KTM Malaysia organized the KTM 250 Duke and KTM 390 Duke Media Ride
The route ran through city traffic, Karak Highway and up Bukit Tinggi
The new Dukes are more refined and even more fun to ride than before
Hot on the heels of the KTM 250 Duke and KTM 390 Duke official last night (click here for the news), KTM Malaysia had organized a special program for the motoring media today (27th September 2017).
Known as the KTM 250 Duke & KTM 390 Duke Media Ride, members of the media were given the privilege to test ride both the new models for day.
The Media Ride began from the eCity Hotel, just after a heavy rain squal.
Inspected up close, the new 250 Duke and 390 Duke are much more refined with good build quality, fit, finish and feel. Gone are the ill-fitting panels and seemingly wayward welds on the frame. Gone too are the aluminium engine hangers of old – the engine is now attached directly to the frame. The paintjob is also even throughout.
The spec sheet quoted an increase of 30mm in the seat height. Some of us were concerned how it would affect average Malaysian who are shorter in stature compared to their Caucasian counterparts. But the rear spring sags downwards like a dirtbike as soon as we got on and most of us, including me who is only 167cm tall could place one foot flat on the ground or have both feet reaching terra firma comfortably.
The redesigned seat was also comfortable and doesn’t feel like a piece of plywood painted black. It was comfy, wide and long.
The rider’s triangle – relationship of the seat to the footpegs and handlebar – has been revised for a much more comfortable reach. The handlebars are closer to the rider and set at just the correct height, without being too sporty or too upright. The footpegs were also placed high enough without being too rear set. The handlebar is narrower, like a naked sportbike’s instead of being wide like a motocrosser’s.
KTM Malaysia had prepared seven 250 Dukes and eight 390 Dukes. I started out on the 250 Duke when we left the hotel. We surprised as soon as we thumbed the starter button. Gone is the “loose piston” sound, replaced with a smooth throb (although muted).
The Duke 250’s instrument panel had been carried over from the previous models, thus finding the information I sought took only a quick glance.
We headed to Bukit Tinggi, via the Karak Highway. We opened up as soon as we hit the NKVE. the 250 pulled smoothly through its rev range. There was a little vibration as expected from a single-cylinder motorcycle, but it was definitely much smoother this time around.
There was also an appealing “vroom” from the new exhaust and airbox below the tank.
We were expecting the 250 Duke to lack the grunt to punch through traffic, but we were pleasantly surprised to find that it could actually hold its own. The engine started to lose its breath at around 125 km/h but still pulled to 137 km/h in my hands, ( I was being careful as it was a new bike and I didn’t want to hurt it) but another journo had hit a tad over 140 km/h.
While that doesn’t sound a lot, bear in mind that it’s a one-cylinder engine and the speedometer is super accurate, plus the fact that these bikes have not being broken in.
The 250 Duke’s handling was predictably agile as it cut through the heavy traffic.
I switched over the 390 Duke at BHP Gombak. Facing me immediately was the new TFT-display and control buttons on the left handlebar. They reflected those on the 1290 Super Duke R.
The engine fired up to a soft rumble, you knew there’s was something more substantial in there, compared to the 250 Duke.
Right from the off, the 390 Duke had a big torque, belying its 373cc. I kid you not, it felt like a bigger engine.
Out on Karak Highway, the 390 Duke’s engine pulled hard for its size and cleanly through its RPM range. But what was more enjoyable was how that torque and power was put to work around corners. Whereas you’d normally downshift for more push off a corner, you could usually select a higher gear and just leave it there, making it especially fun when charging up Bukit Tinggi.
It has to be said that KTM had chosen the best location to highlight the characters of both bikes by choosing Bukit Tinggi. The feeder road is only one lane up and down, and the corners are sharp with many decreasing ones.
Both Dukes flicked through them so keenly there were many occasions when I realized that I didn’t countersteer.
The suspension doesn’t throw you around like potato chips in a bag now and they certainly didn’t wobble or pump up and down in corners.
The 390 Duke’s front brake was mighty impressive too. A one-fingered pull was usually enough for most occasions.
Needless to say, we came away very impressed with the new Dukes. Stay tuned for the full review soon!
New KTM 250 Duke and KTM 390 Duke have been launched tonight
The KTM 250 Duke is priced from RM 21,730 (incl. 6% GST)
The KTM 390 Duke is priced from RM 28,800 (incl. 6% GST)
One City USJ, 26th September 2017 – The KTM 250 Duke and KTM 390 Duke has been launched to a great reception tonight.
The launched of the KTM 200 Duke in 2012 caused a sensation short of a revolution in the small capacity naked sportbike market. For it marked the introduction of a motorcycle that performance in terms of speed (for a 200cc bike), handling and braking, wrapped in a frame and bodywork that was different from anything before it.
The KTM 390 Duke was launched soon after to even more resounding success, followed by the KTM 250 Duke, which had racier features such as a slipper clutch.
Since then, KTM’s rivals have launched models to rival the Duke’s success, prompting KTM to refresh the smaller Dukes.
KTM Malaysia had launched the new 1290 Super Duke R earlier this year, then when pictures of the new baby Dukes started circulating on the internet.
Instead of following the same template across the range, KTM has taken the step to give both the 250 and 390 new looks for their own identities. Yet, the styling of both models still unmistakenly within the Duke’s family’s looks.
KTM 250 DUKE
The new 250 Duke has received what KTM calls, “… more than just an aggressive makeover.”
