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Kazakhstan MotoGP 2024 Cancelled, Replaced by Second Misano Round

On-off, on-off. Even probably causing the Indian GP to be moved to an entirely different date. That is the saga with the proposed Kazakhstan MotoGP 2024. It has now been completely cancelled and will be replaced by a second outing at Misano.

Kazakhstan had been slated for 2023 but the Sokol International Circuit was deemed not ready. That pushed the round to this year. Unfortunately, an unprecedented flood hit the Central Asian region in May which forced the round slated to begin from 16 June to be cancelled indefinitely.

Then the Indian GP’s organisers threw another curve ball which put it on hold, too. Consequently, Dorna decided to replace the Indian GP scheduled to begin from 2oth September with the Kazakhstan GP. The Indian GP, on the other hand, was moved to March next year.

But that is not the end, as MotoGP issued a statement saying that the Kazakhstan round has been cancelled altogether owing to logistical issues that “have rendered the event impossible to run” after the flooding.

“The FIM, IRTA and Dorna Sports announce the cancellation of the Grand Prix of Kazakhstan,” the statement reads. “Operational and logistical issues arising from the earlier flooding across the region have rendered the event impossible to hold in 2024.

“Misano World Circuit Marco Simoncelli will instead host the Emilia-Romagna Grand Prix from the 20th to the 22nd of September.

“MotoGP is excited to stage a second event at the iconic Adriatic venue, giving the passionate Italian fanbase a further opportunity to see the world’s most exciting sport in action.”

The revision creates an awkward situation as the World Superbike Championship will also run during the same weekend, albeit on another Italian track, the Cremona Circuit. The first Misano MotoGP round will be held from 6-8 September. So, Italy sees 3 rounds of motorcycle racing in two weeks.

Two New Colours for 2024 Honda ADV160

Boon Siew Honda Sdn. Bhd. has announced two new colour options for the 2024 Honda ADV160, namely Gray and White.

It will be available at all Honda Impian X and authorised Honda dealers nationwide from 18th July 2024. Recommended selling price is from RM 13,249 (not on the road). The popular lightweight adventure motorcycle

The mechanical aspects of the popular lightweight adventure scooter remains unchanged, featuring a 157cc, single-cylinder, 4-valve engine with eSP+ technology, that delivers 11.8 kW (15.8 hp) at 8,500 RPM and 14.7 Nm of torque at 6,500 RPM.

The engine’s performance is complimented by the Honda Honda Selectable Torque Control (HSTC) system that optimises engine torque delivery according to tyre traction, while an advanced Idling Stop System (ISS) enhances the engine’s fuel efficiency.

Rider comfort still consists of a low seat height of 780mm, besides a two-step adjustable windscreen. ABS is standard for the front brake only, despite the rear disc brake system.

Other features include the Honda Smart Key system, a 5V 2.1A USB charger, and 30 litres of underseat storage space.

Honda claims the 2024 Honda ADV160’s wet weight with a full tank of fuel at 133kg.

Buyers are entitled to a 20,000km or two year warranty, whichever comes first.

Please visit https://boonsiewhonda.com.my or visit the nearest Honda Impian X dealer for more details, or call the toll-free number 1-800-88-3993.

2024 Honda ADV160 Photo Gallery

Royal Enfield Guerilla 450 Officially Unveiled!

We have been teased, we have read leaked spec sheets and even seen blurred out images, but it has all come to an end now as Royal Enfield has officially unveiled its second roadster model – the Guerilla 450.

Said to be the road going variant of the successful Himalayan 450, the Guerilla is at home in the mountains as it is on the streets of a densely populated urban city. Hence why the chosen launch location, the vibrant and historic city of Barcelona is such an apt location.

The Guerilla was developed in and around Barcelona, and though we have only been fed some information about the bike in the past few months, Royal Enfield has been quietly working on the bike since 2019. That is a long time in the making, but as they say, good things come to those who wait and after having ridden it, we can say that it is indeed a very good thing.

But we can’t tell you much about how it feels like because of an on-going embargo that does not allow reviews to be published until the 27th of July. That is because the test ride event in Barcelona is still on-going and there still are many journalists who are yet to ride the bike. So to level the playing field, Royal Enfield put out an embargo, and we respect that.

What we can tell you though are the specifications and we can also show you what the bike looks like, in detail this time with no blurred out parts.

