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As we mentioned earlier, the road legal Yamaha YZF-R1 is now only available for all other markets except in the UK and Europe due to Euro 5 emissions restrictions. However, the bike can be sold in the UK and EU markets in competition form only. As such, here are the track-only 2025 Yamaha YZF-R1 Race and 2025 Yamaha YZF-R1 GYTR.

2025 Yamaha YZF-R1 Race

This is the base model in the competition range, and as usual, Yamaha claims that it is inspired by the YZR-M1 MotoGP bike. All road-legal equipment have been removed, leaving only the necessities, including the large carbon fibre front wings. The factory did not publish how much downforce they add on, though.

The forks are KYB 43mm upside-down units, adjustable for compression dan rebound damping. These are conventionally adjusted unlike the electronically-controlled type on the road-legal R1. This is because most racing series (apart from the FIM EWC) ban electronically-controlled suspension. Besides, professional riders prefer manually-controlled suspension as they provide better feel.

Front brakes consist of Brembo Stylema monobloc calipers.

Highlights:

  • New MotoGP-inspired downforce winglets.
  • New generation KYB front forks.
  • New Brembo front master cylinder and Stylema calipers.
  • New grippy seat cover.
  • Fully track-focused, all road components removed.
  • 998cc 200PS crossplane 4-cylinder engine with linear torque.
  • Sophisticated electronics package.
  • 6-axis IMU with Gyro/G sensors for 3D motion data.
  • Banking sensitive Traction Control (TCS) and Slide Control (SCS).
  • Power Delivery Modes (PWR).
  • Front Lift Control (LIF) and Launch Control (LCS).
  • Quick Shift System (QSS).
  • Engine Brake Management (EBM) and Brake Control (BC).
  • Short wheelbase aluminium Deltabox frame.
  • Upward truss type aluminium swingarm/magnesium rear frame.
  • Magnesium rear wheels and 17 litre aluminium fuel tank.
  • 4.2 inch TFT instrument panel with Track Mode.

2025 Yamaha YZF-R1 GYTR

The GYTR (Genuine Yamaha Technology Racing) unit is the Pro Shop for the brand. The R1 GYTR is said to “leave no stone unturned in the pursuit of racing performance”. It features all the upgrades to the R1 Race, along with a host of “race-developed” GTYR parts. Each GYTR model is also built in one of Yamaha’s specialist GYTR PRO Shops, and is homologated to meet the FIM Superstock 1000 regulations right out of the crate.

Above the spec of the R1 Race, the new 2025 Yamaha YZF-R1 GYTR features a higher level of adjustability in the bike’s ECU, and rider ergonomics, thanks to fully adjustable rearsets and handlebars.

The front brake system uses the same Stylema calipers, although on the GYTR model they are fitted with Z04 racing pads and GYTR brake lines. There is also a thumb brake lever for the rear brake. A race-spec wiring loom hides underneath the fairing, and exhaust gases are shot out of an Akrapovic silencer.

Suspension is Öhlins, of course.

Highlights:

  • New black glass fibre race cowl with MotoGP-inspired winglets and sticker kit.
  • New generation KYB front forks.
  • New Brembo front master cylinder and Stylema calipers.
  • New GYTR race rear set.
  • New GYTR R1 handlebar set.
  • GYTR Racing ECU (SST spec).
  • GYTR Racing Wire Harness.
  • Akrapovic Race muffler with mid-damper system (<100 dB).
  • GYTR AIS plug set.
  • 15/42T 520 sprockets and 520 racing chain.
  • GYTR ABS emulator.
  • GYTR ON/OFF switch.
  • GYTR brake line set.
  • GYTR racing fuel cap.
  • GYTR engine cover set.
  • GYTR sharkfin rear sprocket guard.
  • GYTR brake lever guard.
  • Stand hook set and rear racing stand.
  • GYTR steering stoppers.
  • GYTR racing screen.
  • Brembo Z04 racing brake pads.

Yamaha has net set a price for both models.

Boon Siew Honda Sdn. Bhd. has announced two new colours for the 2025 Honda Vario 160, namely Blue and Red.

The Honda Vario 160 is powered by a 157cc, 4-valve engine featuring enhanced Smart Power+ (eSP+) technology. This engine delivers a maximum power output of 15hp (11.3kW) at 8,500 rpm and a torque of 13.8 Nm at 7,000 rpm. That is plenty of grunt for a 160cc scooter.

Safety aspects include anti-lock braking system (ABS) for the front brake while the rear utilises a disc brake without ABS. The scooter rolls on 14-inch wheels, front and rear.

Honda claims a wet weight of 119kg with a full 5.5-liter tank, which is quite light.

Other features include the Honda Smart Key System for keyless ignition, full LED lighting all-around, and a built-in USB charger for the rider’s devices.

