The KTM Malaysia Orange Carnival held last month drew in a huge crowd.
A lucky draw was among the many activities held that day.
The lucky winner had picked up her Grand Prize, a 390 Duke at KTM Malaysia’s Lifestyle Showroom.
The recent KTM Malaysia Orange Carnival held on 28th July 2018 was a great success, despite overlapping with many other motorcycle events in West Malaysia.
The one-day event organized at the Universiti Teknologi Malaysia (UTM), Johor Bahru, attracted thousands of attendees consisting of KTM owners, bikers of every brand and families.
Activities included test rides of KTM’s latest motorcycles, a Fun-Hana competition, service campaign, stunt shows, promotions and lucky draw. Besides those, the 2018 200 Duke Evo S was also launched during the carnival.
As for the lucky draw, KTM Malaysia offered a brand new KTM 390 Duke as the grand prize. This new model boasts the most powerful engine as well as being the best equipped in the sub-400cc category with a 5” TFT screen, WP upside-down forks and shock, radially-mounted 4-piston caliper.
The lucky winner was picked out during the carnival and the prize was handed over on 10th August 2018 at KTM Malaysia’s Lifestyle Centre in Kota Damansara.
Winner, Ms. Hayatun Nufus Binti Hoddri was present with her husband, Mr. Mohd. Firdaus Bin Ithnin.
“I couldn’t be happier, Alhamdulillah,” beams Hayatun, “I had just followed my husband to the Orange Carnival to look see, as he wanted to test out the new bikes and never expected to win the Grand Prize!”
Mohd. Firdaus reflected his wife’s joy, “It was the same for me. I still couldn’t believe it. I went to the carnival because I’ve always wanted to test the 1290 Super Duke R. I prefer naked motorcycles, KTM’s in particular, over the Yamaha YZF-R1 that I currently own.”
Will Hayatun be an addition to KTM Malaysia’s Dukers community? “Although we’ve travelled to many places on our current motorcycle, I can’t ride,” she admitted, “Although, I would love to learn to do so in the future, with my husband’s permission.”
The couple rode the new bike all the way back to Johor Bahru after the handover ceremony.
The Orange Carnival is slated to be held throughout the country, so stay tuned for the next date!
Launched in 2015, the Kawasaki Ninja H2 was the fastest production motorcycle.
Other manufacturers have started to challenge the H2’s crown recently.
The 2019 Ninja H2 will have a more powerful engine, besides a host of other updates.
The Kawasaki Ninja H2 may be the baddest motorcycle when it was introduced in 2015, but it’s now time for an update. Yes, 3 years is eternity in sportbike-dom. So, to stay ahead of the competition, the 2019 Kawasaki Ninja H2’s engine will produce 231 bhp, for starters.
Granted, no other bike apart from its track-only H2R and sport-touring H2 SX cousins are supercharged, but the relentless march of technology and one-upmanship has seen bikes like the Ducati Panigale V4 take over as the most powerful road-legal bike.
Kawasaki engineers are adopting the technologies developed for the Kawasaki Ninja H2 SX, such as a new air filter, intake chamber, spark plugs and ECU. The 2019 H2 will not be fitted with the balanced supercharger from the H2 SX, though. These updates result in 231 bhp, while remaining Euro 4 compliant.
It’s not the engine which received attention, as the new bike will be fitted with Bridgestone RS11 tyres and the new Brembo Stylema calipers that made their debut on the Ducati Panigale V4.
Other updates include a new TFT instrument panel which now includes Bluetooth connectivity.
One novel feature on the 2019 Ninja H2 is a new paint which Kawasaki says is “self-healing,” as in “touching up” minor scratches when the weather is sufficiently warm. Developed in-house, the manufacturer claims that it is superior to such paints currently used in the industry.
Additionally, Kawasaki is launching the “Rideology” app for the bike, which allow owners to check on basic vehicle information, fuel, battery condition, riding log, service interval updates and so forth.
Kawasaki is showing off the 2019 Ninja H2 right now at the Bonneville Salt Flats Speed Week right now.
The short 10-second video shows the new bike coming out of a jungle, before announcing the launch date as 24th October 2018.
The only well, speculations, we could work on are based on the video’s illustration. The bike wears knobbies and an under-engine skid plate. Woohoo!
But the things we are quite certain of would be the engine, which will be based on the current 1200cc, liquid-cooled parallel-Twin which powers the Bonnevilles Bobber and Bobber Black, Speedmaster, T120 and Thruxton/Thruxton R. Only thing we would not know which “tune” Triumph would choose, as the Thruxton is powered by the “High Power (HP)” version while the rest are of the “High Torque (HT)” tune.
