Next Bike Sdn Bhd, a subsidiary of one of Malaysia’s largest privately-owned companies, the Naza Group, has been distributing Ducati motorcycles since 2008. Over the years, Next Bike Sdn Bhd has built the Ducati brand to be among the most desired in Malaysia.
The company achieved this by offering a state-of-the-art showroom and service centre, a well-equipped and knowledgeable staff, attractive prices, an engaging online presence, and a superbly active owners club known as the Desmo Owners Club.
With this in place, the Ducati brand has enjoyed unprecedented success under the stewardship of Next Bike Sdn Bhd. Its most popular model has quite surprisingly been the Ducati Multistrada (above), followed by the Monster 821, Panigale V4 and the Hypermotard 939.
“Next Bike Sdn Bhd has always been and will always continue to be dedicated to building the Ducati brand in Malaysia. We want to offer our Ducati owners world-class aftersales service and we are always working on improving the ownership experience of Ducati riders,” said Nazman S.H.C Yusof (top, centre), Head of 2-Wheel Division, Naza Automotive Group.
Nazman has been with the Naza Group since 2012, and has helmed the two-wheel business for the company since 2018 and personally overlooks the progress and development of Ducati bikes in Malaysia.
Commenting on the relationship between Ducati and Next Bike Sdn Bhd, Mr Raffaele Fusilli (top, left), the Global Sales Director for Ducati Motor Holding, said, “The working experience with Naza has been successful for us. Naza is not only passionate for Ducati and the values it represents, but with Naza, Ducati can count on one of the most important business brands in Malaysia. We know we can rely on Naza to build Ducati in Malaysia.”
Mr Raffaele was in Malaysia for a meeting with the top management of Naza and also took some time out to meet select members of the media. He further commented, “Naza is in the right direction, the company is always looking for ways to grow and so is Ducati, so that makes Naza the right partner for us because we have common interests. Naza also focuses on making customers happy first and then only comes sales, which is in line with Ducati’s direction,” he concluded.
During the meeting, Nazman took the opportunity to introduce plans to continue Ducati’s exceptional growth in Malaysia, outlining plans for the first half of the year.
“2019 is going to be a year unlike any other for Ducati Malaysia, we will be introducing nine new models this year, but most importantly we will be moving to a new headquarters that will be purposefully designed to offer the very best of Ducati, its sub-brand Scrambler Ducati, as well as parts, accessories, apparel and riding gear,” said Nazman.
He continued to say, “Next Bike Sdn Bhd has invested RM3 million into the new 3S centre which will be twice as big as the previous one. It will have a beautiful showroom that showcases the beauty of Ducati and Scrambler motorcycles, and most importantly it will focus on after sales. Ducati customers can expect to have their bikes serviced in an advanced workshop with the latest tools and equipment specially designed to service Ducati bikes. We also want to be a pioneer in rider and motorcycle safety, so we hope that this new centre will allow Ducati owners to come together to share ideas on riding and also to have programs that will help improve rider safety”
Nazman further added that there will be a new team set up specifically to build the Scrambler Ducati brand (above) in Malaysia and will operate independently of the Ducati team. This will be done to help grow the Scrambler brand in the country independently from the Ducati brand.
Next Bike Sdn Bhd is also looking to strengthen its position in the southern state of Johor; “We have always been in Johor, but we are looking to create a bigger presence through a new dealer. With Ducati Motor Holding, we are actively interviewing possible dealers and should be able to secure one soon. We already have 3 dealers in central Malaysia and one dealer in Penang, with a new dealer in the south, we are confident that we will reach a wider audience and this will in turn help to spur sales as well as create a positive ownership experience,” commented Nazman.
Ducati Malaysia seems set to enjoy strong results for 2019 with a well thought out plan. With that, it seems like there has never been a better time to own a Ducati. We for one absolutely loved the Scrambler Ducati 1100 Sport, read all about this fantastic machine by clicking here.
I made a sudden realization while riding the Ducati Scrambler 1100 Sport, that the model line has come a long way after the first Scrambler Icon introduction in 2015.
Back then, we found that we needed to wrap our heads around riding a Ducati which didn’t feel like a err… Ducati. For the image and feel of traditional Ducatis have stuck with us: Stiff suspension and steering, seating position which offers our bums to the sky, etc. But most of all, Ducatis are RED.