The Guerilla 450 shares a lot of its underpinnings with its sibling, the Himalayan, so we are warning you right now that there will be a lot of Himalayan references coming up. Bear with us.

The design though is the biggest (and most obvious) difference. But there are elements of the Hunter 350, which is not all that surprising since the two are essentially Roadsters.

Starting with the tyres, the Guerilla runs on the same Ceat Gripp XL Rad tyres that we first saw on the, you guessed it, Himalayan. The tyres were built specifically for the adventure bike but Royal Enfield says the hard compound tyres have been repurposed for the Guerilla.

The tyres wrap a set of 17-inch wheels front and back while braking power is managed by a 310mm disc up front that is gripped by a dual-piston ByBre caliper. The rear is kept in check by a 270mm single-piston caliper. Both are further backed up by a dual-channel ABS system.

Suspension consists of a 43mm telescopic fork up front with 140mm of travel while a monoshock with 150mm of travel manages the rear. The latter is adjustable for pre-load.

The forks have a rake angle of 21.8 degrees which is 4 degrees less than the Himalayans while the trail measures in at 91mm, a full 27mm shorter than the Himalayan.

This results in the bike have a 70mm shorter wheelbase at 1440mm and overall length of 2090mm, which is shorter by 155mm than its bigger brother.

On the topic of dimensions, the Guerilla is ideal for those who are challenged in the height department. It has an overall height of 1125mm (down by 191mm from the big H) while the seat is just 780mm off the ground. There is an high seat option that sits 800mm off the ground as well as a low seat option that sits 760mm. This makes the Geurilla well suited for all builds.

In terms of weight, the Guerilla weighs just 185kg (kerb with 90% fuel and lubricants) and that makes it 11kg lighter than the Himalayan.

As for tech, the Guerilla has the same circular LED headlight as the Himalayan and the rear too has LED turn signals which also double up as the brake lights.

The colourised four-inch instrument panel is also the same as the Himalayan and offers smart phone connectivity through a dedicated Royal Enfield application. When it comes to navigation, rather than reinventing the wheel, Royal Enfield simply integrated Google Maps into the app and thus gives you turn-by-turn navigation on the meter panel itself. The display is truly extraordinary.

Now to the juicy bits.

Besides the obvious sharing of components, the biggest bit is the engine itself. The 452cc engine is almost unchanged from the one in the Himalayan and makes 40PS and 40Nm of torque.

What has changed though is its state of tune, with Royal Enfield saying that the Guerilla boasts best in class mid-range torque.

The six-speed transmission too is 90% identical with only the final drive being slightly taller. There is also the assist and slipper clutch that makes the lever feel ultra-light, which comes in handy in traffic.

The engine is mounted onto the same steel tubular frame as the Himalayan though it has been slightly modified while the sub-frame is all-new.

Royal Enfield says that the overall mass of the bike has been placed lower and towards the front of the bike to give it a more nimble feel in and out of corners.

The 11-litre fuel tank on the other hand is all new and made of metal, and the official fuel consumption figure is rated at 29.5km per litre which provides a theoretical range of a little over 300km.

There are a host of different colour ways and a bunch of official Royal Enfield accessories to match the character of the bike.

In terms of pricing, Malaysians will have to wait till the bike is officially launched for that but expect a sub-RM40k price tag.

As for the rest of the world, the prices are below:

Here’s a full gallery of over 160 photos of close-ups and action shots:

2025 Ducati Panigale V2 Superquardro Final Edition – End of the V-Twin Ducati Superbike?

The Ducati Panigale V-Twin (or “L-Twin” as Ducati insists) seems to play a supporting role ever since the Panigale V4 was introduced in 2018. However, the V-Twin a.k.a. V2 still survives as it offers a more affordable and accessible alternative in the sub-1000cc category. But will it be phased out after this 2025 Ducati Panigale V2 Superquardro Final Edition?

The 2025 Ducati Panigale V2 Superquardro Final Edition (FE), it pays tribute to the the first Superquardro engine which made its debut with the Panigale 1199 in 2012. And of course, production is limited, to 555 units.

The FE’s livery was designed by the legendary Drudi Performance (who also designed some famous helmets including Valentino Rossi’s), featuring swooshing lines.