KTM has given the new KTM 250 Duke a newly designed headlamp, reminiscent of the 2014 KTM 1290 Super Duke R.
The new styling also brings along a bigger fuel tank (now 13.4 litres up from 11.1 litres), redesigned seats for sporty yet comfortable for long rides whether solo or with a passenger.
The Austrian manufacturer’s lay to claim has always been READY TO RACE, hence performance is always high on the list.
The 248.8cc, liquid-cooled, DOHC, 4-valve, single-cylinder engine packs a healthy 30 bhp, which is sent through a 6-speed gearbox with a slip-and-assist clutch for smoother corner entries. Spent gasses exit through a new exhaust system.
The forks are upsided-down WP (of course), but now features open-cartridges. The advantages are lighter weight and ease of maintenance due to fewer parts.
The frame and bolt-on sub-frame are also new.
Its lightweight steel trellis frame has been updated. The wheelbase is 10mm shorter for more agility, while the rider’s seat is now 30mm taller at 830 mm.
WP single shock, adjustable for preload, 150 mm travel
Front brakes
Single 300 mm disc, single-piston radially mounted caliper
Rear brake
Single 230 mm disc, single-piston floating caliper
ABS
Bosch MB9.1 Two channel
Front tyre
110/70-ZR17
Rear tyre
150/60-ZR17
FRAME & DIMENSIONS
Frame
Steel trellis
Swingarm
Two-sided, cast aluminium
Trail
95 mm
Rake
25 degrees
Wheelbase
1357 mm
Seat height
830 mm
Dry weight
147 kg
Fuel capacity
13.4 litres
KTM 390 DUKE
The new KTM 390 Duke has similarly been updated, but the changes are more extensive.
It’s overall appearance has taken on its top sibling’s – the 2017 KTM 1290 Super Duke R – appearance. The headlamp takes its inspiration directly from the latter complete with split LED day running light and headlamp. The fuel tank and its flanks have also been updated for a fiercer look.
The new 390 Duke also features a multi-function, multi-colour TFT instrument cluster similar to the 1290 Super Duke R’s. The display adjusts its brightness automatically depending on ambient lighting. It also features Bluetooth connectivity to a smartphone and is now controllable from the handlebar switches.
But it’s underneath all these new panels that matters the most.
The new model now features a Ride-by-Wire throttle, for smoother throttle response. The 390cc, liquid-cooled, DOHC, four-valve, single-cylinder engine has been upgraded to produce an impressive 44 bhp and 37 Nm of torque.
Additionally, a slip-and-assist clutch is featured in the new 390 Duke, compared to the previous model. The slip function eliminates rear tyre chatter in the event of aggressive downshifting, while the assist function helps to lighten clutch lever pull, besides performing as a self-servo function to apply more pressure on the plates when accelerating to ensure power is fully transmitted to the transmission.
The engine and chassis components are then attached to the new frame and bolt-on subframe.
With the increase in go, KTM didn’t forgo the stop department either. The new bike now features a larger, 320mm front brake disc with a Bosch ABS system providing a safety net.
I could still remember my exact feelings when I picked up the June 1992 issue of Cycle World Magazine from a kiosk in Lot 10. On the cover was a so radical that it looked like a hippie Xenomorph (the alien in the Alien movie franchise) in blue and pink. Or at least this would be the Xeno Queen’s ride if she’s into motorcycles.
But look at those front “forks”! Those exhaust pipes! That big yellow Öhlins shock absorber hanging in front of the engine!
The copy on the magazine’s cover shouted, “THE WORLD’S MOST ADVANCED MOTORCYCLE”.
I promptly paid for the mag and hurried to the Delifrance café to read more about this “Britten V-1100.”
It was then that I discovered that was actually homebuilt. Yes, built in a certain genius’ backyard!
That guy’s name was John Britten.
John Britten didn’t hail from Italy, Germany or Japan, instead, he was a humble guy born in 1950, in Christchurch, New Zealand.
Britten studied mechanical engineering at a night school. This wasn’t mentioned in the mag, but I only found out while researching for this article. John Britten suffered from dyslexia.
He went to work with ICI as a cadet draughtsman afterwards. It was here that he learned to design moulds, patterns, metal spinning and other engineering designs.
Britten then embarked on a short stint in England, where he worked with a renowned civil engineering firm to build links to the M1 and M4 motorways.
When he returned to New Zealand, he became the design engineer for Rowe Engineering’s offroad equipment. He also built glass kilns and went into business as a fine artist designing and making glass lighting by hand, before joining the family property management and development business.
But John Britten had a love for motorcycles.
He was an amateur racer in New Zealand. He wanted to make something more out of his classic bevel-drive Ducati, but the engine was unreliable and the chassis didn’t handle the way he liked. He turned to a Denco engine from New Zealand, but that too proved to be unfeasible. Furthermore, ordering parts from the outside world meant they would take too long to find their way to New Zealand at the time. (It was before the internet an eBay.)
In search of the perfect race bike, Britten thus decided to build an entire bike himself.
That bike soon came to be known the world over as the Britten V1000.
But Britten didn’t have sophisticated CAD/CAM and CNC machines, windtunnels and, an army of engineers like the major manufacturers did. All he did have was his home’s garage and a few good friends.
So how do you form the outline of a motorcycle then? Britten did it by cutting lengths of gardening wire and stuck them together with a glue gun. A clay model was then built around this frame which became the mould of the carbon fibre bodywork and other components.