The new 2025 Honda Vario 160 with new colours will be available at all IMPIAN X and authorized Honda dealers nationwide starting from 23rd September 2024. The sales price for these new colours is RM10,198 (excluding road tax, insurance, and registration), while the price for the present Green and Mat Blue options is RM10,498 (excluding road tax, insurance, and registration).

Boon Siew Honda offers two years or 20,000km manufacturing warranty, whichever comes first. For more information, please click www.boonsiewhonda.com.my or visit the nearest Honda Impian X. Customers may also reach them via their toll-free number at 1-800-88-3993.

2025 Honda Vario 160 Photo Gallery

Whether you ride a 200hp sportbike or scooter, one essential area of the body that should protected is the spine. This is why we should invest in a good back protector.

While we buy the best helmet to protect our heads, and jackets that protect our elbows and shoulders, we often forget about our backbone. Like your motorcycle’s main frame, the spine is what holds the entire body together and an injury will have lasting consequences. Back injuries are common, thus wearing a decent back protector can massively reduce the chances of a damaged spine if you’re unlucky enough to be involved in an accident.

We can just see how many professional and riders have walked away from horrific crashes since the advent of back protectors in the 80s. Those who unfortunately did not had injuries to other parts of their bodies instead of the spine. (Wayne Rainey broke his spine just below the neck as his head was planted into the gravel, instead of a direct impact.)

Many modern leather or textile jackets and suits already house back protectors but some are inadequate, except if the protector is CE Level 1 or Level 2 certified. As such, we strongly recommend spending a little extra to give yourself maximum protection with a dedicated back protector. These absorb an impact far better than the flimsy piece of foam you find stuffed down the back of most jackets and some racesuits.

So, what should we look for when we buy a dedicated back protector? Here are a few simple tips to bear in mind when buying:

  • It has EN 1621:2013 CE-certification or approval to either Level 1 or Level 2.
  • Try on the protector with the kit you will be wearing, making sure it does not dig into your neck. Try a smaller one if it does.
  • Check the shoulder straps are adjustable for maximum comfort.
  • Some back protectors are articulated, while some are one piece. Test them out to see which is more comfortable or suits your needs.
  • Most have an adjustable Velcro waistband. Make sure it is a suitable size for you.
  • There are that extend to your coccyx (the tailbone at the bottom of your spine), so may try that out, too.

The 2025 Yamaha YZF-R1 and the higher spec’ed YZF-R1M were launched for the U.S. and other international markets. Unfortunately for those in the EU, they will only receive the race-only model.

It features revised bodywork and huge front winglets, plus many other upgrades. Here are the list of features from the press release.

2025 Yamaha YZF-R1

Created to represent the pinnacle of sportbike performance, Yamaha’s iconic R1 returns for 2025 with the same explosive 998cc CP4 crossplane engine, comprehensive electronics suite and renowned handling character which has led to an incredible run of AMA/MotoAmerica Superbike titles in 13 of the past 14 seasons. Yamaha continues to use knowledge gained from high-level competition to offer some of the most advanced and capable Supersport models in the industry.

New features for 2025 begin with lightweight Brembo® Stylema monobloc front brake calipers. They come paired with a new Brembo® master cylinder to offer outstanding braking power and exceptional feel. There is also a fully redesigned KYB® front fork offering excellent response, road feel and chassis performance. The new carbon fiber winglets not only add to the R1’s sleek, aerodynamic look, they create additional downforce for enhanced front-end feel when braking or cornering. Finally, a new rider and passenger seat cover texture balances both grip and ease of movement for a better sense of control and connection to the machine.

Highlights:

  • New carbon fiber aerodynamic winglets.
  • New fully adjustable 43mm KYB® front fork.
  • New radial-mounted Brembo® Stylema monobloc front calipers.
  • New Brembo® master cylinder.
  • New seat cover texture.
  • Advanced 998cc CP4 engine with crossplane crankshaft technology.
  • Lightweight titanium connecting rods, titanium intake valves and forged pistons.
  • Variable Yamaha Chip Controlled Intake (YCC-I®) System.
  • Lightweight titanium muffler and heat shield.
  • Compact, stacked 6-speed transmission with close-ratio gearing.
  • Advanced assist and slipper clutch.
  • Ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) System.
  • Advanced, 4.2-inch full-color TFT display.
  • Six-axis Inertial Measurement Unit (IMU).
  • Lean-sensitive Brake Control (BC) System.
  • Three-level Engine Brake Management (EBM) System.
  • Four-level Power Delivery Mode (PWR).
  • Lean-sensitive Traction Control (TCS).
  • Four-level Slide Control System (SCS).
  • Four-level Lift Control System (LIF).
  • Three-level Launch Control System (LCS).
  • Quick Shift System (QSS) with three settings.
  • Slim, compact aluminum Deltabox frame.
  • Fully adjustable KYB® rear shock.
  • Lightweight aluminum alloy fuel tank.
  • Premium 10-spoke cast magnesium wheels.
  • High performance Bridgestone® RS11 tires.
  • Full LED lighting.