We got even more confused when we rode out. The engine definitely sang like how Ducatis do but the suspension, handling, seating position were all “foreign.” Those were nothing bad, by the way. It just meant that we were trying to break out of red Ducati box. But we found ourselves attached to it by the end of the ride, as we started to understand the entire philosophy around the model.
Since then, the Scrambler line-up grew from the basic Icon to include different configurations including the Urban Enduro, Full Throttle, Classic, Café Racer and Desert Sled. A 400cc variant called the Sixty2 was also added. Ducati had sold 56,000 Scramblers by this point.
But now, Ducati introduced two new 1100cc models to top off the line. There are two variants, the 1100 Special and the 1100 Sport we tested here.
The Scrambler 1100 Sport is considered the alpha-bike of the entire Scrambler range.
Its 1079cc, air-/oil-cooled, 2 valve-per-cylinder, L-Twin (90oV-Twin) engine came from the Monster 1100 Evo. It produces 86 bhp and 88 Nm of torque.
However, the Sport stands out by featuring a pair of fully-adjustable and beefy 48mm Öhlins upside-down forks and an Öhlins monoshock. The shock is adjustable for preload and rebound damping. Additionally, the front brake calipers are Brembo M4.32 Monoblocs. These were the same calipers fitted to the Panigale 899.
The two 1100 models also utilize Bosch Cornering Traction Control and ABS. Additionally, there are three ride modes. ACTIVE gives direct throttle response; JOURNEY gives softer throttle response but full power and; CITY which limits power to 75 bhp and soft response. Choosing the different ride modes also alters the traction control (DTC) levels.
Lastly, the exhaust. While other Scramblers have low-slung exhaust pipe tips, the 1100 flaunts them by exiting high, underneath and to the sides of the passenger seat. Our test unit was fitted with the Termignoni option which puts both tips on the right side. They sounded good, so no complaints.
The seating position is still very much Ducati Scrambler – neutral and natural. But we particularly like the handlebar position which is the same as the Full Throttle’s and lower than the Icon’s. It put our torsos on a slightly forward cant over the fuel tank.
Open the throttle and it’s about the V-Twin torque that Ducati is famous for. Torque, torque, torque. Twist and go. But that didn’t mean the bike was a beast. On the contrary, the throttle response was really smooth and linear compared to even the 803cc engine.
What it did was build up speed almost surreptitiously. That’s actually a good thing because the rider won’t feel overwhelmed by the sudden rush of speed.
The gearbox is so much more improved now, giving that positive feel everytime a new gear went in. There’s no “hunting” feel like that on some other Ducatis and we didn’t miss one gear. But it was still pretty much a Ducati and will go chugga-chugga-chugga if you tried to lug it in too high a gear.
The wide handlebar gave us a lot of control of the front end since it provided more leverage. There’s no question about the handling since those Ohlins took care of everything. The 1100 Sport is more “sportily” sprung, without the floaty feel of the Icon. In fact, it handled much closer to a Monster.
See that decreasing radius corner? Take a wider entry and just chuck the bike in. Then slam open the throttle ignite the rockets out of the corner. Not the ideal way of riding we do but it showed us just what the bike is capable of. Such handling trait is especially useful when you ride through narrow roads such as up Genting Highlands, Ulu Yam, Titi Kelawang.
The suspension is what gave the confidence in corners, while the traction control worked in regulating the rear wheel’s reaction as you grab the throttle while leaned over.
Or in downtown KL.
Swing the bike left, swing the bike right. Accelerate hard while the mechanical orchestra sings to other road users, and rely on the strong brakes and great chassis to help shoot through gaps.
The Scrambler 1100 Sport wasn’t only good when in motion. Its classic yet muscular looks definitely turned heads wherever it went.
The Ducati Scrambler 1100 Sport is a worthy flagship of the Scrambler line-up. The special bits add not only adds more cool to the bike but also expands its performance envelope.
Head over to Ducati Petaling Jaya to test ride the bike.