The front wishbone “forks,” swingarm, bodywork and even wheels were made of carbon fibre!
Speaking of carbon fibre, Britten didn’t draw up the parts and had them made by specialist makers. Nope uh-uh, he and his mates painstakingly laid the carbon fibre material and moulded the parts themselves at home. And since this was during the late-80’s and early-90’s – the black stuff was used extensively only in Formula 1 at the time.
Homemade specials are usually the amalgam of the bodywork, frame, parts of the chassis, while the engine is usually sourced from existing motorcycles. But since Britten was frustrated by commercially produced engines and the lack of parts, the V1000’s engine would likewise be built from scratch.
Parts of the engine were hand cast and heat treated in Britten’s wife’s pottery kiln. There was a video of Britten extracting the oil sump from the kiln, then pouring water on it from plastic pails to cool it down. Some of the water came from the swimming pool.
The four-stroke, 8-valve, 60-degree, 999cc, V-Twin engine made 165bhp. Its ECU was programmable and also featured data-acquisition. Two versions of the engine were produced, one at 1000cc and another at 1100cc, as different race events allow different capacity caps. But most were 1000cc machines.
The innovations didn’t stop there. Everything on the bike conformed to the “design follows function” principle.
Britten didn’t like the way suspension systems of the day performed so he built the Hossack-style double wishbone front suspension system. The girders were attached to an Öhlins shock via linkages that allowed the rake and trail to be easily altered. This set up also isolated the front suspension from using up a good part of its travel during hard braking.
The large Öhlins shock behind the front wheel was in fact for the rear suspension, attached to the swingarm with linkages. Britten did so to isolate it from the rear exhaust’s heat which degrades a shock’s performance. Besides that, it made adjusting the shock much easier, compared to shoving hands and tools into a tiny space.
Speaking of the exhaust, those blue coloured, intestine-like exhaust downtubes took that form to achieve equal pipe lengths.
The radiator was mounted under the rider’s seat and intakes in the front of the fairing brought cooling air to it. It was done so to bring the front wheel closer to the engine to centralize mass and keep a short wheelbase, way before the major manufacturers had did anything about it.
The V1000 was essentially “frameless.” The front end and swingarm were connected directly to the engine, which was then connected to the tank as a fully stressed member, somewhat reminiscent of the groundbreaking Vincent Black Shadow/Black Lightning and the Kawaski KR500 GP racer. But those tanks were steel, unlike the V1000’s. The V1000’s frameless carbon fibre concept was later seen in the Ducati Desmosedici GP9 in 2009, followed by the Ducati 1199 Panigale in 2011.
The V1000 weighed in at 138 kg (that’s just 4 kg more than the KTM 200 Duke), and with 165 bhp, that equaled a magnificent power-to-weight ratio of 1.19 bhp/kg. Yes, current MotoGP racers and even some streetbikes do better than that but again, this was in 1991.
If these concepts were already mind-blowing to say the least, there’s probably no superlative to describe it as the V1000 was entirely home- and handmade.
But so what, if the concepts didn’t work right? The Britten V-1000 became a legend due to its performance on the racetrack.
The most lasting impression in most people’s minds was the V1000 pulling a wheelie while passing the factory Ducati at the 1992 Daytona Supertwins race, propelling rider Andrew Stroud into the lead. The V1000 led until the penultimate lap when it stopped due to a faulty rectifier – ironically sourced from a Ducati. (One of the cylinder liners had also cracked on the previous day. Another part not built by Britten.) But the V1000 had cemented its place in history, having run up front in its maiden race. It was the indisputable proof that John Britten’s concept was viable!
The V1000 went on to dominate in 1993 and 1994, winning multiple races and the New Zealand National Championship and the British European and American Race Series (BEARS). Britten and team had developed the bike along the way and it won the 1995 BEARS Championship in commanding fashion by finishing 43 seconds ahead of its closest competitor.
Britten had tested the V1000 against the FIM World Speed Records in the 1000cc and under category, too. The bike broke the flying mile record at 302.705 km/h, the standing mile at 134.617 km/h, the standing mile start at 213.512 km/h, and standing start kilometer at 186.245 km/h. It was the fastest motorcycle in its class!
It may sound like a scary bike to ride but eminent motojournalists Alan Cathcart and Nick Ienatch, among the lucky few to have ridden the V1000 reported it to be smooth and easy to go fast on.
There was no doubt the V1000 would have gone further but it was not to be. John Britten was diagnosed with inoperable malignant melanoma (aggressive skin cancer) in 1995. He passed away on 5th September that same year, at the age of 45.
There were only ten Britten V1000 ever built, in addition to the one prototype.
Harley-Davidson’s dealer agreement with Naza has ended
Harley-Davidson is “refreshing” their dealer network
The Motor Company will now look for dealer partners with immediate effect
Harley-Davidson of Kuala Lumpur. Courtesy of wemotor
Harley-Davidson Asia’s dealer agreement with Naza Prestige Bikes Sdn. Bhd. has come to an end. Naza Prestige Bikes currently operates Harley-Davidson of Kuala Lumpur, Harley-Davidson of Penang and Harley-Davidson of Johor Bharu dealerships.
The bombshell news comes in light of Harley-Davidson’s objective to increase its international business by another 50 percent of its current annual volume. The Motor Company will now embark on the quest of searching for a new Malaysian partner with immediate effect.
