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KTM Saga Continues: Tech 3 Will Also Leave Moto2 in 2020

The Tech 3 team will also leave Moto2 in 2020 following KTM’s withdrawal.
As such, they will team up with KTM and Red Bull to form a new team in Moto3.
It’s a turbulent period for the Austrian manufacturer.

The Tech 3 team will also leave Moto2 in 2020 following KTM’s withdrawal.

KTM had made the announcement after the Austrian Grand Prix over the weekend. The decision was made to focus on MotoGP, while bringing the Husqvarna brand back to roadracing.

As such, Tech 3 will team up with KTM and Red Bull to form a new team in Moto3.

Tech 3 team principal Herve Poncharal says that he understands KTM position to strengthen their involvement in MotoGP and Moto3. To him, the Moto3 class is where new talents are generated for the MotoGP class.

This will the first time for Tech 3 to compete in the Moto3 class. Tech 3 was first involved with KTM in Moto2 in 2010, using the Mistral 610 engine. Their MotoGP effort switched to KTM this year after partnering with Yamaha for more than 20 years.

He also added that they have to spend the next few months to search for suitable riders.

The decision is somewhat ominous for Hafizh Syahrin, who was offered a spot in Tech 3’s Moto2 effort. His options are limited now, but there are rumours that he will take over from Khairul Idham Pawi in the PETRONAS Sprinta Racing Team. Following this, Khairul Idham will be moved back to Moto3 and takes the place of Ayumu Sasaki who is leaving the team at the end of the year.

It’s also a tumultuous time for KTM with letting Hafizh Syahrin go and losing Johann Zarco a year early.

Where is Khairul Idham Pawi a.k.a. SuperKIP?

Khairul Idham Pawi a.k.a. SuperKIP was the first Malaysian rider to win in a world championship.
His first win was in Argentina in 2016.
He is currently recuperating after a number of surgeries to his right hand.

Khairul Idham Pawi a.k.a. SuperKIP will always be remembered as the first ever Malaysian racer to win a race (and added another later) for the country in a world championship.

His first win was in the Moto3 race at Argentina in 2016 and would go on to win another three months later in Germany. He has since moved up the Moto2 championship in 2017.

But he’s been missing from the Moto2 grid lately, and his PETRONAS Sprinta Racing Team substituted him with Mattias Pasini and Jonas Folger.

The injuries to his right hand turned out to be more serious after his crash in Jerez in May this year. Surgeons had to partially amputate the little finger.

Pawi made a comeback at the Czech Republic round in Brno but acute pain forced him to withdraw halfway through the race.

Further surgeries caused him to miss the Austrian round. MotoGP surgeon Dr. Xavier Mir inserted a screw into the reconstructed bone in Pawi’s finger. The surgery was performed in the Hospital Universitari Dexeus in Barcelona, Spain.

Pawi aims to return to the Moto2 grid when fully fit. However, he may not recover in time for the Malaysian MotoGP round.

There are currently talks of him moving back to Moto3 next year to replace Ayumu Sasaki in the PETRONAS SRT outfit, while Hafizh Syahrin takes his place in the Moto2 PETRONAS SRT team. We shall wait for the official announcement.

Handsfree Devices Could Become Illegal in the UK

A group of UK lawmakers are pushing to ban handsfree devices for motorcyclists.
Having a Bluetooth communicator is the safest way of accessing the phone’s functions such as navigation, intercom and music.
Hope no gila kuasa (power hungry) group in Malaysia will suggest this dumb idea.

A group of UK lawmakers are pushing to ban handsfree devices for motorcyclists.

The suits are of the opinion that devices such as Bluetooth (CT) communicators are no different in distracting riders as holding the phone themselves.

In opinion, such a suggestion is only made by those who have never ridden a motorcycle and definitely not used a BT intercom. A BT intercom allows the user to make and receive calls in the helmet. Besides that, he can stream music or radio programming while riding, but there are advantages beyond that function.

Streaming music via BT means the rider can also stream satnav (satellite navigation) instructions via voice commands, rather than having to keep looking down at the phone. Besides that, it’s the best way to communicate with the passenger and other riders.

