- Kebanyakan jenama Eropah menyaksikan peningkatan positif bagi tahun 2017.
- Peraih terbesar adalah BMW, KTM, Piaggio, dan Triumph (mengikut turutan huruf).
- Adakah ini kemunculan semula motosikal Eropah menandingi kekuasaan pengeluar dari Jepun?
It’s that time of the year when the European motorcycle manufacturers release their 2017 worldwide sales figures.
While BMW Group and BMW Motorrad had revealed their 2017 sales figures last month, here’s a collection of how all the European motorcycle manufacturers performed in the same year.
With fresh models in almost every segment from co-operating with Indian manufacturers and wide distribution networks, besides competitive pricing, it looks very much like a resurgence of the once dominant European motorcycles, over the might of the Japanese.
Here they are, listed according to alphabetical order.
As we’ve reported earlier, BMW Motorrad reported a 13.2% increase (numbering 164,153 units) being sold in 2017, their seventh consecutive record-breaking year.
To recap, 2017 marked the first time that the GS (R 1200 GS, F 800 GS) adventure lineup had sold more than 50,000 units in a single year. The R nineT segment also saw a 9.6% increase with the introduction of three new models: Pure, Urban G/S and Racer. Besides that, 11,595 units of the new G 310 R and G 310 GS models were delivered. Even the sales of the six-cylinder models were positive, driven by the new K 1600 B (Bagger) especially in the US market. 6,719 units were sold, marking a 50% increase in sales.
Please click on the link below for more information.
Ducati delivered a total of 55,871 units in 2017, constituting a scant 410 bike increase over 2016.
Please click on the link below for our earlier report.
While the increase is small, it was still a positive result for the Audi/VW-owned Italian manufacturer.
Ducati has stated that every model was important to them, but it was the Multistrada 950 which proved to be the most popular. The Scrambler lineup continued to performed well, contributing to approximately 25% of total sales, augmented by the Desert Sled and Café Racer.
The two markets that saw strong growth was Spain at 28.3% (due to Jorge Lorenzo joining the MotoGP team?) and China at 31%.
Ducati is looking forward to the Panigale V4, Multistrada 1260, Scrambler 1100, the renewed 821 Monster and 959 Panigale to drive sales in 2018.
Leading the charge is Austrian KTM Industries AG who reported a 17% increase in sales with 238,334 units in 2017. It’s KTM’s seventh year of record sales, in addition of being an all-time high in revenues and profit.
From the sales, KTM’s 2017 revenues increased 14% at EUR 1.533 billion. Net profit before taxes increased to EUR 117.0 million against EUR 108.9 million in 2016.
With the number of KTM and Husqvarna motorcycles sold in 2017, KTM says that it will “further strengthen our Number 1 position as the biggest motorcycle producer in Europe.”
Sales was further bolstered by the smaller capacity models built in India by KTM’s partner Bajaj Auto (namely the 250 and 390 Dukes and RCs), who sold 35,000 units in India along, besides exporting CKD kits to other countries including Malaysia.
Being aware that continual growth is imperative, KTM invested EUR 92 million in product development in 2017. Most of that investment incudes tools, machinery, plant and infrastructure focused on the new high-performance drivetrain production at Pankl and expansion of KTM’s R&D department at Mattighofen.
The entire investment program of EUR 179.6 million was financed by KTM Industries Group’s own cash flow. This strategy also saw suspension supplier, WP Group, fully integrated into KTM AG.
The continuing growth also saw an increase of 818 employees worldwide, bringing the total to 4,568 including in Austria.
KTM expects further growth of their core model segments in 2018, as they are also optimistic about the KTM 790 Duke and Huqvarna Vitpilen and Svartpilen. The Austrian manufacturer has targeted to sell 360,000 motorcycles annually by 2021 (up from the 2017 forecast of 300,000) and 400,000 for 2022.
The increased volume is envisaged as the result of KTM’s joint venture agreement with CFMoto in China to increase KTM’s presence in the Chinese market. KTM owns 49% of the venture known as CFMoto-KTMR2R.
The Italian manufacturer has not published its annual 2017 sales figures, but did see a 12.4% increase in the third quarter, representing 266,400 motorcycles. That translates to a net sales of € 771.8 million.
Piaggio Group owns a number of motorcycle brands, including Piaggio itself, Aprilia, Derbi, Gilera, Moto Guzzi, Scarabeo and Vespa.
However, Piaggio Group did not publish the sales figures for the individual brands. Moto Guzzi did say they were happy with the “positive sales trend of the V7.”