The new 2025 Yamaha YZF-R1 will be available in Team Yamaha Blue or Matte Raven Black, and will sell for US$18,999 (RM79,406.05).

2025 Yamaha YZF-R1M

Yamaha’s highest specification and most exclusive Supersport model, the 2025 YZF-R1M immediately sets itself apart with a distinctive color scheme, polished aluminum swingarm and striking full carbon fiber bodywork, which seamlessly integrates with the new carbon fiber winglets for an aggressive, track-focused look. An engraved, serial numbered badge further highlights its exclusivity.

Along with the same advanced performance provided by the powerful 998cc CP4 crossplane engine, comprehensive electronics suite and lightweight aluminum Deltabox frame found on the standard R1, capability is pushed to an even higher level on the R1M with the addition of its sophisticated Öhlins® Electronic Racing Suspension, where data from the motorcycle’s IMU—such as vehicle speed, lean angle, acceleration and brake pressure—is supplied to a dedicated Suspension Control Unit to rapidly adjust front and rear damping in real time for optimum suspension performance whether braking, cornering or accelerating. The ERS simplifies suspension tuning by providing streamlined dynamic tuning modes for both street and track, as well as manual modes for more conventional suspension tuning.

Additionally, GPS data logging comes as a standard feature on the YZF-R1M. Yamaha’s unique Communication Control Unit is an integrated data-logging and GPS system that puts factory superbike technology in the palm of your hand. Vehicle data can be recorded with course mapping and automatic lap timing managed by GPS, then wirelessly downloaded to an Android® or Apple® iOS® app where it can be analyzed. The rider is then able to adjust system settings and upload these changes back to the R1M for the next track session.

Highlights:

  • Full carbon fiber bodywork including new aerodynamic winglets.
  • New seat cover texture.
  • Advanced 998cc CP4 engine with crossplane crankshaft technology.
  • Lightweight titanium connecting rods, titanium intake valves and forged pistons.
  • Variable Yamaha Chip Controlled Intake (YCC-I®) System.
  • Lightweight titanium muffler and heat shield.
  • Compact, stacked 6-speed transmission with close-ratio gearing.
  • Advanced assist and slipper clutch.
  • Ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) System.
  • Six-axis Inertial Measurement Unit (IMU).
  • Lean-sensitive Brake Control (BC) System.
  • Three-level Engine Brake Management (EBM) System.
  • Four-level Power Delivery Mode (PWR).
  • Lean-sensitive Traction Control (TCS).
  • Four-level Slide Control System (SCS).
  • Four-level Lift Control System (LIF).
  • Three-level Launch Control System (LCS).
  • Integrated GPS data-logging enabled through Yamaha Communication Control Unit.
  • Quick Shift System (QSS) with three settings.
  • Slim, compact aluminum Deltabox frame.
  • Dynamic Öhlins® Electronic Racing Suspension (ERS).
  • Öhlins® gas-charged NPX fork.
  • Radial-mounted 4-piston front brake calipers with braided stainless steel lines.
  • Premium 10-spoke cast magnesium wheels.
  • High performance Bridgestone® RS11 tires.
  • Advanced, 4.2-inch full-color TFT display.
  • Full LED lighting.
  • Polished aluminum swingarm.
  • Exclusive R1M color scheme.

The new 2025 Yamaha YZF-R1M will be available in Carbon Fiber and retails for for US$27,699 (RM115,778.07).

It has been a long time coming, but finally, a Yamaha V4 MotoGP is in the works. The news was confirmed by Yamaha Racing Managing Director Lin Jarvis in an interview with MotoGP.com.

I can confirm that we are busy developing a V4 powerplant,” Jarvis said.

It’s something that goes back a while, because when Suzuki was still here, there were two manufacturers running with the inline-4. And obviously the other competitors running with the V4. In the last years, however, we’ve seen many, many technical developments in this sport and of course Suzuki stepped out. So we’ve been the only manufacturer remaining with the inline-4.

The inline-4, in our opinion, still has plenty of capacity to be developed and to be improved. But when you have all of your competitors using V4s and now as we look towards the 2027 regulations, it’s important for us to fully understand the potential of a V4 versus the inline-4.

So based on that, some time ago we took the decision to start the project. The project is on schedule… The engine is already being bench-tested.  We’ve not run it in a bike yet but when it is ready with its durability testing, then we’ll finally start to track test it.