If BT communicators are not allowed for reasons of being distracting, shouldn’t the radio be banned in cars too? Most, if not all, new cars these days have phone connectivity through BT, as well.

Sure, this recommendation is happening in the UK, but wait till a certain gila kuasa (power hungry) “safety” group suggests the same thing here in Malaysia, like they how they advised the government that bikes should be limited to only 70 km/h and confined to the left lane.

2019 BMW F 750 GS Test & Review – “Same same but different”

The 2019 BMW F 750 GS is the more road-biased model of F XXX GS series.
It uses the same engine as the F 850 GS but with a different tune.
The frame is the same but different forks.

It’s easy to skip over the fact that BMW Motorrad has many models of motorcycles in their line-up. Mention “BMW” and the very first image to pop up in people’s heads are the R 1200/1250 GS/GSA or S 1000 RR.

But how can we blame them? The bestselling motorcycle in the world was the R 1200 GS/GSA for many years, and soon to be taken over by its successor the R 1250 GS/GSA. The bestselling superbike – or at least among the bestselling – is the S 1000 RR.

In fact, we admit that we were rather surprised when we got the call to the test and review the 2019 F 750 GS. We know it exists but it’s so easy to overlook, even after testing the new 2019 F 850 GS. But let’s ride it anyway (since it’s a test bike – WOOHOO!).

But the main question that bugged us was why do you need a 750 when there’s already the 850?! Er…

And then get this: The F 750 GS is actually powered by the 853cc parallel-Twin which powers the F 850 GS. But the 750 uses a different tuning, resulting in 77 hp and 83 Nm of torque, as opposed to 95 hp and 92 Nm of torque. So, it’s an 850 but not an 850.

The F 750 GS’s silhouette is identical to its F 850 GS bigger brother, that’s for sure. But while the 850 seems very polished in its details, the 750 looks a little more spartan not unlike the previous F 800 GS. Or was it that I was biased…? Still, the build quality is typical of BMW.

The version we tested includes that large TFT screen found in the F 850 GS and R 12XX series, fortunately. The display has a very high resolution and scrolling through with the multifunction controller brings up all sorts of data, including “coffee break.” Great, now your bike knows how much time you spent at Starbucks Gohtong Jaya.

Electronic rider aids are the same, with a ride-by-wire throttle and two ride modes ROAD and RAIN.

Its seat height was much lower than that of the F 850 GS, as it wears a 19-inch front wheel, instead of a 21-inch wired wheel. The forks are conventional ones compared to upside down units on the 850. Ah hah, now there’s something really something different!

Okay, okay, let’s get going already.

The good news is it sounded just as good as the 850 since the crankshaft is offset by 270 degrees to mimic a 90o V-Twin. There’s a slight buzz at the handlebar when accelerating hard but you’ll soon ignore it.

And accelerate hard it did! It actually jumped forward harder and rawer than the 850 to a stonking intake sound from underneath the tank.

Having smaller wheels also meant that it was easier to flick the bike around. Combine that agility to the engine’s kick and you have a weapon that’ll terrorize other motorcyclists (which many dispatch riders learned the hard way). Flick, snap open throttle, brake, flick, snap open throttle, flick, repeat.

We’ve noted that the F 850 GS’s suspension was a tad too soft on the road. Traction was readily available, but the lack of feedback was disconcerting. However, the F 750 GS’s suspension was stiffer and had that feel that we wished we had.

It was only then that it dawned on me that the F 750 GS is the road-biased version, while the F 850 GS is biased more towards off-roading.

But doesn’t mean the 750 dares not venture where the road turns to muck.

We were testing another new adventure bike at the Rimba Valley Motorcamp that day. That particular bike was light and easy to handle, but every stone kicked the suspension here and there. It was controllable, but it the wheels hopped here and there.

When I got back on the F 750 GS to return home, I was surprise to discover that its suspension soaked up almost everything and the bike was super stable. Only one particularly large rock deflected the front wheel. I suspect that one could mount a 21-inch front and 18-inch rear wire spoke wheels and join GIVI Rimba Raid.