We’ve also reported on Triumph Motorcycles’ growth, by a hefty 22%, no less! 2017 was Triumph’s best in 30 years. The increase equates to £90.9 million for a total of £498.5 million. Net profit before tax increased to £24.79 million.
A total of 63,404 units were sold, 86.1% of those outside of the UK.
Triumph has performed strongly considering the challenges of the current economic condition and currency fluctuations, besides uncertainties arising from Brexit. Triumph continues to focus on R&D, spending £29.2 million in 2017 compared to £26.9 million in the previous year.
As a result of that R&D, as mentioned by Chief Commercial Officer, Paul Stroud during our interview, Triumph has introduced 19 new models in the space of 2 years. Triumph launched 5 new bikes in 2017: Street Triple 765, Bonneville Bobber Black, Bonneville Speedmaster, Tiger 800 and Tiger 1200. The latter four bikes will be launched in Malaysia this weekend (3rd March 2018). Triumph has also revised the Speed Triple 1050.
Another exciting prospect is Triumph’s deal as the exclusive Moto2 engine supplier beginning 2019, which will bring even more recognition to the brand.
Please click on the link below for our earlier report on Triumph Motorcycles’ performance in 2017.
Triumph Motorcycles sees sales growth in 2017 – Over 63,000 sold!
It’s probably an understatement that BMW Motorrad has done it right with the S 1000 RR supersport bike. The model continues to sell well, despite BMW not competing in both MotoGP and WSBK, and the shrinking supersport segment.
That fact is probably attributable to it being a BMW and that it features the latest motorcycle technologies, besides being priced to rival the Japanese superbikes.
However, there’s a huge hole in the 600cc segment, pretty much abandoned by almost every manufacturer except a few. While 1000cc supersport bikes are more appealing due to their higher power outputs and specs, it’s actually more fun to ride a 600cc supersport bike in the real world.
If BMW is interested, who knows if the S 675 RR (or whatever cc) may look like in these conceptual art, produced by freelance industrial designer Nicolas Petit, for Wunderlich.
Petit’s concept bears the familiar lines of the S 1000 RR and is instantly recognizable. But what we like best is its simplicity, eschewing the unnecessary and leaving only those parts that serve their purpose.
Petit had also “stylised” the S 675 R naked bike and S 675 XR sport-tourer concepts.
BMW Motorrad has been caught testing what could be the new S 1000 RR for 2018 or 2019, but will they dip into the 600cc category? The world’s motorcycle market is kind of soft lately and more and more buyers are looking into buying smaller displacement bikes, after all. Besides that, it seems that BMW Motorrad has the habit of outselling their competitors.
It has been only around three months since BMW Motorrad launched the 2018 BMW F750 GS and BMW F 850 GS siblings during the EICMA motorcycle show in Milan, Italy. Although the bikes literally have not made their way to all markets around the world, it seems that an updated version is already in the works by the ever-progressive German manufacturer. (more…)
Another year, another worldwide sales record for BMW Motorrad; their seventh in a row.
The German marque delivered a total of 145,032 motorcycles in 2016. In 2017, they delivered a whopping 164,153 units, for a 13.2% increase.
On the home front, BMW Motorrad Malaysia had debuted a large number of motorcycles in 2017, including the new S 1000 RR, S 1000 R, R 1200 GS Rallye, K 1600 GT, K 1600 B, R nineT Urban GS and the two models of the lightweight family, the G 310 R and G 310 GS.
BMW motorcycle sales grew by 5% in 2017 in Malaysia.
According to the BMW Motorrad HQ’s press release, the growth was driven by none other than the GS lineup, plus the S-series. The G 310 lineup has not only done well in the intended Asian and South American markets but similarly in Europe where they are especially popular with new riders.
In fact, the biggest portion of the brand’s growth was in Europe, which contributed 15% over 2016. Out of that figure, France grew by 24.3%, Italy by 17.3%, and Spain up by 17.6%. However, the largest growth was still seen in Germany which contributed a 7.1% growth.
What does the future hold for BMW Motorrad? BMW Motorrad Head of Sales and Marketing, Timo Resch said, “We expect to see further growth in sales for our vehicles in 2018, too. We are looking forward to the positive impulses generated by the launch of the completely new F 750 GS and F 850 GS, as well as the much anticipated C 400 X mid-size scooter. Expanding our urban mobility product range is a key topic for the future of BMW Motorrad.”
Artikel oleh: Wahid Ooi Abdullah
When people discover that part of my job is to test and review new motorcycles or every kind, their first words would be, “Oh, how lucky you are.”
And then I’d brace myself for the next questions, which invariably includes, “What’s your favourite bike among those you’ve tested?” Uh oh. That’s like the missus asking whether she should go on a diet.