Jarvis also indicated that Yamaha still has an open mind on whether to use an inline or V4 engine for the new 850cc era.

When [the V4 is] quicker than the inline-4, we’ll bring it in. So let’s see!

Yamaha and Honda are under concessions in MotoGP, meaning they can run a revised or new engine anytime they wanted. Conversely, yhe other three manufacturers, namely Ducati, KTM, and Aprilia need to homologate at the beginning of the season and use the same engine throughout the season.

Yamaha factory rider, Fabio Quartararo was asked recently on the V4 rumours: “I think we have to consider all the options… I never rode a V4 but if we look at the bikes that are working, they are V4s. Okay, Honda is struggling, but we are the only ones with the Inline. Maybe it is something to consider.

Yamaha can also count on its partnership with Marmotors, headed by ex-F1 designer Luca Marmorini, to aid in its V4 design. Marmorini previously contributed to Aprilia’s RS-GP V4 engine.

However, Honda’s ongoing struggles show that a V4 is unlikely to be a magic fix for Yamaha, whose M1 is also lacking in areas such as aerodynamics and electronics compared to the European machines. On the other hand, having more engine power helps the bike to push through aerodynamic drag, allowing engineers more leeway in introducing aerodynamic features.

Brake pads are the last thing that stops your vehicle, and keeps you from ramming the vehicle in front, or going off a cliff. Thus, its importance cannot be underemphasised.

But there are three main types of brake pads, namely sintered, ceramic, and organic. So let us take a look at the differences among all three, plus their pros and cons.

A word on asbestos

But first, a safety message. Asbestos was widely used in brake pads many years ago. There are six types of this mineral and their melting points range between 400° C to 1,040° C. It is also inflammable. As such, it became the natural material for brake pads. In fact, asbestos was also widely used in other sectors and products such as electrical insulation, lining for ceramic cookware, house insulation, even firefighting suits.

However, it was discovered in the 1970s that asbestos is toxic to humans and causes mesothelioma (a type of cancer that causes a thin lining of tissue over internal organs), asbestosis (long-term inflammation and scarring of the lungs), and lung cancer when the dust is inhaled. As such, the use of asbestos containing products has been banned in 66 countries.

However, Russia continues to be the biggest miner and exporter of the material (790,000 tonnes in 2020), and there are concerns of it being used in cheap aftermarket brake pads produced in India and China. So, DO NOT skimp on the cost of brake pads and use only those from reputable brands! Additionally, do not breathe in the dust when a mechanic sprays air onto your brake components to clean them.

On the other hand, Malaysia has banned five types of asbestos i.e. crocidolite, actinolite, anthophyllite, amosite, and tremolite, but allows chrysotile for “controlled use” in the private manufacturing sector, while banning it completely from public buildings including schools and hospitals.

Sintered/Metallic brake pads

These brake pads are made of copper, steel, iron and other metals mixed with a graphite binding component.

Pros:

  • Metallic brake pads perform better than organic and ceramic brake pads in a wide range of temperatures.
  • They also continue to perform well even under the heaviest rainstorms.
  • They’re responsive and require minimal pressure on the pedal. The metal also withstands heat well.
  • They are more resistant to wear, hence last longer.

Cons:

  • Metallic brake pads are noisier than other types.
  • They cause more wear on the brake discs.
  • Metallic brakes are pricier than organic brake pads but more affordable than ceramic ones.
Organic brake pads

These contain the replacement materials for asbestos, known as non-asbestos organic (NOA). This mixed material is made of rubber, Kevlar, fibreglass and carbon compounds bound together with resin.

Pros:

  • Organic brake pads are the least expensive on the market and recommended for normal driving.
  • They generate enough friction to effectively stop the average vehicle yet do not produce as much heat as other pad materials.

Cons:

  • Organic brake pads wear out more quickly than other types, which means you will have to replace them more often.
  • They also do not work as well as ceramic and metallic pads in extreme temperatures.
  • In addition, you have to apply a bit more pressure on the lever than you do with other types of brake pads.
Ceramic brake pads

These brake pads are made from a type of dense ceramic that has copper fibres in it in order to increase friction and conductivity.

Pros:

  • Ceramic is the quietest brake pad material.
  • Ceramic brake pads perform better than organic brakes in a range of temperatures.
  • They last long but has less wear on steel brake discs compared to sintered pads.

Cons:

  • Ceramic brake pads are pricier than other types.
  • Plus, they underperform in extreme cold.
  • In addition, ceramic does not absorb as much heat as other materials.
What is missing here?

You would probably notice there is mention of carbon brake pads. Well, truth is, carbon brake pads for road use is not 100% carbon, but are of mixed materials so you would find sintered-carbon or carbon-ceramic brake pads.

