The 2020 BMW F 900 XR and 2020 BMW F 900 R were launched at EICMA 2019.
The engine was enlarged for more power.
Both models are comprehensively equipped.
BMW Motorrad dropped a surprise by launching the 2020 BMW F 900 XR and 2020 BMW F 900 R Launched at EICMA 2019, because everyone had expected the 850 versions.
The engine started out as the 853cc parallel-Twin lump from the F 850 GS but was given a 2mm increase in bore size, resulting in 893cc. The displacement bump results in 105 bhp and 92 Nm of torque, compared to 95 bhp and 92 Nm. The 270-degree crank is retained.
The power increase puts the bike in contention in the middleweight sport-touring segment.
A new frame ties the new engine as a stressed member and everything else together. A new 15-litre plastic fuel tank is used to keep weight down.
The F 900 XR’s design closely resembles the 9Cento concept revealed a year ago. The concept’s lines were also adopted to the new S 1000 XR.
As for the F 900 R roadster/standard/naked bike, its styling resembles the R 1250 R, albeit with more aggressive lines. It’s fuel tank is also moved to the front from underneath the seat, following the change first seen on the F 850 GS.
These two may be middleweights, but they follow BMW Motorrad’s move in equipping almost all models with high-end features (even the C 400-series scooters have TFT screens and keyless ignition). Hence these models have Road and Rain ride modes, ABS, keyless ignition and TFT screen.
You can spec’ them up further by adding two Pro ride modes, electronic suspension, ABS Pro, cornering lights and quickshifter (yes!).
The 2020 BMW S 1000 XR was unveiled at EICMA 2019, as speculated.
The new inline-Four engine was sourced from the S 1000 RR.
Engine power remains the same without ShiftCam but the bike is 10 kg lighter.
The 2020 BMW S 1000 XR was unveiled at EICMA 2019, as widely speculated.
Revised to comply with Euro5 standards, the popular bike is almost completely new.
The engine is the obvious place to start. The biggest news or disappointment, depending on how you look at it, is that it doesn’t receive the BMW ShiftCam variable valve timing and lift head like its S 1000 RR brethren. Euro5’s new regulations would’ve meant a power loss in such as case, but BMW engineers managed to retain the same 163 bhp peak power output.
However, midrange power is higher while 4th, 5th and 6th gears are taller for smooth long-distance riding and fuel economy.
Additionally, there is a new lighter action slip-and-assist clutch, along with new electronics.
Adopting the compact and light engine from the new S 1000 RR means the XR loses some weight, too.
BMW also adopted the aluminium “Flexi Frame” from the superbike to the XR, shaving 2.1 kg. The suspension and subframe are 9% lighter. Overall, the 2020 BMW S 1000 XR is 10 kg lighter than its predecessor.
The new frame allows for a revision in ergonomics. The thinner midsection allows the rider to clamp his inner thighs to the fuel tank better, while seating position is moved forward by 20 mm and the handlebars are 30 mm narrower for a natural feel.
Rider aid includes four ride modes: Dynamic, Road, Standard and Rain. There is an option for Dynamic Pro which includes rider customisable settings.
Cornering ABS is standard, as are LED lighting and the 6.5-inch TFT screen.
The 2020 KTM 390 Adventure was launched at EICMA 2019.
It’s been 7 years since it was planned.
It takes on the familial resemblance to the 790 Adventure.
The word “finally” really applies to the 2020 KTM 390 Adventure launched yesterday at EICMA 2019. It’s been 7 years since KTM CEO Stefan Pierer said that the manufacturer will produce an adventure bike based on the 390 Duke platform.
There’ve been spy shots after spy shots, rumours after rumours but the production-ready 390 Adventure never seemed to leave the factory doors. Until now, since Euro5 takes effect next year.
It’s immediately obvious that it’s adopted the 790 Adventure’s design. Missing however, is the 790’s bulbous underslung fuel tank. It also incorporates elements from the 450 Rally.
It’s engine remains the 372cc, liquid-cooled, four-valve, single-cylinder layout. KTM didn’t publish the power figures, but we can expect to produce in the 43 bhp ballpark like the 390 Duke’s. That doesn’t sound much to those weaned on triple digit numbers, of course but it’s now the most powerful lightweight adventure/dual-purpose bike.
