The Yamaha VR46 Master Camp enters its 8thedition in the important step to build future champions.
Students include 16-year-old Yamaha Motor Malaysia’s Muhammad Alif Ashraf Bin Tahiruddin.
They were taught by champions from the very first day.
The Yamaha VR46 Master Camp enters its 8th edition in the important step to build future champions.
Students include Yamaha Motor Malaysia’s Muhammad Alif Ashraf Bin Tahiruddin (16); among Yamaha Motor Thailands’s Sawapol Nilapong (16) and Suttipat Patchareetorn (18); Yamaha Motor Philippines’ McKinley Kyle Paz (18) and Yamaha Motor Canada’s Jake LeClair (18).
The first day held a special surprise for the students with PETRONAS Yamaha Sepang Racing Team rider Franco Morbidelli, fitness trainer Carlo Casabianca, VR46 Academy Moto3 rider Andrea Migno, and multiple flat track champion Marco Belli helping them to ride faster.
The participants were elated to find Morbidelli and Migno waiting for them at the Fisio Gym. The riders showed the students the proper work out regime of professional racers including stretching, spinning, Pilates and trying out the race simulator.
“In the morning the Yamaha VR46 Master Camp riders and I did some stretching, which is what we usually do at the VR46 Riders Academy. It’s important to do this, so you feel better with your body. Being supple is always important,” said Morbidelli afterwards.
“At the end, we did some Pilates, which is again something that will make your body more flexible. It’s important to keep this up, because it helps prevent injuries.”
The riders went to the Bar, Ristorante e Pizzeria da Rossi in Tavullia and spent time in Valentino Rossi’s hometown. They visited the Official Fan Club Valentino Rossi Tavullia and were handed presents by the Vice President, Flavio Fratesi, and shopped at the VR46 Store.
It was back to training afterwards at the VR46 Mtor Ranch. Marco Belli is the three-time English Flat Track, two-time American and European Flat Track Champion. He taught the students on correct riding position and bike control for their first flat track session aboard the YZ250F dirt bikes.
“The first day is always used to teach the guys about the correct body position and how to control the throttle. We got some very good feedback from them. There were no crashes, nobody got hurt, we saw a lot of speed, and – most importantly – they listened to the advice they’ve been given and put it into practice, which makes all the difference. They all have a good starting level. Therefore, starting from the next flat track training session, we will be riding on the oval and the full track – so we’re really happy!”
Will a Ducati Corse factory team join the Endurance World Championship and Suzuka 8-Hours?
The manufacturer is now supporting privateer teams in the championship.
Ducati didn’t shoot down the idea but outlined that it’ll be a large challenge should they decide to.
Ducati obtained significant results in their comeback bid in the WorldSBK with the Ducati Panigale V4 R (Alvaro Bautista’s cock ups notwithstanding) this season. But will a factory Ducati Corse team join the Endurance World Championship and Suzuka 8-Hours?
The designer of the Ducati 916, the late-Massimo Tamburini had envisioned to race his creation in endurance events including the prestigious Suzuka 8-Hours. That’s why he gave the bike a single-sided swingarm. In fact, he admitted that the 916’s swingarm was heavier than the regular twin-spar swingarms of its contemporaries, but it facilitates faster rear wheel changes.
The design became a Ducati signature and tradition which is carried on all the way to the latest high-end Panigales including the Ducati Panigale V4 R.
Point is, endurance racing is missing in Ducati’s motorsports dossier.
Italian magazine GPOne.com spoke to Ducati Corse Sporting Director, Paolo Ciabatti about such prospects. Ciabatti didn’t kill the idea outright but gave a “not yet.”
The 2020 EWC season has begun and Ducati will participate only in a supporting role.
“In my opinion, if we ever decide to participate in the Suzuka 8-Hours in an official way at Ducati, it will be our own project which will require a great deal of effort,” he told GPOne. “We have to plan test on the track when it is available; we have to field the best riders available in the Ducati family; and then we have to think that to win there, the Bridgestone tyres must be used.”
“A challenge in the challenge. It is fascinating, but if Ducati decides to participate, it will do so to fight for victory.”
What he meant by “our own project” means that it’ll be Ducati Corse factory effort and not in partner with endurance race teams.
MotoGP rider Franco Morbidelli will join the PETRONAS Sepang Racing Team squad for the FIM Endurance World Championship round in Sepang International Circuit.
He will join two other riders namely Hafizh Syahrin and four-time Suzuka 8 Hour endurance winner Michael van der Mark.