True carbon brake pads are only used in the highest echelons of racing i.e. MotoGP and Formula 1.

A word about copper

More and more manufacturers are switching away from having copper fibres in ceramic and all other types of brake pads as brake dust containing copper had been found to pollute the environment, especially in waterways.

SBS is one manufacturer who are doing so and their copper-free brake pads are marked as “Better Brakes.”

The radial motorcycle tyre is so common now that almost no one gives a second thought to it. Jump on almost any big bike above 250cc and ride away… it would most probably be rolling on radial tyres. Even riders who moved up from mopeds do not question what radial tyres actually mean.

But how do you know if that tyre has radial construction? Just look for the “R” letter after its size info or speed symbol.

The radial tyre is fairly recent especially for motorcycles, compared to when the pneumatic tyre (tyre filled with air) was invented.

The first pneumatic tyre

Contrary to popular belief, the patent for the pneumatic was lodged by Scottish inventor, Robert William Thompson in 1847, instead of John Dunlop. His invention, however, did not make it to production.

But it was John Dunlop, a veterinarian, who created the first working pneumatic tyre in 1888. He invented it for his 10-year-old son who complained of headaches after riding their bicycle fitted with wooden wheels.

A pneumatic tyre means there is a layer of air inside the tyre. That air provides elasticity and hence comfort. Adjusting the air pressure adjusts comfort, and also performance.

It has to be said that the early pneumatic tyres were glued to their wheels to prevent the air from leaking and the pressure was not adjustable like in modern tyres. It was the Michelin brothers who figured a way to mount inflatable tyres without gluing them onto their rims. Incidentally, the French word for the tyre it ‘pneu‘.

Radial vs. bias-ply

Early tyres were essentially bias-ply until the advent of the radial tyre.

Bias-ply (also known as cross-ply) describes the plies that form the body the tyre being laid diagonally from bead to bead. Subsequent plies are laid on top at opposing angles, forming a criss-cross pattern (hence the name cross-ply). This allows the tyre to flex easily hence greater comfort. However, this quality was also the main disadvantage of this type of tyre, as it causes increased rolling resistance (takes more effort to get going), together with less traction and control at high speeds (the tyre deforms). Bias-ply tyres generally could not withstand the high centrifugal forces at high speeds, leading to blowouts.

On the other hand, a radial tyre utilizes ply cords that extend from bead to bead and parallel to each other, usually around 90-degrees to the tyre’s travel, instead of diagonally across like in bias-ply tyres. The plies are held in place by stabilizer belts that run just beneath the tread. The advantages of radial tyres are numerous including longer tread life, better steering control, improved fuel economy due to less rolling resistance, and better grip.

The history of the motorcycle radial tyre

It was the French tyre maker Michelin who patented the radial tyre in 1946. They finally developed the first practical radial tyre (starting with cars) in 1951 and fitted to the Lancia Aurelia. It took more than 30 years later before radial tyres made their debut on road bikes.

Who actually created the first production radial motorcycle tyres is still up for debate.

Pirelli claims it was first in 1983, when they introduced radial tires for the Honda VF1000 R. However, that tyre was only available for the said motorcycle.

Michelin, on the other hand, was the first to offer (albeit a small range) of radial tires for all brands of motorcycles in 1987 called the A59X and M59X, front and rear, respectively.

But whatever the stakes, it was Michelin who did the most research into radial tyres from the very start. The actual concept of a radial tire does though belong to Michelin, as its engineers came up with the idea for automotive tires in the 1930s.

Michelin claims its program for radial motorcycle tires began in 1981. The majority of the development work was undertaken at the racetrack with three-time World Champion Freddie Spencer running a single radial tire on the rear only of his Honda NSR500 for the 1985 season.

The next stage in radial tire development saw Michelin, in 1990, introduce silica into the rubber tire compound to resolve the early problems of finding the right balance between grip and rolling resistance, without adversely affecting the tyre’s grip. By adding silica, Michelin was also able to improve wet weather performance and its grip. It took another nine years for the Michelin Pilot Sport to become the first production bike road tire to have this feature.

Michelin also took another step to develop the first dual compound tyre, introducing a harder wearing compound at the centre combined with a softer and gripper compound on the shoulders in 1994. It was first used exclusively for racing and the development of the tyre finally bore fruit as the Michelin Power Race in 2005. The tyre was the first ever racing tyre that could be homologated for road use.

The first true all-road dual compound tyre was the Michelin Pilot Road 2 with 2CT (2 compound technology) in 2006.

Conclusion

Tyre technology and development have gone through so many milestones especially in the last 5 decades. The rise of ever more powerful, faster, and heavier motorcycles today can be directly traced to the advancement in radial tyres.

Triumph had been teasing a new model recently and we expected it to be the 2025 Triumph Speed Twin 1200, instead of a variant of the Speed 400.