Now, it’s not that I mind sharing my personal Top Ten Bikes (which consists of Triumphs, KTMs, BMWs, Yamahas, Ducatis, et al – not necessarily in that order), nor am I afraid of being called biased and risk angering our advertisers, instead I dread the prospect of having to debate (read: argue) about my choices for two hours. And there’s no place for contravening views or dissent these days – everyone wants to be right and you’re always in the wrong.
On the other hand, there are bikes that are truly worth defending.
When BMW Motorrad launched the G 310 R, the whole world went ga-ga over the prospect of owning a BMW that’s accessible to a wide range of audience, judging from the point of unintimidating power output and of course, price (story of the G 310 R launch here).
Sure enough, BMW Motorrad was inundated with overwhelming orders, justifying their decision to build a small capacity motorcycle. However, the G 310 R couldn’t shake its “BMW for beginners” assumption., although it isn’t by a wide margin.
Then, BMW Motorrad pulled the wraps off the G 310 GS at the Malaysian MotoGP in October this year (story of the launch here). Many took an instant liking to it especially for its looks which consists of many styling cues from its F 800 GS and R 1200 GS brethren.
But the questions from the market are “Good no cheap, cheap no good, right?” based on the Chinese saying of, “Yat cham chin yat cham for (1 sen for a 1 sen good).” The second question is, “Has BMW Motorrad compromised on their quality?”
Okay. It’s time to address these queries.
First up, yes, the G 310 GS is based on the G 310 R (R for roadster), which means both share many common components, including the 313cc, DOHC, 4-valve, liquid-cooled, single-cylinder engine. It’s worth mentioning that the cylinder block is rotated by 180-degrees for the exhaust to face the rear and throttle body to the front. The whole block is also tilted backwards into the frame, for better mass centralization and lower center of gravity.
Another positive consequence is a much more compact power and drivetrain unit, since there isn’t the need to create a space if the exhaust was up front. From this, BMW Motorrad could use a longer swingarm for more stability, while still maintaining a short wheelbase for agility and front wheel feel.
The frame of the G 310 GS is similar to the roadster’s but the suspension has gained extra travel by 41 mm up front and 48mm out back, to a total of 180 mm on both ends. The front is suspended by non-adjustable upside forks, while the rear shock is adjustable for preload only. Seat height is 835 mm.
But how does it perform since it’s wearing the infamous “GS” (for Gelände/Straße – offroad/road) moniker? Does the G 310 GS deserve that honour?
Approaching the bike for the first time, it looked pretty much like any of BMW’s adventure-tourer bike, especially the R 1200 GS. Its profile is slim and tall, with many wedges in its lines. Getting on confirmed that it was tall, but it wasn’t difficult to lift off the sidestand since its super light (170 kg wet weight).
The single-cylinder engine fired up without fuss, but it needed some revs to get going. Out there on the road, the long travel suspension was supple leaning towards soft and soaked up every bump. Slamming the bike into fast corners produced a perceptible compression while the Metzeler Tourance tyres dug into the road. But there was hardly any wobble. However, the front forks dived quickly under hard braking. Those Bybre brakes are good!
With maximum revs is at 10,000 RPM, 130 km/h comes up at 8,000 RPM. At this juncture, you’re reminded by the buzziness in the handlebar and footpegs that you are riding a single. It didn’t numb my hands, but I believe the addition of dampers to the handlebar mount would be sweet. Torque is commendable, although you need to be in the correct gear.
But oh my, the bike was really agile. The biggest fun about riding it on the daily commute was the enjoyment of sitting high up over traffic, giving you a view far ahead. Besides that, you could actually swing the Baby GS in and out of traffic. Ah, the joys of a lightweight bike. The seats are pretty comfortable too.
We’ve tested its Strasse capabilities so it’s now over to the Gelande part.
Where’s the best place to do some offroading? At Oh Kah Beng’s Most Fun Gym, of course. We had also wanted “Foreman” Oh or KB, as some call him, to ride the G 310 GS and provide his feedback since he’s the Sifu. KB had also trained his nephew, Oh Jin Sheng who went to qualify second on the first day of the BMW Motorrad GS Trophy Asia Qualifier.
But KB was caught up at the bank when we arrived so we decided to go ahead and ride the bike around the basic flat-track course.
I started out gingerly since the tyres were 50/50 offroad/road, compared to knobbies. Apart from that, the seat is rather far behind compared to a pure-bred motocrosser, hence I had some reservations if I could really lean the bike into dirt corners. (Cornering in the dirt calls for the rider to sit as up front as possible and stick out his inside leg to put more weight on the front tyre.)