Underneath that fairing are some trick componentry including magnesium cylinder heads, clutch cover, and oil pan cover. The cylinder bores are Nikasil coated, while the rocker arms are DLC coated. The engine is housed in a monocoque frame, as before. The suite of electronic aids remain, of course, consisting of but not limited to traction control, wheelie control, Cornering ABS EVO, Ducati Quick Shift, engine brake control.

And there is Öhlins: front and rear suspension and steering damper. You will be stepping on billet aluminium Rizoma footpegs. Carbon fibre parts include front and rear mudguards, exhaust silencer cap, clutch cover protector (over the magnesium cover), swingarm cover, shock absorber cover. The battery is lithium-ion, and there are special handlebar grips, too. Speaking of handlebars, they are clipped onto a billet triple clamp where you can also find the bike’s serial number laser etched onto it.

There is also a special track kit for the 2025 Ducati Panigale V2 Superquardro Final Edition which consists tidy kits for the licence plate holder and mirrors, billet aluminium fuel tank cap, and GPS module for DDA data acquisition.

Ducati Malaysia did not reveal the price but overseas medias say it sells from USD 28,000 (RM 130,534.69). It will be available from October 2024.

2024 Honda NSS250 Launched in Malaysia

Boon Siew Honda Sdn. Bhd. has launched the 2024 Honda NSS250, formerly known as the Forza 250 in Indonesia and Japan.

Being a bigger capacity scooter means the NSS250 has several big features that places it in the premium scooter segment.

Highlights:

249cc, single-cylinder, liquid-cooled, SOHC four-stroke, four-valve engine with eSP+ that delivers a healthy 17 kW (22.8 hp) at 7,750 RPM and 24 Nm at 6,250 RPM.

Honda Selectable Torque Control (HSTC) which delivers the correct amount of torque, hence traction control.

New dual analog meter with LCD panel for easier readability.
Upgraded dual LED headlights and taillight.

Emergency Stop System (ESS) activates the hazard lights automatically during emergency braking.
Dual-channel front and rear ABS.

Electrically adjustable windscreen with 180mm range to suit the rider’s preference.
48-litre underseat storage space that can accommodate two full-face helmets.

Front storage box which includes a 12V charging socket.
Smart Key to start the bike and includes an answer-back feature, while preventing theft.

Kerb weight is claimed to be 186 kg.

Mitsuharu Funase, Managing Director and CEO of Boon Siew Honda said, “The launch of the Honda NSS250 is a proud moment for Boon Siew Honda. This scooter embodies our dedication to merging advanced technology with stylish design, providing riders with a top-tier experience. We are confident that the NSS250 will not only meet but exceed the expectations of our customers, offering a new standard of excellence in the scooter market.”

The 2024 Honda NSS250 is available in three colours, namely Mat Gun Powder Black Metallic, Pearl Smoky Gray, and Candy Syrah Wine Red. Recommended selling price is RM 25,888 (not on the road).

2024 Honda NSS250 Photo Gallery

2024 Suzuki Burgman Street 125EX Test and Review

Reaching this stage in life has taught me to appreciate the simplest things in life. I used to crave the fastest, baddest superbike while not paying much attention to the lesser powered motorcycles. But then superbikes became too powerful and complex – you cannot even sort out the fuelling without a diagnostics system anymore… So, has this 2024 Suzuki Burgman Street 125EX show up at the right time?

What is it?

The Burgman range is where you find Suzuki’s luxury scooters, consisting of 125cc, 400cc, and 650cc variants. The Avenis range, on the other hand, consists of the sportier models.

The Burgman Street 125EX is powered by a 125cc, SOHC, two-valve, air-cooled 4-stroke Suzuki Eco Performance-Alpha (SEP-α) engine. It produces 8.6 hp at 6,750 RPM and 10 Nm of torque at 5,500 RPM. It is also equipped with the Engine Auto Stop-Start (EASS) and Suzuki Silent Starter System.

Additional features include the trappings of any scooter such a floorboards, underseat storage, storage bins at the front, a hook in front and another just underneath the front of the seat.

The first thing that strikes you about the Burgman 125 is how large – more like how bulbous – it looks despite being a 125cc scooter. The leg shields extend much further out the sides, and the side panels are similarly rounded to complete the theme. It reminded me of the Suzuki Gladius 650.

Riding the 2024 Suzuki Burgman Street 125EX

Grabbing the handlebar the first time, they are apparently as wide as on bigger bikes. Personally, I prefer wider handlebars because they provide more steering leverage.