It was Karak Highway afterwards and the bike slid seamlessly into its sport-touring role.

Verdict

The 2019 BMW F 750 GS is a pretty good bike, surprisingly. But it truly shows that you don’t need tons of horsepower to have fun, and that’s the fun in itself.

Sure, there were some sore points. There’s that handlebar buzz around 5,000 RPM. But I’m sure no one will actually mind these minor negatives.

And yes, we will remember that there is actually an F 750 GS side-by-side with the F 850 GS from now on. Same same but different.

HJC i70 Helmet Test & Review

The new HJC i70 is a mid-range fullface helmet.
It’s ideal for daily commuting and sport-touring.
We tested it on different bikes and a variety of riding needs.

Reviewing helmets is sometimes a tricky affair. Everyone has a different head shape, although classifiable to general types. The new HJC i70, on the other hand, seems to fit most.

The HJC i70 has just made it to our shores after being released late last year. Although most foreign reviewers call it an “entry-level fullface helmet,” it’s actually slotted midway in the 2019 HJC catalogue. In fact, it’s a midrange helmet judging by its features and price point.

You could classify it as a sport-touring fullfaced helmet since there’s a sun visor, although the shape looks very sporty. But since it uses the micrometric chinstrap, it shouldn’t be used on the track and it isn’t rated as such anyway. Personally, I call it an everyday helmet.

Features:

Advanced Polycarbonate Composite (APC) for a stronger and lighter shell.
Vision Plus faceshield that has 10mm more view.
Faceshield is anti-UV coated to cut UV by 99%.
Sun Visor with Wider-Vision: Better peripheral and vertical coverage.
New vents for airflow and exhaust.
Micro adjustment buckle.
Pinlock-ready faceshield.
Pinlock anti-fog insert included.
Supercool comfort padding.
Eyeglass pockets.

Testing the HJC i70

We managed to log many useful kilometres with the helmets since picking it up about a month ago. As such, we’re able to test it while riding on different bikes and in various riding conditions.

First was the final Modenas Dominar 400 “Explore the Unexplored” convoy. The ride took us from Juru Auto City to Cameron Highlands and finally Janda Baik which lasted 12 hours in total.

Soon after that, we picked up the Kawasaki Ninja ZX-6R for test and review. It’s one fast bike! We tested it up and down Karak Highway and Genting Highlands, besides commuting on it over the weekend and to the Sepang International Circuit.

We continued with our daily commuting on this writer’s personal Kawasaki ER-6f since returning the test bike and continues to wear it today.

Experiencing the HJC i70

First off, the helmet’s shell design is quite a departure from HJC’s norms. They South Korean usually produces helmets that are of the “traditional” shape i.e. flatter sides and larger opening. The i70, on the other hand, features a shell that’s like if you took an egg and cut off a side. Consequently, the entire helmet shell is rounder.

That in turn brings up the point about fit.

I’d like to state that I’ve a round-oval head, biased towards round. Therefore, I need helmets that are more Asian in fit. Caucasians i.e. Mat Sallehs generally have long-oval head shapes.

The helmet is snugger or (tighter for those with bigger faces) compared to other HJC models such as the RPHA series of the same size. As for me, I personally like my helmet fitting slightly tighter due to necessity, in the case of testing bikes at high speeds (sportbikes!). In this case, the large size I chose felt slightly looser than a medium size fitting. This means you may have to go one size larger for a more comfortable fit. But bear in mind that the paddings will compress and conform to your facial features over time.

Being snug means the helmet feels natural on the head rather than an extension which bobs around. This is turn made the helmet feel lighter than its rated weight of 1620 grams. It also made turning the head sideways much easier, especially at high speeds.

Still, as with all HJC helmets, the comfort padding is very comfortable without noticeable pressure points. Additionally, the crown (top of the head) doesn’t smash into the EPS unlike in some helmets I’ve worn. Apart from that, they wick up sweat very well too and never left my face feeling sticky.

The shell has plenty of “panels” that work to smooth airflow. We’ve tested the helmet to 180 km/h on the ZX-6R without much turbulence. There’s some movement above that speed but it becomes stable supremely stable once I dropped my chin onto the fuel tank.