Its steel trellis frame looks similar to the 390 Duke’s, but there are differences with exhaust routing, brackets, subframe, and swingarm length in order to accommodate longer suspension travel. Seat height is at a reasonable 853 mm — the same as the 1090 Adventure and 790 Adventure (base model).
Euro5 is about less polution, less noise, lower fuel consumption and the 390 Adventure delivers a frugal 3.62 litre/100 km under good riding conditions. That equates to 400 km from the 14.4-litre tank.
The bike uses WP APEX 43 mm forks and monoshock with 170 mm and 175 mm travel, respectively. Ground clearance is 198 mm. Those figures are not much for off-road but we shall see. The low clearance is contributed by 19-inch front and 17-inch rear wheels. 21-inch front and 18-inch rear wheels would raise the bike higher but the 390 Adventure is surely meant for beginners and casual adventure-touring riders.
Up top, the 5-inch TFT screen features the usual trappings these days of Bluetooth connectivity and multimedia functions. KTM’s Quickshifter+ is an option.
The 2020 KTM 390 Adventure is priced at USD 6,199 (RM 25,728.95) for the base model. We’d love to see it at Rimba Raid, too!
The 2021 Aprilia Tuono 660 concept was also unveiled at EICMA 2019.
It’s based on the RS 660 platform.
It ought to have the APRC package as well.
Just after the Aprilia RS 660 launch at EICMA 2019 got us wiping our lips, the 2021 Aprilia Tuono 660 concept had us foaming from our mouths.
The Tuono naked sportbike range has always been based on the RSV superbike’s platform. As what the manufacturer had said before, the RS 660 will be the platform for other models.
However, the Tuono V4’s engine has always been tuned for torque (make that insane torque) compared to the RSV4’s. In this case, the Tuono 660’s powerplant is expected to produce 95 bhp, 5 bhp down from the RS 660. 95 bhp doesn’t exactly make a slow bike, but its torque should make it even thrilling to ride.
The Tuono 660 will feature the APRC electronics package, as well. Just like its fully-faired brother, there’s a six-axis IMU-based traction control, ABS, engine brake control. Wheelie control? Should we want that on a Tuono?
Given that the production RS 660 looks almost identical to its concept, the Tuono 660 should look very close to the concept, too. We’re hoping that the cluster of LED-lights are carried into production.
You can also see the aerobody on the fairing’s side panel, which provides downforce, pushes wind around the rider as well as channel engine heat away from the rider’s legs.
The 2020 Aprilia RS 660 was officially launched at EICMA 2019.
The 660cc, 270-degree crank, parallel-Twin puts out 100 bhp.
It also features the APRC electronic package.
One of the most highly-anticipated bikes, the 2020 Aprilia RS 660, breaks cover at EICMA 2019.
It’s been a full year of waiting for the new middleweight to show, and we can say that it was worth it. Because it will set the class on fire, judging from the spec sheets, just as Aprilia had touted.
Let’s begin with the 660cc parallel-Twin. Based on the RSV4 superbike with only two front cylinders, it will produce 100 bhp. That’s unprecedented for a road going two-cylinder sub-700cc bike. Factor in a dry weight of only 168 kg and you have the class-leading power-to-weight ratio.
The engine shares the RSV4’s architecture, and uses a 270-degree crank to mimic the firing order of a 90-degree V-Twin. The format provides good low-end torque with linear power delivery.
But it isn’t just a powerful engine in a light bike. Aprilia also endowed the RS 660 with their signature APRC (Aprilia Performance Ride Control) electronics suite, fortified with an Inertial Measurement Unit (IMU). This gives the bike cornering ABS, lean-angle-sensitive traction control, wheelie control, among others. It’s also equipped with a bi-directional quickshifter, cruise control and power modes.
Aprilia touted that the bike will have “active aerodynamics.” Hence the RSV4 fairing design, which provides extra downforce at speed. We feel that the production bike actually looks better than the prototype revealed at last year’s EICMA.
The chassis uses the engine as a fully-stressed member with the swingarm’s pivot located at the back of the crankcase. Front forks are Kayaba although there isn’t word on the rear shock. Braking duty is handled by Brembo brakes front and back.
Lighting is fully-LED including daytime running lights (DRL). A 5-inch TFT instrument panel provides multimedia connectivity.
A notable feature is the classic purple and red paint scheme.
We’ll keep you informed on when it’ll arrive and cost in Malaysia. Fingers crossed that it’s in a reasonable bracket.
The 2020 MV Agusta Rush 1000 is definitely extreme.