It turned out to be true, but we did not quite expect the updated 1200 to be so much more powerful and sporting such high specs. Well, it should be so anyway, since the manufacturer will stop producing the cafe racer Thruxton 1200 from next year, so it is the Speed Twin’s turn to step up to bat. There are two variants of the 2025 Triumph Speed Twin 1200 – standard and RS.

The engine for both the standard and RS versions remains the same 1200cc parallel-twin with a 270-degree crank, but it now features cams with new profiles and new ignition timing, to “pull harder for longer up to the rev limit.” As such, maximum power is kicked up by 5hp at 7,750 RPM from 99hp. Maximum torque is 112.6Nm at 4,250 RPM. That is a very good 3,500 RPM spread between peak torque and peak power, giving the rider “power everywhere” in the rev range.

Chassis for the standard includes reworked 43mm Marzocchi upside-down forks and twin Marzocchi rear shock absorbers with remote reservoirs. There are twin 320mm brake discs up front, while the tyres are Metzeler Sportec M9RR. The handlebar is raised higher and further forward to provide roomier riding position.

As for the RS, the front features fully-adjustable Marzocchi forks, and Öhlins rear shock absorbers. The front brakes also use twin 320mm discs, but are clamped by Brembo Stylema calipers. The tyres are also swapped out for the racier Metzeler Racetec RR K3. The handlebar has the same position as the standard’s but the footpegs are placed higher and further back. Buyers can also opt for clip-on handlebars.

As for rider aid, both versions are equipped with a six-axis inertial measurement unit (IMU) which provides cornering ABS and traction control. The standard has Road and Rain ride modes, while the RS has an additional Sport mode.

There is a new round-shaped dashboard that incorporates LCD and TFT elements, and provide turn-by-turn navigation via Bluetooth connection to your smartphone.

Lastly, the styling. The 2025 Triumph Speed Twin 1200 may look the same as any Bonneville, but the tank has been reshaped with raked lines and deep knee cutouts, and with a new cap. The side panels look cleaner and the LED headlights has a new daytime running light (DRL) signature.

See? The Speed Twin 1200 is taking over from the Thruxton after all, while offering more possibilities and accessibility. Service intervals are at every 16,000km.

Prices are £12,495 (RM69,955.98) for the Speed Twin standard and £14,495 (RM81,126.48) for the Speed Twin 1200 RS.

The Road Transport Department (JPJ) reminds the organizers and participants of the RXZ Members 6.0 event that will start in Terengganu today to comply with the rules and conditions set by the authorities, as agreed between the two parties previously.

JPJ Director General Datuk Aedy Fadly Ramli said that his party also has no plans to implement roadblocks (SJR) to ensure the smooth running of the program, which is entering its sixth year.

“This time, Terengganu JPJ together with Terengganu Police and other relevant authorities took the initial step by holding discussions with the organizers and providing clear guidelines regarding the organization of the program.

“We have given the conditions that need to be complied with, and JPJ will work with the police to monitor the rally so that it takes place as directed,” he said.

Among the conditions that need to be complied with are ensuring that the motorcyclist has a driving license and road tax, that the motorcycle is not physically modified which is illegal and that the motorcycle plate complies with the specified specifications in addition to the motorcycle exhaust not being modified.

“JPJ does not intentionally want to find fault, in fact we also want the program to run smoothly but at the same time, we also need to ensure that all other road users are safe not only those who participate in the assembly,” he added.

Previously, Terengganu Police Chief Datuk Mohd Khairi Khairudin reportedly said that he had given clear guidelines to the organizers through four series of coordination meetings with other departments including Kuala Terengganu City Council (MBKT), JPJ Terengganu and East Coast Highway 2 (LPT2) and organizers need to comply if they want the program to continue next year.

The RXZ Members 6.0 program which will be held at the Terengganu Motor Circuit, Gong Badak, Kuala Nerus today until Saturday is expected to attract the participation of 80,000 participants from all over the country.

Being a moto-journalist since 1998 and having test ridden so many motorcycles, I am constantly being asked which is my favourite or which one will I recommend to own. And since this is the review of the new Triumph Speed 400, it is a forgone conclusion to a now rhetorical reason, right? Well, you need to read to the end to find out, just like a Coen Brothers’ movie.

What is the Triumph Speed 400?

The Speed 400 is one of two variants in Triumph’s new 400cc range, the result of their cooperation with Bajaj Auto which began many years ago. The range is seen as the entry level point into the Triumph family, and both take on the shape of the modern-classic Bonneville.