You only need to tap the starter button once and let go as the aforementioned Silent Starter System will take over and er… start the engine.

Twist the throttle and… the bike just purred off idle. That was exactly how it was. It did not give a swift punch off the line, even when we nailed it full wide open. It was like a motorcycle with an extremely tall final drive ratio.

However, we soon discovered that Suzuki built it this way for the city. The engine was super smooth – serene even – between 60 – 80 km/h.

Suzuki motorcycles are well known for their easy handling characteristics and this was no exception. It was stable on straight roads, while the wide handlebar provided lots of leverage to steer. It required only the slightest pressure to change directions, allowing you to zip through traffic with ease.

Surprisingly, the scooter had lots of ground clearance despite the low seat height. I tried our best to grind the belly fairing and stands but I never succeeded. (Shhh… I ground a BMW R 1200 GS cylinders in corners before.)

We decided to ride it up to Genting Highlands, as we always did with any test bike. we already know the route like the back of our hands and taking different bikes on the same route allowed us to test the bikes, not the route.

We maxed out the Suzuki Burgman’s horsepower on the highway, hitting 108 km/h on downslopes. The engine continued to be smooth without sounding like it was going to detonate. There was just very little buzzing through the handlebars. Again, credits to Suzuki for building strong engines.

The long wheelbase again showed its benefits as the bike did not swerve or wobble when passing or being passed by heavy vehicles.

But the neat stuff for me was when we climbed that mountain proper, after the first checkpoint. Full gas upslope, the bike did between 60 – 70 km/h. We just held the throttle in its position and steered the bike through all the corners. The bike did not wobble at all unless it hit a pothole or uneven surface. All those luxury car drivers were wide eyed when they saw a little scooter passing them in the corners and pulling away! And that sequence of S-corners just before Gohtong Jaya was so much fun. Ah, the satisfaction.

We should also mention that the road surface was still damp from the overnight rain. Some scooters we tested before slipped and slid in the corners, but the Burgman held fast. There was one occasion when the rear started to go wide but it was instantly cured by lifting the bike up a little from its lean angle.

But, there must be some disadvantages, surely? Yes, of course, every bike does.

Coming back down the mountain revealed that the front brake needed lots of lever pressure to decelerate the bike with this 85-kg rider aboard. Good news was the rear drum brake never locked up even when hard braking was applied over the yellow speed breakers. So, plan your riding strategy ahead of time and give yourself more room to brake and stop.

Besides that, being a street scooter means the suspension has shorter travel and Genting’s pothole-ridden road did not help. Quite some bump energy was fed through the chassis to the rider. However, we wish to point out that sportbike riders would feel the same, so it is not to say the Burgman 125 specifically was bad in this department.

So, back on Karak Highway, it was full throttle from the on-ramp all the way through the series of corners until that final sharpish left, following that long, long righthand sweeper. The Burgman’s chassis instilled so much confidence, yes, despite the small wheels(!), that blasting corners was almost hilariously fun. We actually overtook several bigger bikes (150cc, 155cc, and a 200cc) in the long sweeper – on the outside.

Back on the straighter sections, it was time to relaxed and I backed it off to 90 km/h, while revelling at how smooth the engine was. The suspension also settled down nicely. The seat was also thickly padded and there was nothing sore at the end of the ride.

Who is the 2024 Suzuki Burgman Street 125EX for?

The way we see it, it is the perfect bike for those who commute daily as something that gets you from your home to your workplace and back without drama and fuss. It is a motorcycle that you get on, thumb the starter button, twist the throttle, and off you go. Simples.

It is also a great choice for Mums (and some Dads) who ferry their kids to school. I did exactly that for my son, zipping past the bleary eyed and irritated parents who had to wake up so early only to get stuck in a traffic jam. The brakes were not grabby for a reason, as it avoids ham-fisted riders from locking up the front tyre in panic situations. The smooth, user-friendly powerband and wide comfy seat will boost any kid’s confidence. My son was upset when I returned it. This is saying a lot because I had carried him on all sorts of bikes. How is that for a passenger’s review?

Last but not least, the engine was really fuel efficient, with the fuel consumption indicator hovering around 46 to 52 km/litre for daily urban riding. That equated to a range of more than 250 km on a full 5.5 litre tank . That “adventure” at the Karak Highway and Genting Highlands took a lot more fuel, of course, bringing it down to 36 km/l.