Its unique SC Project exhaust system gives it 209 bhp and 116 Nm.
It beats the Ducati Streetfighter V4 by 1 bhp.
MV Agusta is nothing if not for their radical bikes, but the 2020 MV Agusta Rush 1000 is an extreme.
The manufacturer says that it’s a tribute to the drag racing scene. But without an elongated swingarm and lowered body stance, it’s more of a streetfighter. Even then, it looks like its stylists were given the free hand to go bonkers.
The Rush 1000 is based on the Brutal 1000RR but MV gave specialist exhaust makers SC Project the task of producing a unique system. Instead of being routed out the side, the dual tips exit behind the frame and just above the rear tyre.
Fitted with the pipes, the engine liberates 209 bhp and 116 Nm of torque, placing it well in the hypernaked category. In fact, it is the most powerful against the 208 bhp Ducati Streetfighter V4 and 197 bhp Kawasaki Z H2.
There’s plenty of carbon fibre to bring its weight down to 185 kg, dry. That disc-like rear wheel cover is carbon, hiding a forged-aluminium wheel.
Front brakes are Brembo Stylema 4-piston calipers gripping 320 mm discs. Öhlins electronic suspension is rightfully fitted.
No price yet, but it’s definitely going to be expensive. We wonder if MV Agusta will make a more “regular” version to challenge the Streetfighter V4.
More contemporary features are added included LED lighting and slipper clutch.
The engine is tuned for punchy torque but linear power delivery.
The 2020 Honda Rebel was made its European debut, with more refinements aimed to give the rider better comfort, among other things.
In making the 2020 Rebel Euro5 compliant, Honda looked at a great deal of features, also. A higher S-spec version features headlight cowl, all-black fork covers and gaiters, and a diamond-stitch style seat.
Honda aims the Rebel at younger riders who want a more laid-back motorcycle that’s easy to ride, has low maintenance yet with plenty of modern features. But it should also appeal to those who want cruisers that are not of the mainstream with its lean and low stripped, bobber styling, including a 11.2-litre fuel tank.
The 471cc, liquid-cooled, 8-valve, parallel-Twin engine was adapted from the CBR500R and produces strong bottom-end torque and smooth power delivery that’s less intimidating to new and casual riders. It produces 45.6 bhp (34 kW) at 8,500 RPM and 43.3 Nm of torque at 6,000 RPM.
Other features include revised suspension, full-LED lighting including the turnsignals, gear position indicator, more comfortable seat and a slipper clutch.
The passenger seat and footrests can be easily detached for a more custom look (or to convince your other half that you’ll be riding alone).
Dego Ride and Gojek are allowed to start test runs on a limited scale in January 2020.
The pilot programme will determine the demand for bike e-hailing.
It will run for six months.
Motorcycle e-hailing service providers such as Dego Ride and Gojek are allowed to start test runs on a limited scale in January 2020.
They will begin operating based on a proof-of-concept basis to determine the demand for such service over a period of six months. This initial project will be carried out in the Klang Valley, where transport demands and woes are at their highest.
The announcement was made by Transport Minister YB Anthony Loke. He said that the proof-of-concept program will provide the government and the e-hailing firms the essential data to evaluate the service, while the government works on drafting the necessary legislation to govern motorcycle e-hailing service.
“Bike hailing will be an important component in providing a comprehensive public transport system, as a mode for first- and last-mile connectivity,” he told parliament when questioned.
In layman terms, first- and last-mile connectivity means taking another form of transport to connect you to and from the main means of transpiration i.e. MRT.
Dego Ride and Gojek are seen as the main challengers to the all-conquering Grab who bought out Uber operations in the Southeast Asian region. However, they relish the challenge and posted “Bring it on!” on their Twitter in response to the announcement.
The minister added, “Bike e-hailing will be subject to similar regulations as laid out for e-hailing,” in reference to Grab.
But Grab is hit hard by new regulations for drivers to apply for public service vehicle (PSV) license, permits and insurance besides getting health checks, apart from having their vehicles checked. Only 52% of Grabcar’s driver-partners have carried out what are required in October.
The highly-anticipated 2020 Honda CBR1000RR-R Fireblade debuts.
The engine was developed with HRC and the body features aerobodies.
The new engine produces 215 bhp and 113 Nm.
Finally, after all that waiting, the 2020 Honda CBR1000RR-R Fireblade debuts. It’s not a typo, its name has an extra “R” and the big CBR is finally in the 200bhp club.