The round will take place from 13th to 15th December 2019.
MotoGP rider Franco Morbidelli will join the PETRONAS Sepang Racing Team squad for the FIM Endurance World Championship round in Sepang International Circuit.
Morbidelli’s draft ends months of speculation that he will be one of the riders for the Sepang stint. He will join two other riders namely Hafizh Syahrin and four-time Suzuka 8 Hour endurance winner Michael van der Mark.
The squad will be supported by the YART Yamaha EWC squad who were former winners of the EWC. As such, the three riders will play their parts in riding the Yamaha YZF-R1.
The 2020 EWC opens with the Bol D’or in France before heading to Sepang for the second round from 13th to 15th December 2019. However, the Sepang round has a large significance to the EWC as it will form the qualifying round for “irregular” EWC teams to qualify for the Suzuka 8 Hour race.
Additionally, the race also features an FIA World Touring Car Cup round back-to-back.
Morbidelli expressed his concerns about riding in an endurance race. “I’m curious to see how an endurance race format suits me, and am really looking forward to it.”
Team Principal Dato’ Ahmad Razlan Ahmad Razali is confident about the team’s prospects given the two MotoGP riders in addition to a multiple Suzuka 8 Hour winner. “We have faith that Franco, Michael, Hafizh and YART will deliver and we’re targeting the very top step of the podium.”
The Royal Malaysian Police (PDRM) warned that they can confiscate illegally modified motorcycles.
Attention falls on the Yamaha Y15ZR or better known colloquially as “Ysuku.”
Not all, but there are many thoroughly modified Ysukus.
The Royal Malaysian Police (PDRM) warned that they can confiscate illegally modified motorcycles.
“Illegally modified” in this sense means motorcycles that are modified without having prior or proper permission. PDRM did not say what proper permission means, but one can assume a permission or homologation from the Road Transport Department Malaysia (JPJ).
The statement was issued by Bukit Aman Traffic Investigation and Enforcement Department deputy director Mohd. Nadzri Hussain. He made a stern warning that the police will not hesitate to confiscate illegally modified motorcycles.
The attention falls on the Yamaha Y15ZR (some non-motorcycle media reported wrongly as “Yamaha 15ZR”) or better known colloquially as “Ysuku.” “Last time, motorcycles that were often modified were the Honda EX5 but not it’s the Ysuku. This is dangerous because these users like to modify the motorcycle for speed and it is not able to handle it,” said Datp’ Mohd. Nadzri.
The police are aware of this trend especially among the youth.
No one can doubt the model’s popularity which is good for the industry. But like what the cops said, we’ve encountered so many that were so thoroughly modified that they could tail superbikes easily. Adding fuel to fire, many of those caught in illegal races were riding Ysukus.
Sure, motorcycling and modifications are a way of life but if the objectives are to win illegal races and lord about being overtake big bikes, it’s not a lifestyle anymore. It’s a nuisance.
BMW Motorrad WorldSBK will continue with Tom Sykes in the 2020 WorldSBK season.
The rider took the new BMW S 1000 RR to four podiums in its debut season.
He will be joined by Eugene Laverty next year.
BMW Motorrad WorldSBK Team and rider Tom Sykes will continue their cooperation into 2020 WorldSBK Championship (FIM World Superbike Championship).
While the tie-up has yet to yield a win this season, Sykes had done well to put it on the podium at Misano, Italy; Donington Park (UK); and Laguna Seca (USA).
Those results were truly impressive, considering that BMW Motorrad announced their intention to join the championship with the new BMW S 1000 RR in November 2018. That left the factory, Shaun Muir team, and riders only a few months to prepare.
2013 WorldSBK Champion Sykes will be joined by Eugene Laverty next year, replacing Markus Reiterberger.
BMW Motorrad Motorsport Director Marc Bongers welcomed Sykes’s continuation with the team as it provides stability. “Continuity and stability are critical factors for the success of the project,” he said. “Tom Sykes has consistently moved in a forward direction with the new S 1000 RR.”
Continuity would mean that the bike will follow a steady and somewhat predictable development path as opposed to swapping riders all the time. As different riders have different riding styles, there will be too many variables to consider. There is no luxury of time for such ventures in world championship racing.
Ewan McGregor and his ridding buddy Charley Borman may ride the Harley-Davidson LiveWire electric motorcycle in the documentary Long Way Up.
It seems like a compromise as the two are ambassadors to Moto Guzzi and Triumph, respectively.