“We would like to thank Naza Prestige Bikes Sdn Bhd for close to a decade of partnership in Malaysia operating Harley-Davidson dealerships and building up a loyal customer base,” said Peter Mackenzie, managing director of Harley-Davidson in Greater China, India and Asia Emerging Markets.
The announcement in Harley-Davidson’s Facebook page added: “We’re working towards a seamless transition to continue bringing exciting motorcycles, parts and accessories, as well as apparel to you in Malaysia.”
“We are grateful for your support and are here to stay. If you have any questions, please drop us a message or email us at AEMenquiries@harley-davidson.com. Stay tuned for updates.”
It will be interesting to see who will pick up the ball and how this news will affect the Harley Owners Group (HOG) Malaysia, besides the owners of officially sold Harleys and parallel-imported Harleys.
The announcement has not been reflected in Naza Pretige Bike’s dealership Facebook pages. Owners are already beginning to enquire about their warranty status and five-year free service package. Hope to see some definitive answers soon.
Adventure riding takes you to places inaccessible to most others
Adventure riding takes practice and careful planning
Once experienced, it may become your only type of riding activity
Courtesy of adventureriderz.com
Adventure riding is fun in many more ways than one.
Why not ride an offroad trail or better yet, blaze your own trail to some waterfall in a jungle where no one has been to before, compared to visiting an easily accessible waterfall that’s overcrowded, dirty and dangerous with rubbish and human effluents?
But how does one go about with adventure riding? Some people may cynically say, “It isn’t an adventure unless something goes wrong.” It’s not as bad as that. Think about discovering the many God-made beauties our country has to offer.
Here are our top tips for adventure riding.
1. Get a Proper Adventure Bike
Starting with say, a Kawasaki Versys-X 250 or a Versys 650 ABS. Or just go ahead with a Kawasaki KLX150BF or KLX250 (you may want to leave the KLX450R for the pros, though). But for the sake of simplicity, we’ll just stick to the Versys-X in this article.
Kawasaki Versys-X. Courtesy of motorcycledaily.com
The Versys-X 250 fills the role of a lightweight adventure and commuter motorcycle nicely, as it has a good balance for adventure riding when standing up on the footpegs. It’s also equipped with spoked wheels instead of cast aluminium ones. Spoked wheels are more desirable for adventure riding as they are usually lighter, absorb shocks better and can be adjusted back to shape if dented.
KLX250
The KLX range is a no brainer when it comes to adventure riding, as they are enduro motorcycles – super lightweight, slim, long travel suspension, big spoked wheels, and torquey engines. The KX models, on the other hand, are competition models for motocross, supercross and conversion to supermoto, thus they are not road legal. But you could always truck it to the starting point of your ride.
KX250F
Depending on the severity of offroading on your adventure ride, you may need to replace the Versys-X’s stock tyres to more adventure-oriented ones, otherwise the standard tyres are fine. Adventure-specific tyres not only offer more offroad grip, but they also allow the pressure to be dropped safely (more on this below).
2. Get Proper Training
Adventure riding has its specific set of skills. The route you’re going to travel on may not be severe, but it’s always good to be prepared.
Best way to learn this is at Most Fun Gym (MFG), operated by Malaysian veteran GP rider and legend, Oh Kah Beng. MFG may seem to be a hardcore motocross school, but it’s otherwise in reality. You don’t have to do the jumps. Learning offroad means learning the skills to control a motorcycle over low to no-grip situations through mastering throttle control, brake control, body control, body positioning, vision.
Training at Most Fun Gym
You’ll find your road riding skills improve too. That’s why MotoGP champs ride offroad on their off days.
3. Packing Up
This may seem frivolous but packing plays a big role in a safe hence enjoyable adventure ride.
Loaded up GIVI’s top case and panniers
A few extra items should be brought along:
Extra tool kit. Or a good multi-tool set with extensive attachments.
Cable ties. The most important kit by far.
Tyre tube or tyre puncture repair kit.
Compact electric air pump for the tyres.
Tyre pressure gauge.
First aid kit.
Flashlight.
Courtesy of advpulse
For one, heavy items such as tool kits, or camping equipment should be packed low in the panniers. Locating them high up results in a high centre of gravity and causing the top-heavy feeling (the bike likes to tip over at slow speeds).
Important items like the wallet, phone, cigarettes/vape, lighters should be packed in a waterproof or ziplock bag, and be easily accessible, so you don’t have to dig through everything to look for them.
Courtesy of advpulse
Not least of all, hook the motorcycle’s key to a large keychain. It’ll give you a good chance of locating it should it be dropped into a pool of mud or water.
Kawasaki floating keychain
4. Riding Gear
Adventure riding gear is the best as they are designed to be tough, protective and comfortable.
Hevik adventure jacket
However, if there are certain constraints, motocross wear is fine, but do wear full body armour including knee and shin guards.
Acerbis body armour
The subject of boots is open to contention, however. Many choose to wear motocross boots but this writer prefers adventure riding boots such as the TCX Track WP. First of all, the latter is more flexible, which increases comfort greatly. Secondly, adventure boots have more “aggressive” sole patterns compared to MX boots. That’s important in case you get off and push the bike. MX boots’ soles are smoother, made for sliding across the track while cornering, which means you may not have much traction in the rough.
TCX Track Evo WP adventure boots
An adventure helmet (full-face with a peak) is good, so is a motocross helmet, as they provide optimal airflow. A roadracing full-face will have you out of breath in a jiffy. An open-face is inadvisable as it doesn’t have the protective chinbar.