Honda released the details of the all-new bike just before EICMA 2019 opens later today at 4pm, Malaysian time.
2020 HONDA CBR1000RR-R
As usual, there will be two models — the base CBR1000RR-R Fireblade and the higher spec’ed CBR1000RR-R SP Fireblade. The new engine is said to be co-developed with HRC, the manufacturer’s racing arm.
The 2020 model marks a departure from the previous flagship model. Project leader Yuzuru Ishikawa says that the battleground has moved from the streets to the track, thereby ending the “best superbike on the road” unofficial tag for the CBR1000RR.
2020 HONDA CBR1000RR-R SP
Highlights of the base model:
New “ultra-compact” inline-Four engine with 215 bhp (160 kW) at 14,500 RPM and 113 Nm of torque at 12,500 RPM.
It’s way up from the current 189 bhp, although torque is reduced by 1 Nm.
The engine isn’t equipped with any sort of variable valve timing or lift, as speculated, though.
2020 HONDA CBR1000RR-R SP
New finger-follower rocker arms for the valves.
Forged aluminium pistons.
Titanium conrods.
Feeding the engine is a centrally-located ram air duct in the fairing.
2020 HONDA CBR1000RR-R SP
Spent gasses exit through an Akrapovic 4-2-1 exhaust system ends in an oval-shaped titanium silencer.
2020 HONDA CBR1000RR-R SP
New Throttle-by-Wire enhance feel further.
Three default riding modes with customisable Power, Engine Braking, Wheelie Control through the optimised Honda Selectable Torque Control system.
2020 HONDA CBR1000RR-R SP
Launch Control is standard.
Bosch six-axis IMU.
New full-colour TFT screen.
2020 HONDA CBR1000RR-R SP
New aluminium diamond frame uses the rear part of the engine as the rear monoshock’s upper mount, thereby eliminating the frame crossmember.
Vertical rigidity increased by 18%, torsional rigidity by 9% and horizontal rigidity by 11%.
2020 HONDA CBR1000RR-R SP
The revisions are aimed to increase feel.
New longer swingarm based on the RC213V-S.
Meaty 200/55-ZR17 rear tyre.
2020 HONDA CBR1000RR-R
The base model is fitted with Bridgestone R11 tyres.
Showa 43 mm Big Piston Fork (BPF) in front, Showa Balance Free Rear Cushion Light (BFRC-L) monoshock.
330 mm front brake discs, gripped by 4-piston radial-mounted Nissin calipers.
Highlights of the SP model:
All the same as the based model except for the suspension, brakes and colour scheme.
Second generation semi-active Öhlins Electronic Control (S-EC) suspension.
43 mm Öhlins NPX forks.
Öhlins TTX36 Smart-EC monoshock.
Öhlins Objective Based Tuning Interface (OBTI) adjustment.
2020 HONDA CBR1000RR-R SP
Brembo Stylema 4-piston radial-mounted calipers up front.
Rear Brembo brake calliper is the same as the one on the RC213V-S.
2020 HONDA CBR1000RR-R SP
The new bike has new aerodynamics, as expected. Both the base model and SP share the same bodywork, albeit different colour schemes.
Aerodynamics package highlights:
Winglets embedded inside aerobodies on both sides of the fairing.
2020 HONDA CBR1000RR-R SP
Fuel tank lowered by 45 mm for better riding position (the previous CBR1000RR already had the best riding position so far, excluding the 2019 BMW S 1000 RR).
Redesigned front mudguard to lower drag.
There’s no indication of price yet, but heck, we still want it!
PETRONAS will be the exclusive fuel supplier to the Moto3 and Moto2 classes in 2020.
The deal will last until 2022.
It includes racetrack advertising.
PETRONAS will be the exclusive fuel supplier to the Moto3 and Moto2 classes beginning 2020. The deal is set for three years, ending in 2022.
The deal was announced by Dorna Sports, the organiser of the MotoGP World Championship.
Besides supplying fuel, the agreement also covers track advertising, which will see the PETRONAS brand displayed at race tracks around the world. These moves will increase visibility and awareness to the brand to billions of race fans around the globe.
The Malaysian petroleum giant is currently the sponsor and technical partner to the PETRONAS Yamaha Sepang Racing Team in MotoGP and the PETRONAS Sprinta Racing Team in both Moto2 and Moto3.