The program will cover their trip from South America to Los Angeles, USA.
Ewan McGregor and his ridding buddy Charley Borman may just ride the Harley-Davidson LiveWire electric motorcycle in the upcoming documentary Long Way Up.
The trip will see the duo travel from South America to Los Angeles, California instead of all the way to Alaska as expected earlier. South American media spotted four of the electric bikes and support trucks being offloaded in Tierra Del Fuego, Argentina.
While we’re not criticizing the LiveWire, it has a highway range of up to only 150 km and 235 km in the city. However, it’s charging times that may drag the trip into a longer period of time. On the other hand, Harley announced that they’ve fast chargers that juice up the bike to 80% capacity in 40 minutes and 100% in an hour.
They may be supported by a pair of electric Rivian R1T trucks that have a range of up tp 650 km. These trucks will undoubted carry DC chargers for the bikes.
Riding Harleys seemed to solve the problem of representation. McGregor is the ambassador for the Moto Guzzi V85TT while Borman is the ambassador for Triumph Motorcycles. Many had expected to see the guys on two different bikes in this sequel. They rode the BMW R 1200 GS in Long Way Round in 2004 and Long Way Down in 2007.
The Long Way Down – Courtesy of BBC
It’ll be a high-profile branding exercise for the Motor Company, that’s for sure.
The European Association of Motorcycle Manufacturers (EAMM) published a report saying that the current technology in automated cars “failed to detect motorcycles.”
They found accidents that happened due to the car radars not picking up the bikes.
Certain manufacturers are making their bikes more visible to radar.
The European Association of Motorcycle Manufacturers (EAMM) published a report saying that the current technology in automated cars “failed to detect motorcycles.”
The alarming report was made after the association found that accidents in Europe and US on “autopilot” failed to locate a motorcycle in all situations.
Before continuing, let us see what it means by “automated cars.” Certain cars (especially the luxury ones) are fitted with radars to detect objects around it, especially in their blindspots besides the vehicles in front and behind them. An expended function is self-drive, which means the driver takes his hands and feet of the pedals. The car will move in a set speed and turn through long radius corners all by itself. When the radar detects an object in front, the control unit will apply the brakes to slow down or stop altogether.
Remote sensing system on an autonomous car – Graphic credit innovationdestination.com
It’s supposed to make driving safer. But it may not be safe for bikes.
There are two aspects that confuse automated driving systems.
Motorcycles have small cross sections, hence presenting very low visibility compared to cars and trucks. This is why we turn on our lights in daytime.
Motorcycles are much more agile and can change directions quickly. Notice how we can move a couple of meters to either side when we come to stop at traffic lights? (Okay some don’t stop at the red light, but that’s a different matter.)
We’ll give you another example. Presenting a small cross section to radars is exactly what a stealth fighter does. It’s designed to deflect radar waves away from itself so that there’s only a small return signature (some say the cross-section equivalent to that of a bird) to the receiving radar. (Stealth fighters also use radar absorbing material on their outer skins, by the way.) Consequently, radar operators couldn’t see the plane on their scopes.
The EAMM deduced that modern cars don’t have reliable enough equipment to detect bikes. In fact, they also highlighted such statements as “the system may not detect small vehicles like motorcycles” in some automated car owner’s manuals.
“(This) is simply not acceptable from a safety point of view,” they added.
To combat this, Suzuki submitted patents for a bikes which is fitted by multiple radar deflectors to increase its visibility to radars.
Graphic credit Suzuki Corporation
However, Ducati and KTM are reportedly developing self-riding motorcycles, too.
It doesn’t mean that the rider takes his hands and feet off the controls like car drivers do so they can continue playing PUBG. Instead, the system detects other vehicles and takes action quicker than the rider could.
There may be another way around this conundrum in mixed traffic. Bosch and their rival Continental are working on a cloud-based traffic management system using 5G interconnectivity.
Each vehicle sends the data of its location, heading, speed and others to a central computer which then regulates its and other vehicles’ speeds for “better harmony.” Yes, just like what we see in movies of some utopian future.
While it’s a great way to save lives, many feel that it will impede on personal freedom to enjoy driving. Well, not in KL downtown on Friday nights, but you get what we mean. This solution faces an uphill task as it will require every single vehicle to be equipped with the system.
But you know they said that reaching the moon was impossible a long time ago.
A Ducati Multistrada 1260 GT with radar-controlled cruise control and safety systems ought to be unveiled soon.
The Ducati Multistrada V4 will probably appear in 2021, instead.