HJC FG-X offroad helmet
5. Tyre Pressure
With all that out of the way, it’s time to ride.
But hang on! We need to work on the tyre pressures first!
Again, if the adventure ride consists of serious offroading, the tyre pressures needs to be reduced.
Reducing the tyre pressure lets the tread “open up” for a wider footprint. The lower pressure also allows the tyres to absorb shocks from irregular surfaces, rocks and tree roots.
Reducing tyre pressure
Typical road pressures are anywhere between 200 kPa front to 280 kPa rear. A drop of half will suffice. For example, if the recommended pressure for your bike is 200 kPa, drop it to 100 kPa.
Remember we recommended that you bring a tyre pressure gauge? This is what it’s for. Also, keep in mind to re-inflate the tyres back up to the recommended pressures when you ride home on the road. That’s what the air compressor is for.
Stop & Go portable air compressor
6. Stand Up
Get your buttocks off the seat and bend your knees a little, using your legs as shock absorbers for the rear. Lean your chest slightly towards the fuel tank and splay your elbows outwards, but do not press down on the handlebar. Use them as additional shock absorbers for the front, instead.
Stand up when riding offroad. Courtesy of advpulse
Standing up brings your centre-of-gravity (CoG) down to the footpegs. Also, having your body off the seat means you don’t get hammered when the bike moves around underneath you. Sitting down in the seat, will have the bike taking you for a ride as it snakes, squirms and bounces.
The Versys models have short fuel tanks; the Versys-X’s fuel tank is sloped sharply downwards at the rear so that the rider may position his body weight towards the front when standing up.
7. Ride Loose
Your grip, arms, torso and legs should be relaxed. This allows the bike to do what it’s supposed to, and letting the suspension soak up the bumps. Fighting the bike will only exacerbate a situation. Your job is just to point the bike towards where you want it to go.
Relax your arms, legs and body – Courtesy of advpulse
8. Push Down
Cornering on the road or track means leaning your body to the inside of the corner.
When adventure or offroad riding, keep your body straight up and push the handlebar and footpeg downwards.
9. Sit Down
Standing up is necessary when you travel straight or around a gentle curve. But you need to sit back down for sharper corners.
Sit down for sharper and faster corners – Courtesy of advpulse
Keep your upper body straight up and push the handlebar downward. Stick your leg out but that leg’s knee should touch the bike. Splaying your leg wide will have the bike sliding and can lead to a lowside.
10. Throttle Control
Throttle control is probably the single most important control in adventure riding (so is on the road, as a matter of fact).
Modulate the throttle smoothly when turning it on or shutting it. Roll it on, roll it off – never slam it open or slam it shut.
If the bike slides in a turn, don’t slam shut the throttle like what your instinct tells you to do. A slide doesn’t mean the bike is totally out of control. It’s just a sign that the sliding tyre or tyres have less traction.
Stay on the gas! – Courtesy of Ksatria Pinandhita
Instead, you could maintain the same throttle position and lift the bike up slightly by either using your leg or the handlebar, or both. If you need to slow down more, remember to roll off the throttle. Cutting the throttle immediately when the bike is sliding will cause an abrupt back-torque (engine braking) and that will result in the tyre breaking all available traction.
When we tested the Versys-X, we noticed that the engine’s power is softer initially, before picking up at 3000 RPM. On one hand, that’s to not scare beginners, but it’s also meant for smoother throttle response when adventure riding. The model is also equipped with a Slip & Assist clutch to control engine braking.
11. Don’t Jump on it!
As with the throttle, you should also be smooth on the brakes. Never grab the brakes but apply pressure progressively.
Additionally, do not brake in a slide. Use the throttle.
Similar to the throttle, the Versys-X’s front brake is a little soft at the beginning of its stroke.
The Versys-X’s brakes are nicely progressive
12. Look!
The simple adage applies: “You go where you look.”
Don’t stare at the big rock in your path if you don’t intend to hit it. Look to the sides and you will miss it.
Look where you want to go – Courtesy of rockymountainatvmc
So, there you go. Follow these pointers and you will want to forget about road riding and who knows, you may devote yourself to adventure riding. These tips may seem complicated at first, but they are actually rather simple and straightforward when you put them together.
Rossi broke his lower leg in two places in an enduro accident 21 days ago
Valentino Rossi will race race at Aragon this weekend, after all. In a news that surprised everyone, perhaps even Rossi himself, the nine-time World Champion has been deemed fit to race.
Mandatory medical exams were carried out by MotorLand Aragon’s Chief Medical Officer, Clemente Milan. Rossi will take part in tomorrow’s FP1 session.
Rossi’s leg broke in two places in a freak, low-speed enduro accident just 21 days ago (click here to read about it). He has even said that such injury would normally take at least 40 days to heal, due to a similar injury back in 2010, which Jorge Lorenzo won his first MotoGP championship.
Rossi took to the track on a Yamaha R-1M street bike at Misano (click here for our coverage) to test his fitness and came away saying that he will try to race this weekend (click here for the full story).
Professional racers have long had a certain determination to get back to racing despite injuries that would sideline any mere mortal. Heroes past and present, such as Marc Marquez, Jorge Lorenzo, Casey Stoner, Mick Doohan, Kevin Schwantz, Wayne Rainey, Eddie Lawson, Freddie Spencer, in fact almost all of them would come back to ride and sometimes even win in spite of their injuries.