In closing, we found the 2024 Suzuki Burgman Street 125EX befitting its “street” denotation, and the meaning of appreciating the simple things in life, on two wheels.

2024 Suzuki Burgman Street 125EX Photo Gallery

2024 Honda CRF250 Rally Launched in Malaysia

The 2024 Honda CRF250 Rally has been launched in Malaysia.

The lightweight adventure bike has seen a rather good following since its launch several years back. The reason why we do not see many of it on the road is because its owners are enjoying their off-road adventures!

What is there not to like? Easy-going powerband, good looks, comfy suspension, some built-in storage space, but above all, reliable and affordable to maintain.

Speaking of looks, the CRF250 Rally’s design was inspired directly by the Honda CRF450 Dakar Rally racers that have won many of the rallies on the trot, that were developed by Honda’s racing arm, Honda Racing Corporation. Hence, the 2024 still bears the Extreme Red paint scheme. Apart from that, there are the asymmetrical twin-lens LED headlights, floating windscreen, the wide radiator shrouds, and the beautiful red seat.

The 2024 edition has Showa upside-down forks, anti-lock brakes (ABS), and an assist and slipper clutch. There is a new swingarm which is 5kg lighter that its predecessor’s. The 12.8-litre fuel tank allows for long distance riding.

At its heart is still the 250cc, single-cylinder, DOHC, liquid-cooled, engine which produces 24 hp (18 kW) at 9,000 RPM and 23 Nm of torque at 6,500 RPM.

The 2024 Honda CRF250 Rally is covered by a 20,000km or two years (whichever comes first) warranty. Recommended selling price is RM 28,599. Please head to the nearest Honda Impian X or Honda Big Wing dealer near you to grab one.

2024 Honda CRF250 Rally Photo Gallery

Italjet Dragster 700 Twin Teaser has Us Going Ga-ga

The Italjet Dragster is already radical as any motorcycle, although being fromally a scooter. Then came the Dragster 559 Twin at EICMA 2023 which sent everyone into a drool fest. And now, there is something even more bonkers on the way, namely the Italjet Dragster 700 Twin.

The company posted a teaser which shows several different areas of the new bike in their Instagram account, besides putting up some engine specs: Two-cylinder, liquid-cooled, DOHC 8-valve, four stroke which pumps out 68 hp (51 kW) at 8,500 RPM and 70 Nm of torque. Power is channeled through a six-speed manual gearbox, and the final drive is via a chain. There is a media house claiming the top speed of 190 km/h.

There will also be a Factory Limited Edition which adds:

Black and gold livery.
Akrapovič exhaust system.
Öhlins rear suspension and steering damper.
Brembo calipers.
DucaBike clutch cover with a transparent viewing window.

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But just check out the photos which is like a gallery of Scarlett Johansson: The front end with huge winglets, the rear Öhlins shock, high level underseat Akrapovič exhaust tips, the swingarm and chain drive.

In fact, pre-orders for the Factory Limited Edition will begin from tomorrow (12 July 2024) up until the start of EICMA 2024. You can visit https://www.italjetshop.com/ for more details.

Interestingly, Italjet CEO Massimo Tartarini says, “we don’t like to call it a scooter, but ultimately the end users will decide if they see it as a scooter or a motorcycle.“

Berjaya Sompo Launches The Good Riders MotoCheck Campaign

From the Berjaya Sompo’s The Good Riders MotoCheck Campaign press release:

In a concerted effort to promote the importance of motorcycle maintenance and road safety among Malaysian riders, Berjaya Sompo Insurance Berhad (“Berjaya Sompo”) has launched The Good Riders: MotoCheck campaign in partnership with iMotorbike. This initiative is designed to enhance motorcyclists’ safety on the road and underscore the importance of regular servicing.

In 2023, the Malaysia Road Transport Department (JPJ) recorded 6,344 fatalities in road accidents, with approximately 63% involving motorcycles. In response to these alarming statistics, Berjaya Sompo has introduced The Good Riders: MotoCheck campaign to address the alarming rate of fatal motorcycle accidents through education while emphasising the critical role of motorcycle maintenance.

The Good Riders is an initiative that reinforces Berjaya Sompo’s commitment to ensuring road safety for all by highlighting the significance of safe riding practices among motorcyclists in Malaysia. It is also part of The Good Policy, Berjaya Sompo’s Environmental, Social and Governance (ESG) initiative that has organically evolved from a foundational ESG commitment into a dynamic catalyst for change, serving as an inspirational call to action that resonates deeply with individuals and organisations alike, igniting a collective passion and urgency to drive meaningful impact towards a more sustainable, equitable, and better Malaysia.