There are also speculations that new 1215cc triple from the new Tiger 1200 may be utilised. It may be a possibility although we think it’s highly unlikely, given the Scrambler’s modern classic approach.
“A brand new Triumph modern classic is set to create a riding revolution with a whole new benchmark for what makes a scrambler great.
“The Scrambler 1200 marks the birth of a stunning new motorcycle generation. With never-before-seen levels of dual-purpose capability, this incredible full-on scrambler is as truly amazing off-road as it is on the road, doing everything an adventure bike can, and all with authentic scrambler style and attitude.
Because of the unprecedented worldwide interest in this next generation motorcycle, we’ve decided to release a series of exclusive insights into this genuine game-changer well in advance of its official launch.”
The 900cc version was released in 2017 to global accolade on its character and fun factor. We’ve since tested it and even rode it around more than once and are still fond of it. The 1200cc version should be a gamechanger to the genre, given Triumph’s propensity to infuse their bikes with great handling, linear power delivery and fun character.
By the way, Bikes Republic will be visiting the Triumph Motorcycles Ltd.’s factory during the time of the launch (thanks to Triumph Motorcycles Malaysia and UK), so we hope to bring the launch event to you “live.”
Motorcycles are complex machines and working on them needs expertise.
But motorcycle maintenance is not just about changing the oil and filter.
Here are the four most overlooked aspects of motorcycle maintenance.
For many of us, motorcycles are just another form of transportation that gets one particular job done; getting to desired destinations. All that we really consider when it comes to our travels are the amount of petrol in the tank, tyre conditions, basic service maintenance, and surprisingly, nothing more.
The motorcycle is a complex piece of machinery and some models by renowned manufacturers have simplified them down to their basic structures so that owners wouldn’t have to worry so much about their machines and overall conditions. And there are some which are technological marvels.
As simple as most bikes are, there are things that motorcyclists need to know about their bikes when it comes to the maintenance department. With that being said, here are 5 things you didn’t know about bikes (or 5 things you SHOULD know about bikes).
1. For God’s sake, service your brakes!
We all know for a fact that going fast on any motorcycle is super exhilarating (especially high-performance ones like the BMW S 1000 RR and the Ducati Panigale V4 S). As much fun as hitting the redline and hitting all the gears, stopping power needs to be at its optimum to ensure a smooth and safe stop.
Most workshops with certified mechanics and superbike technicians will give a quick once over to basically ensure that the calipers are clean, discs are smooth, and brake pads are still good. If the bike is sent to places where they don’t have any service record, it’s difficult to determine the most overlooked aspect of brake maintenance: replacing the brake fluids.
If you’re starting to notice that your brake levers are going soft or limp on you, it is usually the main indicator to get your brake fluids changed. Most bike manuals would suggest you do this every two years to ensure that the brake fluid is fresh and the absence of air bubbles in the system.
Bleeding the brake – Courtesy of motorcyclistonline.com
Uncertain of when was the last time this happened? Certified mechanics and technicians can usually tell just by looking at the colour of the brake fluid. For your information, brake fluids are usually crystal clear with a tinge of yellow. As fluids get older and degrade, they get darker and cloudier.
Although the of bleeding the old fluid and replacing it with a fresh batch is not difficult, utmost care must be taken as you do not want to leave air bubbles in the system. Besides, brake fluid is highly corrosive and will cause paint damage if they land on other parts of the bike.
Also of important note is replacing the brake fluid for motorcycles with ABS. The bleeding process is straightforward, but air bubbles should never be allowed to enter the ABS modulator. If it did then you would need an electronic ABS tester to flush it out of the system, otherwise the motorcycle will have braking issues! Where can you find this tester? At official workshops (manned by certified technicians, of course).
In short, head to workshops with certified technicians to get your brake fluids checked (and replaced!).
2. Give your forks a chance!
Your suspension system needs to be periodically checked, as well. We’re talking about your bike’s front forks and rear shock absorber(s). Most affordable small-capacity bikes only have the option to replace them once they’re worn out but it’s more likely to be cheaper than tearing it apart for service.
For bigger bikes with higher-end gears, the suspension package will last for a long time provided that you go through the periodically-scheduled maintenance on time.
Take for example, the forks. Forks not only hold the front wheel, allow you to steer the bike and absorb shocks, they are also important in providing front tyre feedback to the rider.