The 400 range which consists of this Speed 400 and the Scrambler 400 X are powered a 398cc, single-cylinder, DOHC, 4-valve engine which produces 39.5hp at 8,000 RPM ad 37.5Nm of torque at 6,500 RPM. Make no mistake, this is a Triumph-spec engine, unlike the one which powers the Dominar 400 which shares some of its architecture with the KTM 390 Duke’s.

Perhaps we need to reiterate that this lineup is built by Bajaj, but the bikes are definitely Triumphs.

What we liked, Number 5: The simplicity

Before motorcycles were segmented and micro-segmented into different categories, the Bonneville’s type of motorcycles were the only motorcycles, hence you can label it as a “standard motorcycle.” They were pure in the sense that there are two wheels, an engine, a fuel tank, a seat, a handlebar, footpegs.

Point is, motorcycles were uncluttered, uncomplicated, and in other words, simple. You only needed to jump on it, start, and go.

The Triumph Speed 400 embodies this perfectly. There is no need to fettle with the engine mapping, level of traction control, connect your smartphone.

Just ride.

What we liked, Number 4: Its specification

While this seems like a contradiction to Number 5, it is a necessity. The Speed 400 may be an entry-level model, but it has some “hidden” modern features.

The engine is modern throughout and features EFI and liquid-cooling, and is Euro 5-compliant. Likewise, the suspension consists of upside-down forks (albeit unadjustable) and a monoshock at the back, similar to the Bajaj Dominar 400’s. The instrument panel looks classic with a large speedometer, but there is a small tachometer at the side. There is traction control which can be switched on or off, but no ride mode. Brakes are Bybre and ABS is dual-channel. There is also a USB charging port, cleverly placed behind and just underneath the instrument panel.

What we liked, Number 3: That engine

It pulled really hard. It revved so quickly that it gobbled up the first three gears instantly, causing us to run into the rev limiter the first time we hammered down. It even continued to push the bike hard in 6th from 6,000 RPM and onwards to its top speed of around 160km/h.

The good spread of torque is a character of all Triumph motorcycles, letting you accelerate hard from whichever point you currently are in the rev range, in any gear. Consequently, it made short work of riding in traffic or up our KL-Genting Highlands test route.

It needed more gear-shifting than bigger bikes when we tested it by going up the Genting Highlands road, but the torque was always present for punching out of slower corners. But because it is a smaller capacity, it never overwhelms and you are not afraid to open up, compared to bigger capacity bikes where you have to judge your throttle, braking, steering actions judiciously or risk going wide.

The throttle response was smooth – again, a trait of all Triumphs – meaning the bike reacts exactly to the twist of the wrist. And this made it so much fun hammering the bike up and down Genting Highlands.

It even cruised happily at 130km/h (8,000 RPM) all day without sounding like the engine will explode.

What we liked Number 2: Its handling!

We have said this over and over again: Triumph makes the best handling bikes and we are glad that the Speed 400 is no exception. In fact, it is the best handling Triumph!

All we needed to do was, for want of a better word, chuck the bike into any corner. See the corner, chuck it in. See another corner, chuck it in. The wide handlebar made countersteering a cinch because it responded immediately to our inputs.

The suspension may seem rudimentary but it absolutely soaked up all the bumps and holes on that road. We were a little apprehensive at first but discovered that no amount of road imperfection apart from speed bumps could throw the bike off its cornering line.

First victim to discover this was a VW Golf R32 driver who tried to race us. He was gone in just two corners. Another Proton X50 driver thought he could do the same, even by attempting to squeeze us off our cornering line. He was also despatched after two corners.

On the way down, a KTM 390 Duke rider gave chase but was left behind after the section consisting of “S” bends. Next was a group consisting of a Honda CBR250R, Yamaha YZF-R25, and several Yamaha Y16ZRs. They could not keep up after we chucked the Speed 400 through that one particularly tricky slippery and reducing radius left-hander.

On the SPE, a BMW R 1200 GS rider saw us in his mirrors and opened up. Of course, we could not keep up in a straight line due to the huge engine power deficit, yet we managed to cling on behind him in the corners as we chucked the bike around at speeds between 120-130km/h without even going off throttle. He was surprised to see us still behind when the road straightened out and he rolled out to see what bike it was.

How we wished we could paint the silhouettes of our “kills” on the side of the tank, just like how fighter pilots do!

Now, this would not have been even a blip of a talking point if the Speed 400 was a sportbike, but it is not – it is a modern classic standard. Comparing it to the likes of the 390 Duke, the Duke needs more commitment and a skilled and experienced rider to ride it fast, whereas we think almost anyone can be fast on the Speed 400. Heck, I do not think I went up and down Genting this fast even on the Triumph Street Triple 765 RS!

To put it into perspective, it was like riding a 250cc naked bike with well-sorted suspension, great throttle response, and smooth torque.