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ENGINE |
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| ENGINE TYPE | 2-cylinder, 4-stroke, DOHC, air-/oil-cooled, Desmodromic, 2 valve-per-cylinder, L-Twin |
| DISPLACEMENT | 1079 cc |
| BORE x STROKE | 98 mm x 71 mm |
| POWER | 86 bhp (63 kW) @ 7,500 RPM |
| TORQUE | 88 Nm @ 4,750 RPM |
| COMPRESSION RATIO | 11.1:1 |
| TRANSMISSION | Constant mesh, 6 speed, straight-cut gears |
| FUEL SYSTEM | Electronic fuel injection with ride-by-wire throttle |
| CLUTCH | Multiple-plate wet clutch with slipper function, hydraulically operated |
| CHASSIS | |
| FRAME | Tubular steel trellis |
| FRONT SUSPENSION | Öhlins upside-down ø 48 mm forks, fully adjustable |
| REAR SUSPENSION | Öhlins monoshock, spring preload and rebound damping adjustable |
| SUSPENSION TRAVEL FRONT/REAR | 150 mm / 150 mm |
| FRONT BRAKE | 2x Brembo M4.32 Monobloc 4-piston calipers, ø 320 mm floating discs |
| REAR BRAKE | 1X single-piston floating caliper, ø 245 mm brake disc |
| ABS | Bosch Cornering ABS |
| TIRES FRONT/REAR | 120/70 ZR-18; 180/55 ZR-17 |
| STEERING HEAD ANGLE | 24.5o |
| TRAIL | 111 mm |
| WHEEL BASE | 1,514 mm |
| SEAT HEIGHT | 810 mm |
| FUEL TANK CAPACITY | 15 litres |
| WEIGHT (READY TO RIDE) | 206 kg |
Sempena sambutan Tahun Baru Cina 2019 yang akan tiba tidak lama dari sekarang, Ducati Petaling Jaya yang terletak di dalam Naza Automall Petaling Jaya akan menawarkan beberapa promosi menarik bagi semua peminat Ducati di Malaysia. (more…)
I’ve been on this road umpteen times on a motorcycle, so much so I’ve lost count. This current outing on the 2018 Ducati Multistrada 950 (MTS 950) makes it the thirtieth occasion? Fortieth?
Despite riding different bikes up here, they didn’t feel very special. Make no mistake, the Sungai Koyan – Ringlet route is probably one of the best riding roads in Peninsular Malaysia. It’s just that some of those bikes didn’t quite shine along this 80.3-km twisty asphalt ribbon.
But today is different.
Ducati already had the Multistrada 1200 (prior to the Multistrada 1260) competing up there among the open class sport-tourers. However, they didn’t have a sport-tourer or adventure-tourer in the growing middleclass segment.
Price is the main factor in order to compete. Thus, the MTS 950 shares the same 937cc engine as the exciting Hypermotard and Supersport. In other words, there’s no Desmodromic Variable Timing (DVT). Besides that, there is only “standard” ABS and traction control (not IMU-based lean sensitive), double-side swingarm, Sachs rear shock and cable-actuated clutch. The front forks are fully adjustable, however.
The L-Twin (90o V-Twin) engine pulls cleanly in any RPM. It produces 113 bhp and 95 Nm of torque of which 80% is available from 3,500 RPM. But it is still a Ducati and will chug-chugga if you use a gear too high. What’s more important here is that the bike pulls smoothly and predictably without scaring the rider.
The MTS 950 definitely felt smaller and lighter than the MTS 1200. It wasn’t psychological but that was the actual impression we got as soon as we climbed on. The former’s waist line was definitely narrower than it’s bigger brethern’s.
But what truly won our hearts was its handling. The wide handlebar made countersteering the bike into corners a breeze. Once it was on side, the bike tracks exactly to your chosen line. Adding initial throttle in the corners stabilized the chassis even further, yet the bike needed only a slight nudge on the handlebar or the drop of a shoulder to tighten the line.
This ability was first demonstrated along the Karak Highway, but we skipped the more challenging parts (read: decreasing radius turns with speed breakers).
The real test was along the Sungai Koyan – Ringlet route. The corners here require authoritative entry, ability to hold andtighten the line. The more dangerous factor, however, were the sunken parts of the road. No problem if those dips were on the straight sections, but they were usually just before the corner entrances or right at the apexes.