Peripheral vision has been improved by a lot. You can test this when turning your head sideways to check what’s beside you. This is very important since a rider cannot spend too much time looking over his shoulders, especially in traffic. You need as much information as possible in that one quick glance.

Vertical vision is also very good, even on a sportbike. The top part of the eyeport is only slightly visible while the head is pointing downwards in corners (see picture).

The drop-down sun visor does an awesome job of filtering out bright lights, so much so it seems to be polarized. But since the main faceshield is 99% anti-UV, the sun visor isn’t even needed at times. The sun visor has a large coverage area and drops down to just above the top of the chinbar to shield against outside light escaping through.

The “switches” on the helmet are all within easy reach, so I didn’t have to “hunt” for them. The faceshield lock is the same central type on the RPHA series. The sun visor’s switch toggle is on the left side of the bottom gasket.

Ventilation is fair, I would say. There’s a large amount of airflow on top of the head which could be felt discernibly. The front vent needs a little more ventilation but it’s fair and you could feel outside air coming up behind the faceshield. The top exhaust vents that look like shark gills work as stabilizers, too.

Sound levels are similar to those in modular helmets. But the shallow ear pockets kept most of it away. It goes all quiet with a set of Alpine MotoSafe active earplugs (they allow speech and Bluetooth media to get through while filtering out wind noise).

There is one thing to watch out, though. The shallow ear pockets may interfere with your ear lobes when you install Bluetooth speakers, although it depends on what brand and type. The Cardo Packtalk Bold uses thick JBL speakers, so they are not truly compatible. The “normal” speakers are alright, conversely, but make sure you position them properly.

Verdict

All in all, the HJC i70 is a nice helmet to wear. I personally like the snugness, stability and peripheral vision. It’s a good-looking helmet and I’ve received many positive comments when I posted the pictures on my personal Facebook.

It’s ideal for your daily commute as well as sport-touring duties.

It’s priced between RM 1,029 and RM 1,419 depending on graphics, and good value for money.

For more updates on HJC helmets, please follow https://www.facebook.com/hjchelmetmalaysia/

Triumph Speed Triple 1160 Rumoured

A new Triumph Speed Triple 1160 is rumoured.
The new bike will challenge the streetfighter segment.
The larger capacity is also in preparation for Euro5.

Triumph is on the roll with a whole line of new models. Now, we hear rumours of a new Triumph Speed Triple 1160.

It was the Speed Triple which began the factory-built streetfighter and hooligan bike segment, and the current Speed Triple 1050 is the best handling streetfighter, hands down. However, her rivals have taken the capacity war up the scale. Think Aprilia Tuono 1100 V4, BMW S 1000 R, Ducati Monster 1200, upcoming Ducati Streetfighter V4, KTM 1290 Super Duke R. So, it’s only natural that the Speed Triple goes big-bo’-hospowah’.

But Triumph always build bikes that are sensible and well-rounded, hence 1160cc, instead of going completely bonkers like 1300cc. Well, they’ve got the new 2500cc Rocket 3 for that, anyway.

To arrive at 1160cc, the current bore will be increased by 4mm to 83mm while retaining the 71.4mm stroke. The current 1050cc engine produces 148 hp, hence the upgrade should see 160 to 170 hp.

The capacity hike is also likely to counter any loss of performance resulting from Euro5 compliance.

We can should be other upgrades/revisions, as well. First revision ought to be the frame which has stayed the same since 2011 (that shows you how far forward Triumph’s chassis designers er… design their stuff). We’re confident that the new frame will retain the Speed Triple’s nimble and confidence-inspiring handling whatever comes out.

Electronics will be upgraded, of course. One could look forward to IMU-assisted lean angle sensitive traction control and ABS. Also, an instrument console with GoPro controls and navigation similar to the one on the Scrambler 1200 XC/XE will definitely be there.

Apart from that, there ought to be different variants such as the Street Triple 765, although we wouldn’t know if they’re going to be two or three versions.

Anyway, we’re looking forward to seeing the new bike at EICMA 2019.