included, could tell you that the engine’s strong back torque (engine braking) could sometimes impede smoother cornering transitions (as you’re dragged back by heavy engine braking, which causes the bike to lose speed, followed by instability and the reluctance to turn, ultimately resulting in the rider losing confidence), besides encountering rear wheel hop (or even skid) if we downshifted too aggressively.
Kawasaki addressed this by adding an assist and slipper clutch. The slipper function is a nice addition, allowing for smoother corner entries and eliminating wheel hop. The assist function provides easier gear upshifting, by using cams that function as a servo mechanism which pulls on the clutch hub and operating plate together, to compress the clutch plates under acceleration.
FRAME AND CHASSIS
Kawasaki has also given the new 650s a new steel frame, which is 15 kg lighter than its predecessor – contributing to a light 193 kg and 187 kg overall weight for the Ninja 650 and Z650, respectively. The sections are made as straight as possible to tune the frame for shock and load dispersion. Rake is at a sporty 24-degrees.
Moving downwards, the old ER-6 (and Versys) mounted their rear shocks on the right side of the motorcycle, connecting the frame and swingarm directly without a link. Adjusting the shock’s preload couldn’t be easier, but there are riders who complained of cornering imbalance (although this is subjective, as many motorcycles utilize this arrangement).
The new shock is now mounted in a horizontal back-link format for a more progressive action. But instead of installing part of the shock and linkage underneath the swingarm, they are positioned on top. This also ensures the components are moved away from the engine’s heat. The swingarm is now a curved unit (stronger while keeping the wheelbase short).
BRAKES
Braking is handled by a pair of dual-piston Nissin calipers gripping 300mm petal discs up front, while the rear is stopped by a single-piston caliper gripping on a 220mm petal disc. ABS is standard on both ends.
If a motorcycle is the sum of all its parts, then the it’s easy to see how the Ninja 650 and Z650 has evolved to be even better bikes. The answers are: Easy to approach, practical, economical, stylish while still being able to provide an exhilarating ride for both new and experienced riders.
The Honda CRF1000L Africa Twin is a lovely machine to ride.
But it’s rather large and tall, especially for most Asians.
Honda is aware that they don’t have a middleweight adventurer.
Many fans jumped for joy when Honda announced the revival of the Africa Twin in 2015. It wasn’t only the international crowd who had loved the Africa Twin, for there were many in Malaysia during the late-90’s and early-20’s, too.
I too, fondly remember those tall machines in white, red and blue complete with handguards, metal grill protectors for the twin headlamps, massive fuel tank/radiator shroud, an also huge sump guard, and a booming exhaust note. It looked like it could bash through the jungle for breakfast right out of the box!
XRV750 Africa Twin
In fact, the XRV750T final version in 2003 looked like it ate a Honda CBR900RR Fireblade on its way to the mountains.
The first model, the XRV650 was actually built by the Honda Racing Corporation (HRC) itself. Yes, the people behind all of Honda’s racing motorcycles. Some people actually called it the “RC30 of off-road.” It was based on the Honda NXR-750 which won the Paris-Dakar Rally four times in the Eighties.
We came across this immaculate XRV650 at Motonation 2017
The 650 became the XRV750 Africa Twin, the most famous model that we saw here. But it had never been exported to the US.
When Honda stopped its production in 2003, many were heartbroken.
Now with a 1000cc, 270-degree crank (to mimic the firing order of a 90-degree V-Twin), parallel-Twin engine and Honda’s Dual Clutch Transmission (DCT) option, the new CRF1000L Africa Twin promised to be a much better, much more contemporary iteration of the famed heritage and lineage when it was launched for 2015. (Click here for our First Impressions.)
2016 Honda Africa Twin DCT
I managed to finagle a short ride on a CRF1000L in Thailand during the GIVI Golden Triangle Adventure 2017. There was a total of three Africa Twins on the ride, two of those with DCT. It was an amazing machine to ride: Its poise, balance, comfort, the torque of its engine. But it was tall and that made it rather heavy to manage in busy urban environments. It towered over the Kawasaki Versys 650 and Suzuki V-Strom 650, and it was the bike that made the 2013 BMW R 1200 GS LC look err… short and squat.
However, if you’ve the blood for adventure and insists on a smaller Honda, you could choose from the crop consisting of the CRF250L or CRF250 Rally, CB500X, NC700X and NC800X, but they are nowhere near Africa Twin territory.
Honda knows this. Kenji Morita, Large Project Leader for the Africa Twin said, “When we speak about pure adventure, we don’t have a wide line-up. And yes, we are thinking of putting a halfway model to attract younger riders.”
Honda already has a 750cc parallel-Twin which powers the NC750X and X-ADV (we rode this in Thailand too. It was awesome!). But that would create a product line with models too close to each other. So, how about a new 650cc engine as the direct link to the original XRV650 Africa Twin?
This is a segment in which Honda could not afford to miss out, since the middleweight adventure (750cc to 800cc) market has now become THE most contested territory. It is currently being fought over tooth-and-nail by the BMW F 850 GS, Triumph Tiger 800, KTM 790 Adventure and soon to be launched Yamaha Ténéré 700.
Honda says they aren’t working on the smaller Africa Twin as yet, but you can bet the Red Giant isn’t going to sit still, so watch this space.