Rossi currently lies fourth in the 2017 MotoGP Championship with 157 points. Marquez and Andrea Dovizioso are jointly leading on 199 points, while Rossi’s teammate, Maverick Vinalez is in third with 183 points. Aragon GP is the 14th round of the 18-round 2017 championship.
Motorcycle thief gang brought down by RM2 theft attempt
Stolen 17 motorcycles this year
Motorcycles stolen to feed drug habit
Whoever says there’s no divine intervention should think again.
A motorcycle thief was caught red-handed by he committee members of a mosque when he attempted to steal money from the donation box, which had only RM2.
He was later handed over the police. A background search soon revealed that he had been riding a stolen motorcycle. The suspect soon admitted to having stolen 17 motorcycles in Kuala Sungai Baru since February this year.
The bikes were subsequently sold drug dealers for RM500 to RM600 in Kampung Pinang, Sungai Udang and Kuala Sungai Baru (all in Melaka) to feed his drug habit.
The revelation led the police to arrest two more suspects, aged 33 and 35, who colluded with him to steal the motorcycles. They were also drug addicts.
State Police Chief, Datuk Abdul Jalil Hassan said in a Press Conference, “We seized a Modenass Kriss, Honda Wave, Yamaha Y100 Sport from the first suspect, a Honda Wave from the second, and a Honda EX5 besides a mobile phone from the third.”
Picture for illustrative purposes. Courtesy of thestar.my
He added that the first suspect has prior records of drug cases and theft. He tested positive for methamphetamine.
The second suspect also has a drug record and tested positive for meth, while the third had no priors and was tested negative for junk.
Datuk Abdul Jalil added, “We have so far recorded 112 cases of motorcycle thefts in Alor Gajah out of 234 crime cases reported in the district from January till August this year,” he said.
Motorcycle thefts was a huge concern in the Alor Gajah district as it represents almost 50 per cent (47.9 per cent) of the total crime cases there, he further revealed.
The suspects were remanded until Sept 24 to assist in investigations under Section 379a of the Penal Code for theft of a motor vehicle.
Shell Advance Ultra with PurePlus Technology line of fully synthetic lubricants was launched in 2014.
What is PurePlus Technology?
What is Gas-to-Liquids (GTL) processing?
Shell’s Advance Ultra with PurePlus Technology signifies a new breed of lubricants. But although lubricants may be slippery as they need to be, but it’s always a sticky subject amongst discerning motorcyclists. Truth is, there exists misconceptions, myths, half-truths and truths surrounding the subject of lubricants. We hope to put things right with this series of articles on the subject of lubricants.
Shell launched their new line of fully synthetic lubricants called Shell Advance Ultra with PurePlus Technology in 2014. What makes the new range interesting is the groundbreaking PurePlus technology. (Click here for our coverage of the launch and preview.)
The term “PurePlus” is derived crystal-clear base oil that’s more than 99% free from impurities, resulting from the process which created it.
See the TVC below.
Traditionally, a base oil is the resulting product of refining or synthesising crude oil or other hydrocarbon sources. The lubricant producer then adds their additive package to yield the desired properties of the end-product. But while the additives play the biggest role in determining the level of protection and longevity of a lubricant, the base oil plays a big role too.
How crude oil look like
Shell’s PurePlus base oil is derived from natural gas (the cleanest burning fossil fuel), through a process called gas-to-liquids (GTL). The GTL process produces a base oil that is closer to the end-product, without requiring to be refined further.
The first step in a GTL process is to convert the natural gas into syngas (synthetic gas). The syngas is then processed to remove harmful impurities such as sulfur, mercaptans, mecury, nitrogen, aromatics, resulting in a base oil that’s crystal clear and feels like wax at room temperature.
See the video below for Shell’s GTL process.
Having impurities in the base oil is undesirable as it may contribute to the oil breaking down quickly and even to engine wear and tear if taken past its oil change period. See how oils decades ago turn into sludge that gunks up the engine? Also, in the case of the oil being burned in the combustion chamber due to leaky piston rings or/and valve seal, the emission doesn’t harm the environment as much.
Check out this video below. Although it’s for the Helix Ultra, it’s also the result of Shell’s PurePlus Technology.
In other words, the base oil and additive package play important roles in ensuring a lubricant that fully protects your engine. A weak link on either side is a compromise.
Anyway, Shell then combines their proprietary Active Cleansing additives to the base oil to produce a clean, 100% fully-synthetic lubricant. These additives protect the engine by cleaning the engine of dirt, corrosion, sludge and byproducts of the combustion process such as carbon, water, sulfur from the fuel (which becomes sulfuric acid), among many others.
These are all important, even critical, aspects of motorcycle engine protection. Motorcycle engines have smaller capacities compared to the cars, but produce much higher power output. Consequently, motorcycle engines produce higher heat and forces.
An engine full of sludge
Shell’s aim for the Shell Advance Ultra with PurePlus Technology is to help maintain longer engine peak power through enhanced oil viscosity, maintaining oil performance not only in extreme temperatures but also in low temperatures. Oil needs to flow quickly during and immediately after start-up.
As for durability, Shell Advance Ultra with PurePlus Technology is claimed to last twice as long as other oils.
The GTL process has been in constant development for more than 40 years at the Shell Technology Center in Amsterdam, The Netherlands. Shell built a pilot plant in Amsterdam in 1983 to study the feasibility of the GTL process further, before opening the first GTL plant in Bintulu, Sarawak in 1993. The Bintulu plant produces 14,700 barrels per day. 2011 saw the opening of the massive Pearl GTL plant in Qatar, which produces 140,000 barrels per day.
