That’s right, almost the entire bike is new, only the headlight, tail light and the dash has been carried over, and that too from the X-Diavel. Everything from the mud guards to the swing arm and even the tyres are all new.
2. The bike is longer than before.
Just by a few mm, but the longer wheelbase makes a world of difference especially in long sweeping corners. The bike feels more stable and more like a cruiser, but with a mighty engine to match its power cruiser persona.
3. The standard is only available in one colour while the S is available in 2 colours.
Ducati found that the Diavel was hugely popular in black colour and then chose to offer it only on the high-spec S version. The standard version is available in the sandstone grey colour seen here, which is also available on the S version. Disappointed? Don’t be. The sandstone grey is a stunning colour, even when it is totally dirty.
4. The seat is 10mm higher than before.
That’s right, the seat of the new Diavel is slightly taller which is great news for tall riders. If you are vertically challenged, don’t worry, Ducati has you covered with a low seat option.
5. The electronics package has been substantially upgraded.
The riding modes are brilliant, especially Sport mode as it makes the bike feel like a full on sports bike. You get 3 riding modes – Sport, Touring and Urban – a vast array of parameters like ABS, Traction Control, Ducati Wheelie Control, Cornering ABS, Ducati Power Launch (for those MotoGP-ish traffic light drag wars), a hands-free system that operates the keyless start and connects your bike to a dedicated mobile app, and a whole bunch more. And best thing is, you can tune these electronic safety nets down to the tiniest detail. Don’t like ABS interference but you want full the wheelie control on full alert? The bike will do that for you. No issues there.
6. There is no Carbon edition, just a standard model and a S model.
Just two models for now, and a X-Diavel later on for those who prefer a more cruiser-ish feel to their Diavel. The standard 1260 with no Ohlins and limited electronics and a 1260S which gives you all the toys, and some.
7. The Daytime Running Light is only available on the S model.
Yes that’s right. If you want the ultra-cool DRL headlight, that will cost you more moolah.
8. Ducati Quick Shifter is available as standard on the S, and as an option on the standard 1260.
Even you are thinking of buying the standard Diavel, opt for the DQS. It is the most amazing feeling to be banging home the gears with no loss of power and speed, no down time as you engage the clutch to hit the gears. You will thanks us for it later.
9. The tyres on the new Diavel are super sticky and work brilliantly in both wet and dry conditions.
The Pirelli Diablo Rosso III features dual compound technology (soft on the outside and hard on the inside). The outer, softer area is wider than before which gives you more grip even from mid-lean. The tyre gives you so much confidence in both dry and wet situations that it makes you feel like a better rider than you actually are, as this writer found out.
10. It is going to be launched in Malaysia next month – price unknown! Yet.
We are not sure of the exact date, but the new Diavel will be here very soon. And if you are in the market for a power cruiser that has performance to hunt down a sports bike, then this will be worth the wait.
The new Ducati Diavel 1260 and and Yamaha Niken won the prestigious 2019 Red Dot for Design awards.
The judges award the accolades to products in terms of design and innovation.
Winners can display the Red Dot label on their products.
The just-launched Ducati Diavel 1260 and three-wheeled Yamaha Niken won the prestigious 2019 Red Dot for Design awards in Germany.
The awards recognize the most worthy and original design and innovation, since its inception in 1955. Winners are allowed to display the Red Dot label on their products.
A jury of 40 international design experts evaluate more than 5,500 products in different categories. Among them are motorcycles, cars, electronics, furniture, watches, retail, and so forth.
But although there is a winner in each category, only the top design is awarded the Best of the Best.
The 2019 Red Dot for Design award for the Ducati Diavel 1260 means the manufacturer has now won it the third time. Previous winners from Ducati were the Panigale 1199 in 2013 and XDiavel S in 2016. So, not only do the Italian bikes look good to us, even design experts think so.
Yamaha won an award for the Niken this year, no doubt for its three-wheel design execution. It was also the third Red Dot accolade for the Japanese manufacturer. Previous winners were the MT-07 in 2015 and XSR900 in 2017.
The MotoGP Court of Appeals ruled that Ducati’s swingarm scoop was legal.
It follows the protest logged by four manufacturers after the Qatar MotoGP race.
The ruling means Andrea Dovizioso keeps his win, points and lead in the championship table.
The MotoGP Court of Appeals has ruled that Ducati’s “scoop” attached the bottom of the swingarm as legal. The appendage was fitted to three Desmosedici GP19s at the Qatar MotoGP race.
Although the court only released their decision, they did not assign a reason to why or what data convinced them.
But it’s safe to assume that they found the device cools the rear tyre instead of providing extra aerodynamic downforce. Moving forward, Ducati is allowed to use the scop ONLY IF it’s fitted together with the front wheel spoilers.