But as soon as it hit the first berm it was apparent that the G 310 GS was setup towards offroading. Standing up on the straights the bike exhibited a totally natural balance at both ends. I went faster and faster, even did a couple of small jumps as confidence picked up.
The track’s surface was dry with loose soil and sand, but the tyres surprisingly slipped very little. I had to kick my leg further out to displace my weight and give it lots of throttle to slide the rear around. Otherwise, it was as if the bike has traction control (it doesn’t, it only has ABS).
While the suspension soaked up the bumps on the road, on the offroad course it was magic! It ran over those offroad bumps as if they weren’t there. It suddenly didn’t matter that the fuel tank was tall and slightly long, the G 310 GS was amazingly well-balanced whether I was seated or standing up (as I’ve mentioned earlier).
The only gripe I had with running it offroad was the road-oriented rear sprocket size. For true offroading, a 4-teeth bigger sprocket would provide the punch out of corners by rear wheel slide-steering.
KB showed up a little later in the afternoon, a bit agitated from his experience at the bank.
But his expression lit up as soon as he saw the G 310 GS, “Whoa, that’s a beautiful bike! Really looks very close to the R 1200 GS.”
He didn’t waste time in suiting up and hopping on. “The seat’s a little tall for most Malaysians, but the rear shock compresses when you sit on it, like a motocrosser’s.”
As soon as he hit the corner berm, he remarked, “Wow! The balance!” He proceeded to traverse down a steep slope. Both of us wanted to find out about the ground clearance. Nothing touched down.
Next, KB rode the bike down a trail behind the “pit building.” A trail that I would never for the life of me ride on. He just kept going, “Wow this is really good,” and continued on up the hill to the Expert’s Course. He kept riding steadily without jumping, “I don’t want to risk bottoming out the suspension and injuring the bike,” he explained.
And he just kept going and going, with a smile underneath his MX helmet, while I chased him around to grab a few shots.
When he finally pulled in, there were nothing but superlatives from him. “This bike is truly amazing. It soaked up the bumps, it steered beautifully, gripped a lot, and the throttle was very smooth.” (A smooth throttle response is of utmost importance when riding offroad or on slippery surfaces.)
His conclusion was, “It may be an affordable bike at 29K, but it felt like something way more expensive. Plus, it’s really pretty. BMW should extend a test bike at MFG so those who visit MFG could take a look at it. It’s capabilities and quality.”
If a racing legend and super coach who has done it all, seen it all says that, then the G 310 GS is truly special. The bike truly caters to both new and veteran riders. It’s practical for the daily commute, comfortable for long-distance rides and fully capable when the paved road disappears.
Just like in the opening story, the BMW G 310 GS is one bike worth defending – not because it’s a BMW.
| ENGINE | |
| Engine type | Liquid-cooled, 4-stroke, DOHC, 4-valves, single-cylinder |
| Compression ratio | 10.6 : 1 |
| Bore X Stroke | 80.0 mm X 62.1 mm |
| Displacement | 313 cc |
| Fuel system | BMS-E2 electronic fuel injection |
| Maximum power | 34 bhp (25 kW) @ 9,500 RPM |
| Maximum torque | 28 Nm @ 7,500 RPM |
| TRANSMISSION | |
| Clutch | Cable-operated, multi-plate, wet clutch |
| Gearbox | 6-speed synchromesh |
| CHASSIS | |
| Front suspension | 41mm USD forks, 180 mm travel |
| Rear suspension | Single shock, adjustable for preload, 180 mm travel |
| Front brakes | Single 300 mm disc, single four-piston radially mounted Bybre caliper |
| Rear brake | Single 240 mm disc, single-piston floating caliper |
| ABS | BMW Motorrad ABS |
| Front tyre | 110/80-R19 |
| Rear tyre | 150/70-R17 |
| FRAME & DIMENSIONS | |
| Frame | Tubular steel |
| Swingarm | Solid die-cast aluminium |
| Trail | 98.0 mm |
| Rake | 26.7 degrees |
| Wheelbase | 1420 mm |
| Seat height | 835 mm (unladen) |
| Wet weight | 169.5 kg (ready to ride) |
| Fuel capacity | 11.0 litres |
During the recent Motorcycle Live 2017 aka “The UK’s biggest motorcycle show”, over 100,000 bike fans from around the world made their way up to Birmingham to check out the latest updates in the world of motorcycling. Out of all the manufacturers who took part, BMW Motorrad put on quite a show especially their indoor-outdoor setup. (more…)
© Copyright – BikesRepublic.com 2023 Trademarks belong to their respective owners. All rights reserved