Ducati have filed the MTS 1260 GT with the US Environmental Protection Agency.
Sorry to cut your dreams short. The Ducati Multistrada V4 isn’t on the way – yet. However, a Ducati Multistrada 1260 GT with radar-controlled cruise control and safety systems ought to be unveiled soon.
Italian magainze Moto.it came across a filing to the US Environmental Protection Agency for a new Multistrada 1260 GT. Motorcycle manufacturers in the United States are required to announce their upcoming models for the agency to keep tabs on their emissions levels.
Being a GT (Gran Turismo), the new bike should be fully accessorized with all the touring accoutrements one can shake a stick at. Be prepared for large volume panniers and top case, auxiliary lighting (i.e. spotlights), possibly better seats in addition to other stuff on top of the MTS 1260 S Tour Pack option.
Please click here for photos of the test bike.
But the biggest news may be that the MTS 1260 GT will be equipped with radar-controlled cruise control and safety devices.
Ducati is already working on the technology for at least since 2014 and vowed to be the first in the market. Since the upcoming KTM 1290 Super Adventure is rumored to use the system as well, Ducati engineers will surely work overnight to keep their company’s promise.
The Bosch radar system may regulate the bike’s speed with traction control on in traffic. A rear-facing radar, meanwhile, monitors vehicle’s in the rider’s blindspots (like luxury cars) and warn of a fast approaching vehicle.
It’s rumored to also prime the brake system for emergency stops.
The MTS 1260 GT will likely be the last twin-cylinder model, with the MTS V4 appearing in 2021.
Patents show a Honda roadgoing sportbike with active aerodynamics.
It could be the next-gen Honda CBR1000RR Fireblade.
The next bike ought to be unveiled in the next two years.
While Honda may not fill certain gaps in different motorcycle market segments, they sure are busy with coming up with new stuff and patenting them. The latest patent to leak shows a superbike – which may be the next-gen Honda CBR1000RR Fireblade – with active aerodynamics i.e. winglets.
The bike in the patent has the profile of the RC123V MotoGP racer, but it’s complete with mirrors and a number plate holder. It must therefore be a street bike.
No. 52 on either side are the aerobodies – Picture credit Bennets UK
Back to the “winglets,” there aren’t mounted firmly in place. Instead, the wings swing out and retracts. We can assume that the wings retract at slower speeds when there isn’t need for more downforce. Having them open in the airstream all the time increases drag.
As such, the aerodynamic devices should be ECU-controlled, not unlike the sweeping wings of the F-14 fighter jet.
On another note, the patent submission shows an inline-Four engine. It’s been rumoured that Honda will bring back a V-Four performance motorcycle but that doesn’t like it. At least in these patent drawings.
No. 57 at the tail is the flip-out aero device – Picture credit Bennets UK
However, equipping the new CBR1000RR with variable valve timing or lift technology should be a bigger possibility. VVT/L can liberate more power while cutting back on polluting exhaust gasses.
Max Biaggi took delivery of the Aprilia RSV4 X and rode it straight away at the Mugello circuit.
The bike produces 225 hp and weighs only 165 kg (dry), and only 10 were built.
Andrea Iannone will receive his soon.
Max Biaggi took delivery of the Aprilia RSV4 X and rode it immediately at the Mugello circuit.
“Tackling the corners at Mugello astride the RSV4 X is always a fantastic thrill. On this bike, the sensations are exactly like those of a racing bike and, as soon as I got on it, I felt like I had never quit racing,” said Biaggi in the press release. (Note the different swingarm on Biaggi’s bike.)
Aprilia is currently handing over the ultra-exotic and ultra-limited RSV4 X to only 10 lucky owners. Another MotoGP rider, Andrea Iannone is set to receive his shortly.
The RSV4 X commemorates Aprilia’s 10th anniversary in World Superbike (WorldSBK) racing, hence limiting it to only 10 units. But it isn’t just another lightly enhanced model with anniversary colours. Like Biaggi said, the bike is as close to a WorldSBK racer as you could get.
That heavenly sounding 1078cc V4 engine produces 225 hp hp and carries a bike that weighs only 165 kg (dry). that 1.36 hp to 1 kg in terms of power-to-weight ratio.
Aprilia engineers removed 26 kg from the RSV4 1100 Factory by lightening a number of components, fitting carbon fibre bodywork, installing a lighter fuel tank and utilizing a titanium Akrapovic exhaust system.