Of the many motorcycles I’ve brought here, one sent both wheels in the air on the suspension’s rebound, sending me across into the opposing lane. Another’s suspension kicked both my wife and I off the seat. Any harder and we would probably still be orbiting the Earth till today. The majority loaded their suspension so hard they grounded the footpegs, followed by going wide when the suspension unloaded.
On the other hand, there were a handful of bikes that handled these “whoops” beautifully – two 800cc dual-purpose bikes with WP suspension, a Multistrada 1200S with Skyhook suspension and a 2016 Multistrada 1200.
Those bikes had top-notch suspension, mind you.
We first approached those sections of the road with trepidation by keeping the bike as straight up as possible. But we soon discovered that the MTS 950’s suspension didn’t bottom out nor did it threaten to launch us off the seat and into orbit. We felt the bumps, of course, but we didn’t feel threatened. We swept through the turns at speeds more than 140 km/h. The bike didn’t even have a steering damper, but it felt uncannily stable in mid-turn.
The smooth throttle response helped too, of course. There was no almighty kick like you’d get from a bucking bronco. That smoothness laid the groundwork for beautifully controlled cornering lines and exits.
All these attributes came together seamlessly when we headed to Simpang Pulai on the second day. Anyone who has ridden on this road will attest to how tough and dangerous it is but the MTS 950 never once caught us out.
In short, it made even the most jaded among us feel like heroes.
Speed picked up quickly without intimidation. Heck it even felt lazy. Apart from that signature Ducati intake honk under the tank when we pinned the throttle, the engine just sounded louder instead of getting busier. It’s something that has to be experienced.
If it sounds easy, it was. None of us complained about aching joints or being exhausted during the ride. The MTS 950 made your job of riding it a whole lot easier.
It was also rather economical, given the amount of blasting we undertook. We covered 294.5km with 30 km to go from one tankful since we left Ducati Malaysia.
It’s not all 100% perfect, that’s for sure. The gearshift lever needs a long press when downshifting. We missed gears many times during the first day of the ride. However, that was due to us attempting to shift too quickly and opening the throttle immediately. A more relaxed shifting method resulted in no missed shifts.
The Multistrada 950 may not be as technologically packed as the MTS 1200 but it was a lot of fun to ride. The simplicity also got rid of being distracted by experimenting with different settings. Instead, you just jump on and ride.
The bike is accessible to a wide range of riders. Although it sounds like a well-used cliché, it doesn’t intimidate newer riders, while keeping seasoned riders happy for a long time.
Yes, sometimes less is more.
Ducati fans are in for a merry year-end treat as Ducati Malaysia is offering rebates up to 80% during the Ducati Red Christmas Year-End Special promotion.
Beginning now until 31stDecember, customers will enjoy savings up to RM50,000 on selected Ducati bikes (exclusively for Ducati PJ customers):
Ducati Malaysia is also offering amazing storewide discounts:
Additionally, Ducati fans can usher in the New Year with brand new Ducati Performance Parts and accessories (at all authorised Ducati stores and dealerships nationwide):
As a token of appreciation for the continuous support from Ducati fans and owners:
So head over to Ducati Malaysia for this great Ducati Red Christmas!
For more information, fans can visit Ducati Malaysia’s Facebook page at https://www.facebook.com/DucatiMY/ or Instagram page at https://www.instagram.com/ducati_my/.
Sepanjang bulan Disember 2018 ini, Ducati Malaysia akan menawar tawaran dan rebat menarik sehingga 80% sempena promosi istimewa hujung tahun dan juga sambutan Hari Natal mereka iaitu Ducati Red Christmas!
Mulai sekarang hingg 31 Disember 2018, para pelanggan boleh menikmati penjimatan sehingga RM50,000 bagi model terpilih Ducati khususnya kepada pengunjung Ducati Petaling Jaya. Model-model menarik termasuk Ducati Multistrada 950 yang ditawarkan dengan harga RM76,000 bersama pakej Touring Pack secara percuma! (more…)
Di Malaysia, terdapat pelbagai jenis jentera ‘dual-sport’ atau ‘adventure’ yang sedang ditawarkan oleh beberapa jenama terkemuka dari seluruh dunia. Dari segi kategori ‘entry-level’, banyak pilihan di dalam pasaran dan antara motosikal yang paling diingini ramai adalah Ducati Multistrada 950. (more…)