Suspension service – Courtesy of jamespackwoodracing.co.uk
The service process for forks is needs a meticulous working etiquette as they consist of high-precision components. This is where you should really look for a workshop with a dedicated team of certified technicians to work on your bike. Trust us on this one, you’ll be thanking us later.
3. Valve clearance is vital!
Harley-Davidson Milwaukee-Eight head – courtesy of bikebandit.com
Valve clearance check-up is one of the most important (and probably the biggest) service aspect for your motorcycle. Why? Because wear and tear and heat in the valvetrain will affect the position of valve and clearance size. Wrong valve clearance will first lead to a nasty-sounding valvetrain. If the issue is not addressed over time, your engine will start to lose performance, stutter and just will not run. In extreme cases, the valves may even contact the piston’s crown resulting in catastrophic failure!
Bikers love to hate this particular maintenance procedure as they are slightly more on the expensive side and it take time as it involves working and removing vital engine components. When to check the valve clearance is different for every bike so make sure you double check with your bike’s manufacturer manual and certified workshops.
Valve clearance adjustment – Courtesy of www.transmoto.com.au
For smaller bikes, this process is quite easy to do (provided that you have the right tools) but vital parts of the bikes like body panels, fuel tanks, and maybe more need to be remove in order to successfully complete the process. Having doubts? Keep calm and send your bike over to a certified superbike technician!
4. Keep cool with coolant!
Lastly, we’re going to touch on your bike’s overall cooling system. Those with air-cooled bikes can start riding because this advice is for those with liquid-cooling. Go ahead, we’ll meet you at the rendezvous point!
Why is it important to check your bike’s cooling system? First of all, the liquid coolant used in your bikes contains active ingredients or agents that help to control corrosion. These agents degrade over time and once it’s dirty, it won’t be as efficient to keep things nice and cool.
Like your brake fluid, replacing the liquid coolant is also advised to be done every two (or three, depending on the manufacturer) years. Doing it yourself is not difficult but you’ll need to find the proper way of disposing the used coolant as some types are toxic, and can damage the environment plus affect your health if it contacts your skin.
Apart from replacing the brake fluids, you also need to check the radiator, hoses, and clamps. Rubber hoses must be in good condition (pliable with no cracks). Hose clamps should be nice and tight, too. As for the radiator, look out for any physical damage. If there’s any bent cooling fins, you can easily straighten them out with a small screwdriver.
Overall, maintaining your motorcycle is more than just ensuring that there’s fresh oil and oil filter every time it is sent to the workshop. With proper workshops and certified technicians, keeping tabs of these five most overlooked aspects will be a whole lot easier on your machine as well as your ease of mind. So keep calm, ride safe, and practise proper bike care!
5. Certification guarantees satisfaction!
Worried about sending your bikes to shady workshops and characters? Well, you should! Your bikes are like your own body and when it comes to healthcare, you only want the best so why should it be different for your bikes?
Workshops, mechanics and technicians with proper certifications gained from programs coordinated by fine institutions like the TOC Automotive College offer, provide, and supply the nation with certified and highly-trained technicians who have experience in working with bikes ranging from small-capacity daily bikes to high-performance track racing machines.
It is always advisable to send your bikes to the manufacturer’s authorised service centres but when there’s none around, it’s always good for you to send your bikes to places with proper certifications when it comes to the workshops as well as the technicians working on the machines.
Please visit the TOC Automotive College Facebook page or their campus (map below) or call call (+603) 7960 8833 for more information. Likewise, you can find more information about the TOC Bina Bakat Program here, or email info@toc.edu.my. Please click on this link for further information on the TOC Superbike Technician Course.
The BMW S 1000 R is the “roadster” version of the frenetic BMW S 1000 RR.
It is tuned for road-riding in particular but won’t be out of place on the racetrack.
Priced from RM 82,006.32 (basic selling price with 0% GST).
Yes, the 2018 BMW S 1000 R is the “seductive” (as in “naked’) version of the king of superbikes BMW S 1000 RR, but I felt like I was living in the world of the movie, Real Steel.
In 2020, human boxers are replaced by robots. But as with any competitive sport, what started out as a simple idea soon became a venture for large corporations hell-bent to win at all costs. This stratagem meant that the boxing robots became more and more sophisticated and robots of yesterdays were cast aside.
But as the story went along (as with any underdog feel-good movie), the protagonist’s son found a low-tech sparring bot that he soon named “Atom.” A sparring bot, like real-life sparring partners in boxing meant he had to suffer being bashed around by the superstar boxer on his (the superstar) way to bling, spinners, and er… ladies.