To increase power, the RSV4 X’s engine features new intake camshaft, valve return springs, bucket tappets and more aggressive cam profiles. The ECU was also updated.
But perhaps the most important feature is its gear shift pattern. Instead of the normal 1-N-2-3-4-5-6, the Aprilia uses a fully race N-1-2-3-4-5-6 pattern. Called the Aprilia No Neutral (ANN) shift, the manufacturer reports that it cuts the time to shift from 1st to 2nd gear and eliminates catching a false neutral. It’s the first time such a pattern is used in a roadbike.
Hey, how about featuring it in ALL roadbikes?!
Handling braking duties are the Brembo GP4-MS front brake calipers, clamping down on Brembo T-Drive discs.
The SHARK Ridill is perfect for daily commuting, sport-touring and weekend sport riding.
It has all the features of a high-end helmet.
But offered at an unbeatable price of just RM450!
Looking for a full-faced helmet that’s full of useful features but doesn’t cost a bomb? Check out this SHARK Ridill, then.
The SHARK Ridill has all the features that a rider could need in a helmet, whether it’s for the daily commute, weekend sport riding or sport-touring. As with all SHARK helmets, the Ridill is designed for safety, comfort and reliability.
Features:
Strong thermoplastic resin shell.
Ventilation is optimized through Computational Fluid Dynamics (CFD) design and simulation.
Integrated sunvisor.
Anti-scratch visor.
2.2mm visor is ultra-flexible and Pinlock anti-fog insert ready.
Quick release mechanism for the visor.
SHARK Easy Fit eyeglass pockets.
Removable interior padding for washing.
Micro lock buckle system chinstrap.
The helmet features a shape that is utilized for good airflow, hence stability at speed. Consequently, the helmet is relatively quiet compared to its peers. Quietness is a hallmark of SHARK helmets.
By the way, “Ridill” was a legendary sword in Norse mythology.
The helmet complies to the ECE 22.05 standard.
As for the price, the wearer can be assured of a helmet of great value. However, for a limited time only, the Ridill retails for special promotion price of RM 450 only at the Power Store in Kota Damansara, Petaling Jaya.
The 2019 BMW R 1250 RT is fitted with the new 1254cc Boxer with BMW ShiftCam tech.
Outwardly, the new bike looks identical to the R 1200 RT.
But there are small updates here and there that made it even better.
Having tested the previous R 1200 RT, the prospect of testing the 2019 R 1250 RT was very much welcomed, with a dash of curiosity.
For starter, the bike features the new 1254cc Boxer. It’s not just a matter bigger bores only as it features the new BMW ShiftCam variable valve timing tech.
The capacity increase and ShiftCam work together to push maximum power to 136 hp at 7,750 RPM and torque to 143 Nm at 6,250 RPM, up from 125 hp/125 Nm in the previous 1204cc Boxer.
The new Boxer and its transmission in the RT is brought over entirely from the R 1250 GS and R 1250 GS Adventure, including the same gear ratios.
The version we tested here is the Sport version, distinguishable by its Mars Red paintjob and lower windscreen. But it’s fitted the Dynamic Package which includes:
Daytime Running Light (DRL);
Headlight Pro;
An extra Dynamic riding mode;
Auto Hill Start Control (HSC);
Dynamic Brake Control (DBC);
Dynamic Electronic Suspension Adjustment (ESA);
Quickshifter which works for both up- and downshifts;
BMW Keyless Ride.
Standard equipment include:
ABS Pro;
Switchable Automatic Stability Control (ASC);
Anti-hop clutch;
Panniers.
Cruise control.
We’ll leave the equipment list as such as there are so many different ways one could a BMW motorcycle. If so inclined, one could go all out and opt for the Option 719 Package.
I remembered my experience on the previous R 1200 RT fondly. It was big, but it was easier to ride than some 600cc middleweight bikes, I kid you not. It handled like a large scooter and getting through traffic jam wasn’t as difficult as most thought.
So, as I approached the R 1250 RT, it looked exactly like its predecessor. The only things to tell them apart are the spoiler ahead of the transmission and the exhaust headers that are swept further backwards.
I guess there’s no need to change when the old bike’s aerodynamics and design worked so well already.
The ergonomics remain exactly the same: Comfortable to the stage of being coddled.
But I noticed small changes to the TFT screen in the instrument cluster. An added readout was the Hill Stop Control (HSC) icon. Besides that, the Dynamic ESA’s preload settings no longer showed the icons of “helmets and briefcases.” Instead there were the options among MIN, AUTO and MAX. There were two damping settings: ROAD, DYNA (for dynamic)
Personally, the Dynamic ESA settings, HSC and new engine are the real new stuff for the R 1250 RT.