Despite being the teams’ first season, Fabio Quartararo and Franco Morbidelli has done exceptionally well to win five pole positions and finished on the podium six times, with one race to go.
In the Moto3 class, John McPhee captured two poles positions, won one race and finish on the podium twice in another two. His teammate Ayumu Sasaki took one pole position.
The PETRONAS-backed teams have just completed their homecoming race at the Sepang International Circuit yesterday. The MotoGP had also won the 2019 Independent Teams Championship at the round.
Will we soon see our national petroleum brand taking over as the title sponsor of the Malaysian MotoGP in the near future?
We visited the Aprilia MotoGP pit thanks to Aprilia Malaysian and Aprilia Racing Team Gresini.
Our visit coincided with the start of FP3.
Aprilia is still struggling but has shown large improvements in 2019.
Motorcycle Grand Prix racing was never, isn’t and will ever be easy. Just ask Aprilia Racing Team Gresini.
The now infamous Italian motorcycle brand exploded into motorcycling history and became a household name through their passion for motorsports. It’s safe to say that many don’t know that Aprilia was founded immediately after World War 2 in 1945 when they built bicycles until 1968 when the founder’s son Ivano Beggio took over.
Their winning tradition began in 1977 with the 125cc and 250cc Italian motocross titles. They ventured in Grand Prix racing in 1985 and won their first 125cc race in 1991. Aprilia won the riders’ championship title the very next year and began their dominance in 125cc and 250cc GP racing. Starting from 1992 and ending in 2011, the manufacturer netted ten 125cc and nine 250cc riders’ titles. They had also won as many constructor’s (manufacturer’s) championships during that time.
Max Biaggi in 1995 – Courtesy of motogeo.com
Aprilia then ventured into 500cc GP racing with a two-stroke, three-cylinder bike but met little success.
But they did achieve great success in World Superbike racing when Max Biaggi won the 2010 and 2012 titles, while Sylvain Guintoli added another in 2014. They also won the manufacturers’ titles in 2010, 2012, 2013 and 2014.
Aprilia rejoined the premiere class now called MotoGP in 2012 in the Claiming Rules Team (CRT) class by supplying modified SBK-spec RSV4 engines to the ART team. They were the best CRT team in 2012 and 2013.
Aprilia began their full factory effort in 2015 under the name of Aprilia Racing Team Gresini with the 1000cc V-Four RS-GP.
With such a storied past in motorsports, you’d think Aprilia would return to challenging the front end of the pack within a couple of seasons. Such aspirations have borne fruits lately, but not yet with consistency.
But it also shows just how tough MotoGP is. It’s not that bikes in mid-pack and the tail end of the field did not progress, instead everyone else also progressed at the same time. It’s all relative.
Looking at the points tally, the 2019 season is Aprilia’s best season so far.
Leading up to the 2019 Shell Malaysia MotoGP, Aleix Espargaro scored a total of 44 points and finished 17th in 2018. He has collected 53 points in 17 races and currently lies in 14th with two races to go this year.
Espargaro’s 2018 teammate Scott Redding picked up 20 points and finished in 21st. His current teammate, Andrea Iannone now has 43 points and standing in 16th with two races remaining.
In the constructor’s championship, Aprilia ended 6th and last with 59 points in 2018. Conversely, they’ve collected 78 points thus far in 2019.
The results certainly point to improvements. Espargaro finished 4th in Philip Island before heading to Malaysia.
Anyway, thanks to Aprilia Malaysia and Aprilia Racing Team Gresini, we were granted a short visit to the team’s pit just as FP3 was about to begin.
MotoGP teams now hoard up even the rear entrance to their pits, so outsiders could only see the respective team’s name and logo. Aprilia brand ambassador Max Biaggi was hanging outside with a couple of mechanics.
We were met by a large and burly man who looked like one of the guys from ZZ Top. He had told us to not shoot pictures of the bikes if the fairing was off, and to not shove a camera in the riders’ faces. Fair enough. Those close ups of bikes and riders from the front were shot with telephoto lenses from the pitlane and wall.
The hoarding also covered the back-end operations part of the paddock. Where we used to be able to see a row of guys crunching data on their laptops, engines, parts and such but it’s all covered up npw, leaving a narrow corridor to the front where the bikes and riders are. Even the rows of tyres being warmed up were hidden away.