On the other hand, Atom the sparring bot was a stripped-down machine, meant only to fulfill its one intended role.
The S 1000 R was first released in 2014 to complement BMW Motorrad’s inline-Four sportbike lineup, which was headed by the rip-roaring S 1000 RR superbike.
You could say that the S 1000 R is the stripped-down version of the S 1000 RR, fair enough, as there are many shared components, but BMW intended the former to be a “roadster” for the streets.
For starters, the engine is tuned for more low- to mid-range torque (as if the S 1000 RR’s tune isn’t torquey), making it useful for road riding. The R’s 160 bhp arrives at 11,000 RPM and 112 Nm torque at 9,250 RPM, while the RR’s 199 bhp is found at 13,500 RPM and 113 Nm torque at 10,500 RPM.
Secondly, this version we tested was in its basic configuration, hence it had Rain and Road ride modes only, no Dynamic Damping Control (DDC) electronic suspension. However, Race ABS and Automatic Stability Control (ASC), as well as shift assistant (quickshifter) and cruise control are standard.
First thing you’d notice is the ergonomics, of course. The wide tapered handlebar is set low but in a position that didn’t required you to stretch like a rubber band. My back and torso felt relaxed as I lowered myself into the seat with a satisfying sigh…
Typical of the S-series inline-Four engine, the powerplant idles with a symphony of its parts that produce forward motion. A soft tap on the gear lever engaged first gear while the clutch took up the power in a linear fashion.
Opening up the throttle past the halfway point predictably produced a forward thrust that turns your frown into an ear-to-ear grin. It pulls hard, oh yeah, but it doesn’t scare you like how some open-class naked sportbikes would.
We’ve ridden all bikes in the market that are equipped with quickshifters but BMW’s “shift assistant” still rules, if not technically then emotionally. Each shift was taken care of swiftly and more importantly, accurately without a harsh jolt. But it’s that signature “pop” from the exhaust that’ll get you. It soon became so addictive that you’d find yourself short-shifting through the gearbox just to enjoy the moment.
Oh yes, the shift assistant works for downshifts too. The engine doesn’t blip hard when you drop it down a cog but the engine’s electronics worked well in tandem with the slipper clutch to deliver jerk-free engagement without needing you to touch the clutch lever.
Forward motion was eerily linear, and the S 1000 R picked up speed so effortlessly that the only indication of speed is when you start to fly past traffic like someone had hit the pause button to freeze the world around you.
For more entertainment (or kicks), slow down to 60 km/h in sixth gear, then slam open the throttle. Some bikes we’ve ridden would judder like a Proton Saga taxi at this point. Instead, the S 1000 R seemed to create NOS from the air it sucked in and blasted forward. I BS you not. If you hold on to that throttle for a few more seconds, you’d be doing more than 200 km/h. Remember, 60 to 200 km/h in just a few seconds.
If going straight was impressive, you’d be fully sold when you hit the corners.
Heading down into the sharp right off-bridge from MEX to Bukit Jalil, the bike’s suspension had the tyres dig hard into the road. As soon as the front tyre pushed a little it was time to get back on the gas.
Cornering on the S 1000 R yielded its own sense of addiction: Starting from braking, the Brembos bit hard to a one fingered pull! The engine blipped itself during downshift “vroom,” “vroom.” Next, the wide handlebar translated my steering effort into leaning over instantly. Fourthly, the engine’s back torque (engine braking) was smoothly balanced to provide a smooth rolling speed in mid-corner. The exhaust gave a loud “POP” as I reached the apex and it was at this moment when the front tyre started to push, signaling throttle on. The bike responded to the continuous throttle action and started to stand up naturally. Soon, we blasted cleanly away from the corner while the left foot hooked another gear, and another, and another while relishing the accompanying pops and howl of the engine.
Instant gratification. You don’t even need to buy flowers, chocolates, expensive jewelry and a candlelit dinner for it.
It wasn’t just about going fast on the S 1000 R, otherwise there’s no point to BMW turning the S 1000 RR into this roadster.
The daily commute became fun since the bike had it all: Acceleration, brakes, light steering, agility and comfort (for a naked sportbike). It was also frugal on fuel if you ride at a sensible pace. The new S 1000 R exhibited a more gracious attitude in traffic, although it did feel like I was pressing the fast forward button on and off when I upped my aggression.