Shell Pearl GTL Plant in Qatar
Stay tuned for our review of the Shell Advance Ultra with PurePlus Technology soon!
Art of Speed (AOS) Malaysia traditionally holds lucky draws during their annual main event
The winner will walk away with a motorcycle, customized or stock
This year’s winner walked away with The Twinboss, a dual Yamaha RXZ-engined creation
Beautiful Machines, Sunway, Petaling Jaya, 20th September 2017 – Art of Speed (AOS) Malaysia presented lucky draw prize to the winner today.
Art of Speed (AOS) Malaysia have been organizing lucky draws on the final day of their amazing annual show.
Two years ago, the lucky walked away with a customized Triumph Bonneville, and last year’s winner went home with a new Triumph Street Twin.
Art of Speed celebrated its 6th annual show on the 29th and 30th July this year at MAEPS Serdang.
The bike on display during the Art of Speed Malaysia 2017
The process of determining the final starts with picking out three candidates via a lucky draw of ticket stubs during the weekend. A question is then directed at all three, and the candidate whose answer illicit the loudest cheer from the crowd is the winnder.
WIldman of MOONEYES applying pinstriping the tank
En. Mohd. Fadly bin Mohd. Zerain, 42, from Puncak Alam, Selangor won the prize this year.
Asep Ahmad (left) with the winner, Mohd. Fadly bin Mohd. Zerain
The prize is called “The Twinboss.” The bike is specially built around a pair of Yamaha RXZ 135cc, two-stroke engines, by FNG works. Fabrication of the frame, metal works and the rest of the tank and bodywork was performed by Beautiful Machines.
Twinboss’ builder, Irwann Cheng from FNG Works and Beautiful Machines’ owner, Rajay Singh were also present during the prize handover.
Twinboss’ builder, Irwann Cheng does a final shakedown run
The Twinboss specifications are:
Frame: Custom Special Construction (FEA tested)
Engine: Two Yamaha RXZ135
Exhaust: Made by Legend Racing Garage
Final Drivetrain: Chain
Front Wheel: 18″ alloy with Bridgestone safety tyre
Rear Wheel: 17″ alloy with Pirelli Slicks
Brakes: Dual piston disc brake (rear only)
Wiring: Custom
Primary Drive: Custom
Bodywork: Digger style. Tank and seat custom made by Beautiful Machines
Foot Control: Custom
Hand Control: Clip on handlebar with custom hidden throttle cable
Paintwork: By Slingshot
Pinstripe: Wildman, MOONEYES Japan
The Twinboss’ twin Yamaha RXZ engines
Also during the prize presentation, Asep Ahmad announced that Art of Speed will be touring under the name of “Gasolina Tour 2017”. Gasolina Tour 2017 will be held both as standalone and in support of local organizers to create quality content for their own community events.
Gasolina Tour 2017’s first stop was at the Port Dickson Bike Fest on 9 September and then Kelantan for the collaborative event called Speed Demon in conjunction with the Rugged Rachun Ride event organized by Rachun MC at Irama Beach, Bachok on 16 & 17 Sept 2017. Art of Speed Racing Division had also competed in the race. AOS also pick their AOS2018 VIP GUEST (AOS PICK) award at both events. AOS will then be heading to Johor to assist Leftee Works to co-host the annual global charity ride; the Distinguished Gentlemen’s Ride on the 24th September.
November will AOS invading Puteri Harbour in Johor as we participate in the yearly Iskarnival IP Kool Festival. The 5th Annual Art of Speed Johor will be bigger, better show with amazing content for bikers and car enthusiast at the three-day festival on the 24th, 25th and 26th November.
AOS will be heading to Japan to fulfill an invitation to attend the 26th Annual Yokohama Hot Rod Custom Show 2017 on 3rd December. This year’s edition will see 20 participants from Malaysia & Indonesia taking part in the trip organized by AOS. More information about Gasolina Tour 2017 and our activities can be found on Art of Speed Malaysia’s social media pages on Facebook & Instagram.
PICTURE GALLERY
Twinboss’ builder, Irwann Cheng does a final shakedown run
Chear Global Sdn Bhd, the official distributor of CMC motorcycles here in Malaysia has just introduced their latest 2017 CMC Ario 110 moped and CMC Italjet Buccaneer 250i cafe racer. The launch was made at the ELITE Speedway Karting Circuit in Subang Jaya, Selangor earlier this morning.
Focusing on elevating their presence in the country’s motorcycle market especially the modern classic and lifestyle bikes, the two new additions have been designed to offer superb styling at affordable prices.
2017 CMC Ario 110 – RM3,988 (basic price without GST)
The new 2017 Ario 110 has been targeted to penetrate the ever growing demand for a good low capacity moped here in Malaysia.
According to Mr Leong King Choon, COO of CMC Motorcycles Malaysia, “We are excited to have a product of good design and superior performance in its class to offer the riding community and at an affordable price tag too.”
Their latest moped option is powered by a 107cc, four-stroke, single-cylinder, air-cooled, Euro3-compliant engine that produces 6.4hp at 7,500rpm and 7Nm of torque at 5,500rpm. CMC claims that their new Ario 110 is able to reach a maximum speed of 110km/h which is perfect for Malaysian highways and law-abiding citizens.
With a weight of 107kg, the Ario 110 promises great fuel economy which has been paired with its small but sufficient 4-litre fuel tank. Other specs include front telescopic fork, rear hydraulic coil spring and a braking package which consists of a front disc abd rear drum setup.