But oh, what difference they make!
First up, the engine drives a whole lot smoother now especially below 4,500 RPM. The engine note becomes louder above that rev and the bike accelerates much faster. However, the way it picked up speed was deceptive. It didn’t have the arm-straightening and neck snapping effect, but you’d be running at 200 km/h in no time. The typically smooth BMW quickshifter contributed to this as well.
Throughout testing I found that it’s best to keep power mode at DYNA during normal riding as the throttle action was more direct. But I’d usually switch to ROAD when I had my wife as the pillion and riding through city traffic. There’s a slight delay in RAIN mode, of course, but the engine’s smooth torque made you forget it pretty soon.
But I’d like to add that the ESA’s preload settings confused me in the first few days. I’d usually keep it in “single helmet” mode in the 1200, so I left it in MIN on the 1250. That gave rise to a heavier feeling bike and steering. I was so confused that I thought there’s too much weight below the fuel tank, which shouldn’t be so for a BMW Boxer…
MAX setting was too tall for my stubby legs… so I chose AUTO for a test, and that sorted out the “problem” immediately. The setting gave the bike optimal chassis balance at all times depending on how much you and your passenger, and the luggage weigh.
As for the ESA’s damping, DYNA worked best as it had more compression and rebound damping to control the shock’s action. The ROAD setting was somehow to soft, resulting in the rear pumping up and down. On the other hand, you’d get ultimate comfort while riding on smooth highways in ROAD setting.
I rode the bike around in KL for a few days, using the bike in a commuter role. I was glad that BMW retained the RT’s signature agility. Yes, the bike was wide, but it was easy to judge the gaps. Also, that Boxer engine, Telelever forks and Paralever swingarm meant that the RT was actually a dressed-up GS. In fact, it was more agile than the GS as the swingarm is much shorter.
As such, I just stood on the footpegs when traffic slowed down to crawling speeds and the RT exhibited had that signature low-speed stability like a GS when I stood up!
Of course, there were instances when there was no gap at all. Drivers were especially kind when they saw the RT and strived to open up gaps. Thank you. But when I had to sit behind cars, I played around with the radio stations and settings. So, there’s nothing to it.
The ultimate riding pleasure was out on the open roads, without doubt. The bike gobbled up the distances so seamlessly that I found myself reaching my destinations almost unexpectedly. There’s this grin I couldn’t wipe off my face when I rode to Ipoh and back.
Talking about the journey back, I was caught in an immense rainstorm that I had only experienced in Cambodia thus far. It was so heavy that I could only see the taillamp of two cars in front! The rain sounded like BB pellets as they pounded my helmet.
But the R 1250 RT? It just kept going. I had set the screen to its highest position and it deflected rain past my helmet’s visor.
I switched to ROAD mode in this rain to see what the bike could do.
And I got what I wished for!
Riding in the right-most lane at 140 km/h (it’s still raining heavily), I switched lanes to visit an R&R ahead. The rear tyre ran over a white line and started sliding. It wasn’t one of those mini-slips, mind you, I glanced down at the handlebar quickly and saw that it had turned right, in opposite lock to the slide.
At this stage, what Sifu Oh Kah Beng and the California Superbike School would tell you is just to relax and ride it out. Yes, that’s right: Do nothing.
I held the throttle open. The slide changed direction to the left, then back to the right, once again to the left… followed by a wiggle at the handlebar… and finally, the bike ran straight at 100 km/h. Why the bike kept sliding was because I was running in a straight path over the white lines. It would’ve been only one slide had I travelled past them and into the next lane.
I’m sure the bike’s automatic stability control had cut in and saved the day, and my skin. I didn’t even feel like my heart had escaped out of my throat. No shaking knees. No WTF was that! No eyeballs as wide as dinner plates. The slide felt controlled, despite the R 1250 RT weighing some 279 kg when fully fueled.
Speaking of fuel, I only refilled the tank once during the KL – Ipoh – KL trip. Ridden carefully, the 25 litre tank has a range of 500 kilometres.
So, there you go, I’ve already mentioned in the R 1200 RT review that I loved the bike for its comfort, handling, features and balance. The R 1250 RT took those attributes and continued with them while adding newer and better functions.
I divide the bikes that I personally like by categories. The R 1250 RT is unbeatable in the luxury sport-tourer category.