In all truth, the S 1000 R has become my favourite BMW S-series model. As much as I love the march of technology in motorcycles, I don’t mind having less of it. Furthermore, the S 1000 R’s limits are more easily attainable, especially for those who don’t ride regularly at the track. No, that didn’t mean you’ll outgrow it, instead you may accept it as the bike’s charming side and appreciate the fact that you’re a good rider on a good bike, instead of having a good bike but unsure if you’re a good rider.
I’m not knocking on the S 1000 RR and S 1000 XR but the R is also more practical for everyday use especially for someone with short legs like me.
Anything that I didn’t like? Yes, of course. The signature S 1000 buzz is there but you’ll get used to it.
In closing, the protagonist took that low-tech, stripped-down sparring robot which they found in the junkyard all the way to the top to meet the champion robot. The protagonist’s robot so nearly beat the super-advanced champion, by taking advantage of the latter’s technological advantages when they turned out to be disadvantages.
Hey, everyone loves an underdog. Just like the 2018 BMW S 1000 R.
2018 BMW S 1000 R
ENGINE
ENGINE TYPE
4-stroke, DOHC, liquid-cooled, inline-Four
DISPLACEMENT
999 cc
BORE x STROKE
80.0 mm x 49.7 mm
POWER
160 hp (118kW) @ 11,000 RPM
TORQUE
112 Nm @ 9,250 RPM
COMPRESSION RATIO
12.0:1
TRANSMISSION
Constant mesh, 6-speed with straight-cut gears
FUEL SYSTEM
Electronic fuel injection with ride-by-wire throttle
We are fully aware that we are all adults and that we can think for ourselves. But an advice and suggestion once in a while is good, for us included.
Anyway, to that guy who wears a songkok tinggi and commented with vulgar words rather than offering anything constructive, you are a munafik. If you can’t be intelligent, you should never a ride motorcycles and your kind of attitude is exactly why motorcyclists are despised by some in the populace. Stop riding. Stop driving. Take the train before you endanger other people.
Hoo-sah… Okay, let’s count to ten, shall we.
6. Parking haphazardly
Yes, motorcycle parking lots around the Klang Valley seemed to have been designed by someone who thinks motorcylces are as wide their tyres and as long as four paces to a US size-5 shoe. And yes, there are car drivers who park in motorcycle bays. But that doesn’t mean we can park haphazardly, too. Our favourite spots are on sidewalks, between parked cars and aside parked cars. Yes, I know you’re worried about your bike’s security. But that doesn’t mean motorcyclists have not lost their calipers while their bikes are parked at home, does it? Let’s try to be more civilized and be considerate. Let’s park our bikes properly and laugh at car drivers who can’t find parking (and still pay when they finally do).
7. Not locking up
Speaking about locking up, we should never trust the bike’s steering lock only, or worse not lock it at all, thinking that big bikes don’t get stolen. Thieves usually work in pairs: One jumps on your bike and his friend pushes along on his bike. Goodbye.
So, please lock up. Buy extra locks and chains, special bolts for your Brembo calipers.
8. Not using the motorcycle lane
Let’s get this straight. We HATE… no, we ABHOR using motorcycle lanes but if the law requires it, then we have to use it. Or take another route. No, we aren’t defending the indefensible, but there are other ways of letting the authorities know about just how the motorcycle lanes are. Riding in the middle of the highway amongst other vehicles is not an effective way to protest for one single reason: It’s dangerous! Riding amongst cars is the riskiest thing any motorcyclist could do, regardless of type motorcycle.
If we don’t like other vehicles hogging the overtaking lane, do you think other drivers appreciate us doing the same? We should either keep overtaking or stay in the left lane (remember what we learned in driving school? “Ikut kiri jika tidak memotong (keep left if not overtaking) to allow the faster vehicles to pass. For motorcycle convoys, there should be a runner who sits just in front of the sweeper. From his position, he could then ride up the column of bikes, instructing his buddies to move over to let faster vehicles pass. The vehicle passing you might be someone who wants to drive the wheels off his car but do remember that he might have an emergency to attend to.
10. Hallucinating
Surely you’ll agree with us. How many times have you seen a motorcyclist meandering around in the middle of the road, completely oblivious to everything around him, like he’s in some kind or trance or stupor? They’d sometimes swerve into the path of a car behind without even realizing it! Stop it. Or tell him to stop it if you know someone like this, because that’s exactly how to get rear ended and contribute to the national accident rate statistics. Concentrate while riding, there’s no other way to stay safe!