The 2017 Ario 110 is priced at RM3,988 (basic price without GST). There are two colours available; Metallic Red and Black.
Together with the new CMC moped, the 2017 Italjet Buccaneer 250i cafe racer joined in the launch as well. With a very distinctive and beautiful design, we think will catch on with the modern classic motorcycle enthusiasts here in Malaysia.
“The cafe racer motorcycle remains hugely popular till today and in fact over the past few years has made a comeback, as many distributors are joining the bandwagon by offering models of similar design.”
The most interesting feature of the 2017 Italjet Buccaneer 250i has to be its 250cc, 60-degree V-twin, fuel-injected engine which churns out a respectable 17.4hp at 8,000rpm and 19Nm of torque at 6,000rpm.
The fuel tank is not only beautifully designed but also able to carry 14 litres of fuel. This means that the 2017 Italjet Buccaneer 250i is able to cover quite a distance before having to stop for a refuel.
All that power is transferred down to its rear 15-inch spoke wheel via a 5-speed manual transmission with a final chain drive setup.
The suspension package consists of a front telescopic fork and a rear monoshock system together with all-round disc brakes (280mm front, 240mm rear) for a controlled and smooth riding experience.
Those interested in getting a 2017 CMC Italjet Buccaneer 250i of your very own, it is priced at an impressive RM15,500 (basic price without GST). Three colour options are available; Yellow Gold, Black and Matte Black.
Our Funny Biker Stories series kicks off with this writer’s personal experience.
As long as you’ve met up with your biker buddies and other bikers, there are sure to be exchanges of motorcycling experiences. They range from the most interesting to the scariest, the most mundane to the funniest. But it’s usually the funniest stories that stay with us.
I’ve just taken hold of the Ninja 250R. Been away from motorcycling for 15 years and OH BOY, was I excited to be riding again.
The salesperson did a quick once-over about the bike but my mind was already tracing a route up Ulu Yam: Press this to… yeah yeah, shift pattern is… whatever, break-in procedure… okay okay.
I just wanted him to shoo off so that I could ride!
He eventually left after 3 long, agonising minutes. I started the bike up even before the needles swung back fully and clacked into first gear. The engine promptly cut out.
I shifted back to N, saw the green light and started again. Clacked into first and the engine died again.
Repeated for the third time. Same. What the….
I stomped back into the dealership. My voice went from a stock exhaust on an inline-Four to a Harley with straight pipes without silencer, yelling baby-making allegories at 8,000 RPM.
Said sales guys hurried to the bike. He got on, started it up, clicked into first, gave the throttle a couple of blips and rode off.
He came back around and I got back on. I started the bike, clicked into first and again, the engine flamed out. I gave him the “I’ll kill you and everyone you know” look.
He coolly said, “Please start again but don’t shift into first.”
I started the engine. And he kicked up the sidestand. “Now shift into first,” he said.
Oh yeah, the engine was alive.
“Sidestand,” he said. With that, he turned around and strode into the shop.
Ohhh.
(Up to that point, my habit had always been start, first gear in, sidestand up. I wasn’t aware of the advent of the sidestand safety switch while I was away.)
The Kawasaki Test Ride Roadshow “Always Close to You” visits Plaza Angsana, Johor Bahru from 22nd to 24th September 2017
Test ride the latest Versys-X 250, Versys 650 ABS, Z650 ABS, Ninja 650 ABS, Z900 Special Edition (ABS)
Kawasaki owners can have their bikes serviced by professionally trained Kawasaki Exclusive Service Centre personnel
The Kawasaki Test Ride Roadshow – called Always Close to You – visits Johore from 22nd to 24th September 2017 and here’s the perfect opportunity for Johoreans and those in the southern regions to test ride your dream Kawasaki.
To be held at the Plaza Angsana, Johor Bharu parking lot from from 10am to 6pm, Kawasaki Motors (Malaysia) (KMSB) will organize a whole host of activities for everyone to have a good time, as with Kawasaki’s tagline – Let The Good Times Roll.
The main attraction will of course be the test rides, and KMSB will prepare their latest motorcycles for the program, including the Versys-X 250, Versys 650 ABS, Z650 ABS, Ninja 650 ABS, and Z900 Special Edition ABS. The test rides will highlight the performance, handling, comfort and versatility of these models. Visitors are sure to find one (or two, or all of them) which suits his/her personality.
Participants of the test ride will receive a lucky draw coupon each to stand a chance to win exciting prizes.
Apart from the test rides, KMSB will also display the Ninja ZX-10R WSBK Replica, the bike which had won the 2013, 2015 and 2016 World Superbike Championship titles. (Kawasaki may well be on their way to another WSBK title in 2017.) The world’s fastest production motorcycle, the supercharged Kawasaki H2 will the ZX-10R’s company.
Existing Kawasaki superbike owners will also enjoy the exclusive opportunity to have their pride and joy inspected and serviced by trained Kawasaki Exclusive Service Centre (KESC) personnel.
Other than KMSB’s activities, representatives from Shoei helmets, Alpinestars riding gear, and Bridgestone tyres will put up their latest products on show. AEON Credit Service and Tokio Marine Insurance will be present as well to provide consultation should you fall in love with a bike you’ve just test rode.
The Kawasaki Test Ride Roadshow has come a long way since its start in May this year (click here to read about the first show). You may also check out KMSB’s Facebook page (click here) and website (click here) for more information.