We stopped in a small area cordoned off from the rest of the pit. Up in front were the two RS-GP bikes — Iannone’s to the left and Espargaro’s to the right. Right behind them were low racks where sets of carbon brake discs and Brembo front brake calipers sat.
A few mechanics were working feverishly on the bikes, readying them for the riders. Just then, Aprilia Racing CEO Massimo Rivola walked in, hair neatly styled in place and headphones in his hands. He had joined Aprilia from the Ferrari Formula 1 team this year.
A mechanic walked to Iannone’s bike with the starter. The bike started up with an explosion. I fully expected the sudden explosion of noise (having experienced them all the time), but the other two guys (Aprilia owners) didn’t and they actually jumped with fright.
Iannone walked a few paces to the machine and blasted away from the paddock, as other bikes also passed by, serenading us with their thundering soundtracks.
I noticed that the current RS-GP definitely has a much more aggressive exhaust note, compared to when Aprilia began racing in the MotoGP class. The engine back then was based on Aprilia RSV4 road bike, while the full-race engine was installed three years ago.
Now they fired up Espargaro’s bike to another explosion. The two guys jumped again.
Just like Iannone, Esparago looked as if he ran toward the RS-GP and lunged at it. With a blip of the throttle he was gone leaving behind a roar that reverberated through the paddock.
With their work done, the mechanics joined Rivola and Biaggi, and craned their necks upwards to watch the proceedings on two monitors embedded in a makeshift arch.
The mechanics’ body languages belie their anxiety. One bit his fingernails, another swung his upper body side to side, a few jacked themselves up and down like they needed to run to the bathroom. Yet, Rivola was the island of calm in the middle of all this.
On the screen Espargaro was visibly uncomfortable and struggling on his bike. Indeed, he blasted back into the paddock a lap later, again surprising the two guys next to me. The rider was agitated and didn’t hide his displeasure, gesturing plaintively and we could hear his loud, muffled complaining through the helmet.
His bike was pushed backwards into the paddock. Mechanics jumped into action immediately, pulling both tyres off. Two minutes later, the bike was wearing shiny new tyres. Indeed, Espargaro would later complain to the media about lack of grip from used tyres.
Off he went again and the mechanics returned to their nervous ticks.
A murmur went up when Espargaro was 10th fastest. If he kept this position, it would be an automatic admission to Q2. The nervous ticks increased. But just as the flag came down, he was pushed down to 11th by just 0.029 second from Cal Crutchlow.
The team went “Aaarghhhhhhh.” But Rivola was still cool, a finger tapped his pursed lips.
Andrea Iannone meanwhile, managed on 18th fastest.
Both bikes entered the pit in quick succession and the roller shutter was dropped. It signalled that it was the time for us to get out.
It’s too bad that we couldn’t take more pictures. But it was a great experience for the two Aprilia owners as they whooped and cheered when we left.
Espargaro would go on to finish the race in 13th place, while Iannone crashed out on Lap 10.
Lget’s hope Aprilia progresses further up the field next year. They may just do that, given their proud racing heritage.
Race fans entering the SIC grandstand area were treated to a “bonus MMA match” at the 2019 Malaysian MotoGP today.
No official word of what led to the fight.
It was speculated that the man had a “fake ticket.”
Race fans were treated to a “bonus MMA match” while waiting to enter the SIC grandstands for the 2019 Malaysian MotoGP today.
The video of a fight between a spectator and ticket checkers at the Sepang International Circuit (SIC) is making rounds in social media, originally posted by Sukan Star TV on their Instagram.
The video began with a man attempting to drop a flying kick on one of the staff members. He missed and landed on the ground, instead. The intended recipient became the attacker now and went on the offence by stomping and landing a few jabs on him.
Other ticket checkers got in the action, too. A yellow-shirted man stamped a few size-41 (judging from his size) soles on the now hapless man. They also landed a few more well-placed hooks on the man’s head as he tried to rise to his feet.
Soon, a man dressed in all-black attire and cap (looking pretty much like a referee) stepped in to push the assailants apart, and in a way, counting the man out. 1-2-3 — DING! DING! DING!
But just when we thought it was all over, the angry man sucker-punched another staff while getting back to this feet! The staff retaliated with more roundhouses to the back of the man’s head while he walked back into the crowd.
The cause of the fight is still open to speculation. However, it was largely rumoured that the staff had refused the belligerent man entry due to a “fake ticket.” No word yet regarding investigations into the matter.