“We believe that through Berjaya Sompo’s The Good Riders: MotoCheck campaign, we can educate riders on the importance of regular motorcycle maintenance and safe riding practices, ultimately reducing the number of road accidents involving motorcycles,” said Mr Tan Sek Kee, Chief Executive Officer of Berjaya Sompo.

Ms Sharmeen Looi, Chief Marketing Officer of iMotorbike added, “Our partnership with Berjaya Sompo for The Good Riders: MotoCheck campaign reflects our shared commitment to enhancing road safety. By providing inspection for customers’ motorcycles and oil change, riders can maintain their motorcycle in top condition while ensuring safety. We want to make sure everyone understands the importance of regular maintenance for the safety of all road users.”

Campaign Details:

Registration Period: 1 July to 31 July 2024.

Redemption Period: 1 August – 31 October 2024, 9AM – 10AM, Monday – Sunday (excluding Public Holidays).

How to Enrol:

Download and sign up for the MySOMPO app. Fill in the form via the app to enrol.
Redemption Location: iMotorbike HQ, Glenmarie
Redemption Amount: RM50 (for engine oil replacement and bike maintenance only, additional costs to be borne by the customer)
Exclusively for 250 customers only on a first-come, first-served basis

Verification: Participants must present their IC and driving licence, registered vehicle number (as per the submitted form), and the official email from Berjaya Sompo.For more information on The Good Riders: MotoCheck campaign, please visit https://www.berjayasompo.com.my/good-riders-kempen-motocheck

Evolution of the Knee Slider

It is a sight to behold is it not? A rider hanging onto a bike that is leaned way over, knee planted, elbow, even shoulder onto the track’s surface. It is made possible by the technological advances in tyres and motorcycle chassis, and also the unsung hero: The knee slider.

As with all things on the track, the knee slider went through a development process spanning several decades.

Why drag knees on the track?

Dragging the knee allows the rider to gauge how much lean angle he is carrying through a turn.

At the same time, having the torso, bum, and knee off to one side of the bike moves the rider’s centre of gravity (CoG) off the centreline of the bike, thus taking away the rider’s weight from being added to the centrifugal forces acting on the tyres’ contact patches. Too much centrifugal force will cause the tyres’ to wear out quickly and it is also easier for the tyres to lose grip.

Also, with the rider’s CoG off the to the side, the bike leans less in a corner compared to when the rider is sitting in the middle of the seat. This also boosts the tyres’ ability to grip, hence being able to carry more cornering speed and is also relatively safer.

And finally, the rider is able to use that knee to push the bike up ever so slightly off that front tyre’s band of contact patch when it starts to slide (some riders call it “push” or “close”).

When did knee sliding start?

If you see old motorcycle racing pictures prior to the late 70’s, you would see riders sitting straight up on their bikes in corners.

The person who popularised knee sliding on the track was the legendary “King” Kenny Roberts, Sr. Now, he was not the first to do so, because Jarno Saarinen who first did so. The Finnish rider began his career as an ice racer before migrating to road racing. Roberts then witnessed Saarinen moving his body off the centreline of the bike, sticking his knee out in corners, and sliding the rear tyre at the Ontario Motor Speedway in 1972.

Roberts was a dirt track rider himself and used to sliding the bike’s rear tyre, too. He decided to try out Saarinen’s technique, albeit exaggerating his body position by moving his body more off the bike. (Legend has it that he hurt one of his testicles during a dirt-bike crash, hence moving his body as such.) He immediately found that doing so settled down his bike and most famously, the veastly Yamaha TZ750 and the later TZ500 for the corners. Carrying more and more speed into the corners meant that his knee began to touch down on the track’s surface.

Other riders saw how successful he was and began copying his technique and the kneedown cornering technique was born.

Early knee sliders

Planting the knees in corners had the friction holing Robert’s leather suit. Besides that, leather does not slide well, and could grab the surface of the track. So he began wrapping the knee region with copious amounts of duct tape.

*Freddie Spencer applying duct tape. Lots of it.*

Then someone experimented by taping motorcycle helmet visors to their knees. Is slid smoother but also wore out quickly.