What we liked, Number 1: Accessibility and practicality

Great features, engine, handling, all wrapped up in an accessible and practical package. The seat is low and comfortable, with the handlebars placed at just the right height. The brakes were good although it needed a slightly harder pull, the clutch action was smooooooth. The gears slotted in solidly. The bike was light on paper and could be felt immediately. It went fast immediately when we wanted to be fast, and cruised serenely when we wanted to relax.

You could install a tank bag and side bags for touring. The engine is fuel efficient, wringing out 300+km from 12 litres.

And all these, for just RM26,900 (selling price) which puts it as a power player in the 250cc-400cc segment.

Shortcomings

Of course there were, but they probably due to rider preferences and riding styles.

Firstly, the first three gears where too short and the space from third to fourth a little wide. That left us changing up and down between third and fourth while in traffic. This can be fixed by swapping the stock front sprocket out to one with one tooth bigger, or dropping two teeth out back. It should make the engine run at lower revs during cruises, and help with rolling speeds into corners.

Secondly, we detected iffy fuel injected between 5,000-6,000 RPM on partial throttle in all gears. We circumvented this by either using a higher gear in lower RPMs, and lower gear above those RPMs. Still, it should not exist for a Triumph.

Thirdly, the bike tended to squirm during hard braking due to the aggressive steering angle (24.3 degrees). However, this was cured by clamping our inner thighs hard onto the sides of the fuel tank. That said, they bike does not like being trail braked into corners due to its rearward weight distribution, consequence of its riding position. It also waggled the handlebar in really high-speed corners. We suspect this can be easily fixed by increasing the rear shock’s preload to move more weight to the front.

However, these are just (very) minor niggles to detract from the overall enjoyment of riding the bike. We had to come up with these for the sake of a balanced review.

Closing

Coming back to the opening, can I place the Triumph Speed 400 as one of my personal favourites? And would I recommend buying it?

YES. And YES.

Berjaya Sompo Insurance Strengthens Its Commitment to Motorcyclists With Participation in Yamaha GenBlu Carnival

As part of its continuous commitment to promoting rider safety, Berjaya Sompo Insurance recently took part in the “Yamaha GenBlu Carnival”, which was held at Bandar Medini, Puteri Iskandar, Johor, on August 25, 2024.

The fifth edition of the carnival attracted over 16,008 motorcyclists, officially securing a spot in the Malaysia Book of Records for being the largest Yamaha motorcycle gathering event. (more…)

Continuing with our Glossary of Motorcycle Terms, moving to those that begin with the letter “H.”

Hammer down: To accelerate quickly or ride aggressively.

Handlebars: Where the rider places his hands to control the motorcycle’s steering. There are several variations of handlebars for different riding postures and uses i.e. touring, racing, cruising, etc.

Hang-off: The action by the rider moving his body mass to the inside and off the motorcycle when taking a corner. More commonly called the kneedown, or at least when the knee does touch the road.

Hardtail: A motorcycle with no rear suspension.

Head: No, not the toilet, but a short name for the engine’s cylinder head.

Header: The “front” part of the exhaust system with attaches to the engine block. It then leads to the downpipe/downtube, to the catalytic converter and finally, the muffler/silencer.

Headlight/s: The main light or lights at the front of the motorcycle for illumination and to provide more visibility to other road users.

Heat: High temperatures whether relating to the bike, or whether, or just anything to do with temperature. It also means the police or authorities in American movies.

Highside: A motorcycle crash involving the rear wheel temporarily losing traction and suddenly regaining traction, and throwing the rider over the bike’s handlebars, as opposed to the “lowside” where the bike and rider drop onto the ground.

Holeshot: Racing term used in motorcycle racing referring to the rider who takes the lead and reaches the first corner or turn ahead of the other competitors immediately after the start of the race.

Holeshot device: First used in motocross, this device locks down the forks down to let the rider have better control at the start. Pressing the brake dips the forks down further and disengages the device for normal suspension operation. The device was subsequently adopted first by Ducati in MotoGP. However, the MotoGP holeshot device lowers both the front and rear of the bike, to lower its centre of gravity hence limit wheelies when the motorcycle accelerates hard from the start line, practically turning the bike into a dragster.

Hooning: Hooning is a term that is often used to describe reckless and irresponsible behaviour on a motorcycle or any other vehicle. It refers to engaging in dangerous stunts, excessive speeding, and disregarding traffic laws and safety regulations. Hooning typically involves wheelies, stoppies, burnouts, drifting, and other high-risk maneuvers. Otherwise known as “rempit” in Malaysia.

Horn: Audible device used to warn others.

Horsepower (HP): A unit of measurement that quantifies the power output of an engine. It indicates the rate at which the engine can perform work i.e. the maximum amount of work produced by an engine. The higher the horsepower, or engine speed, the more power the engine can generate.

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