*Eddie Lawson on the left, Roberts on the right. Notice the helmet visor on Eddie’s knee.*

Bear in mind that racesuits had no provision for knee sliders up to this time. Then in 1981, Dainese stepped up by creating a suit with knee sliders stitched in. It had several plastic cylinders poking up from the base, and was dubbed the istrice (porcupine). It proved to be difficult to replace.

The *istrice* on the left, followed by a leather, and finally plastic knee sliders

Several years later, a suit with Velcro knees pads was introduced. The knee slider was now made of harder leather. Easily replaceable, but not slippery enough for sliding.

In 1986, a new knee slider appeared. It was made of plastic and began to look oval-shaped like what we have now. But the true modern knee slider appeared in 1990 with the shape and materials we see today.

However, several riders continued to voice their objection as the plastic was too grippy. So, suit and knee slider makers kept working at improving the slider’s slipperiness and durability.

Into the new era

Modern knee sliders are made to several criteria: How slippery, how much feel is transmitted to the rider, durability, and, aerodynamics. Also available are rain knee sliders that are thicker so that riders do not lean their motorcycles as much as they do on a dry track.

Oh yeah, elbow sliders and even shoulder sliders are made of the same material.

So, spare a thought for the unassuming knee sliders.

Vespa Primavera Batik Debuts

Vespa began as a cheap form of transportation in Italy post-WWII, but has since grown to be a lifestyle phenomenon. Vespa is now almost in a class of its own, and the company is quick to introduce limited edition ‘local’ models like this Vespa Primavera Batik.

For this edition, Piaggio (the owners of the Vespa brand) designers too inspiration from the Indonesian batik design. The batik is declared a World Heritage by UNESCO (United Nations Educational, Scientific and Cultural Organisation). According to recorded history, the batik making began in the 12th century and is still remains the traditional wear in the country, as well as the formal wear amongst the public servants.

By adopting the Indonesian batik design, Piaggio hopes to convey the message of of joy, prosperity, strength, longevity, respect for all cultures, and wisdom. There are batik motifs on the front and on glove compartment, along the spine of the bike next to the footboards, and underneath the rear nacelle. A cappucino brown seat with green stitching completes the theme.

Mechanically, this limited edition remains the same with the 150cc, air-cooled, single cylinder engine, which produces 12.8 hp and 12.9 Nm of torque.

Piaggio has not confirmed the price for the Vespa Primavera Batik, nor when will it be available.

Now, how about we lobby Piaggio to make a ‘Bunga Raya’ limited edition for the Malaysian market?

DJI Avinox Drive System for E-Bikes Launched

DJI is already a famous name for making drones and other video accessories but the United States Congress is seeking to ban their drones. A ban in the US may also lead to a ban in the European Union. So, what does DJI do? Sit down and moan? Not a chance! As such, they diversified to produce the DJI Avinox Drive System for e-bikes.

Utilising their knowledge in controllers and brushless electric motors, the drive unit has a peak power of 1,000 Watts (1 kW/1.34 hp) and 120 Nm of torque. This drive unit weigh only 2.52 kg.

There are two battery options: 600 Wh and 800 Wh. The former weighs just 2.9 kg and delivers a range of up to 120 km. The 800 Wh, on the other hand, weighs 3.7 kg and goes up to 157 km. Both batteries are IP56 dust and waterproof and use GaN fast-charging technology, which helps them charge from 0% to 75% in about 1.5 hours.

Range is of course dependent on how the power is delivered, as such there are five riding modes: Auto, Eco, Trail, Turbo, and Boost. Eco delivers the longest range, while Boost delivers the highest torque while sacrificing range. But, there are also different power modes within those riding modes namely Intelligent Walk Assist, Auto Hold, Hill Start Assist, and Stationary Shifting. There is a pair of handlebar-mounted wireless switches to customise the settings on-the-go.

Included in the set is 2-inch OLED full-colour touchscreen Control Display which functions as a control hub which connects to your smartphone. Through the Avinox app, you can lock/unlock your bike and record your ride data. There is an array of sensors that capture nearly 50 data points, allowing you to customise the contents on the Control Display via the app, including parameters like ride time, range, average speed, real-time power output, and more.

The DJI Avinox Drive System is already in use by the Amflow PL mountain bike. And, it has already won the Eurobike Award 2024. DJI says you can contact them should you want to retrofit it to your current bike.

So, how is that for diversification?

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