The decision also means that Andrea Dovizioso keeps his Qatar win and points, while Ducati also retains their manufacturer points earned at that first round.
However, this may open up another problem: How will Dorna and FIM enforce that scoops used in the future, whether by Ducati or other manufacturers, DO NOT provide aerodynamic downforce?
In the meantime, we can expect a new round of regulations.
The issue came to light and became hotly debated after four manufacturers protested post-Qatar race. The four – Aprilia, Honda, KTM, Suzuki – were of the opinion that the scoop provided downforce to the Ducati’s swingarm to keep the rear tyre on the ground more often, aiding stability and prolonging tyre life. Therefore, it’s illegal as the scoop falls outside the set guideline for “aerobodies.”
Ducati, on the other hand, insisted that it only functions to direct air to the rear tyre and cooling it. The manufacturer had submitted the design to MotoGP Technical Director Danny Aldridge prior to the race. It was subsequently approved and memos were sent to all the teams.
Other manufacturers weren’t convinced, of course. Aprilia were vehement: They had earlier submitted the plans of such a device earlier to the Technical Director but was rejected along the aerobody rules.
They logged their protest after the race, but their complaints were thrown out, thereby it was referred to MotoGP’s Court of Appeals.
The successor to the Hypermotard 939 offers hooligan character with added refinement.
It manages to offer some daily riding essentials such as comfort to a bike otherwise built with the sole focus on performance.
We rode the new Hypermotard 950 and the 950 SP in Spain recently.
The standard 950 is shorter in length and did well around the hills of Grand Canary Island.
The 950 SP is lighter, taller and offers a quick shifter as standard.
The Ducati Hypermotard has always been a bit of a rockstar of the motorcycling world. The kind that makes a lot of noise and gets a lot of attention wherever it goes.
So when the new Hypermotard 950 was introduced to the world in November of 2018, the motorcycling world stood still, just as it always does when a new Hyper is unleashed.
Quick history fact – the Hyper was first introduced back in 2006, and is a product with the sole focus of providing countless hours of entertainment. Designed by Pierre Terblanche, a protege of the legendary Massimo Tamburini, the Hypermotard did not receive the usual launch party.
After many months of rumours about Ducati building a supermotard bike to take on the likes of KTM and Husqvarna, the Hypermotard was instead introduced via a dedicated micro-site, accessed from the main Ducati website. The Hyper 1100 received such fanfare at its digital unveiling that it crashed Ducati’s global website.
And now, 13 years later, I am in the Grand Canary Islands in Spain, ogling at the new Ducati Hypermotard 950 – the grandchild of the 1100 which later became known as the King of Wheelies, and the 939, its lighter, smaller but wilder successor.
So what’s new?
The first thing that gets you is that the bike really does not look all that much different, but it all becomes clear as soon as you start paying attention to the details. In fact, besides the trellis frame, everything on the 950 is all-new and/or vastly improved from before.
The exhausts for one are now placed back under the seat just as they were with the original 1100 (the 939 had its exhausts on the side). You can however opt for a side mounted exhaust as Ducati offers aftermarket Termignonis.
But if you prefer the underseat layout but want Termigs as well, Ducati has that as an option too, as well as a side exit Termig shown in the second photo below.
The seat and fuel tank layout is next – the seat being slimmer towards the front but wider where it matters to offer more support, and with a lump for additional cushioning for the passenger.
The seat on the SP version is flatter than the standard 950, to accommodate the rider moving back and forwards during hard riding.
At 14.5-litres, the fuel tank too is 1.5-litres smaller than the 939 and has been redesigned to make it appear smaller so that you sit further in front, just in case you want to slide the rear tyre around, which is the proper way of riding a supermotard, but the 950 obliges knee scrappers as well.
Then there is a new digital TFT instrument display which is similar to that of the Panigale V4. Not only is the new screen completely new and a much welcomed departure from the old, but when accessorised with the Ducati Multimedia System (DMS), the system is able to connect to your phone via bluetooth and will then display incoming calls, the music you are listening to in your helmet, and will also display text messages.
Personally, I felt there was too much going on already with the speedo, rev meter, gear indicator and other engine essentials, but if that is the future of rider-bike connectivity, I could deal with that, I do personally prefer listening to music when riding, and not missing phone calls.
What about the engine?
So other than visual difference, the real difference lays in the heart of the bike – a revised 937cc Testastretta 11 degree L-twin engine.
It is essentially the same engine with the old 939cc but with a new torque curve that gives you access to over 80% of available torque from as low as 3000rpm.
To be precise, that 82% of the 96Nm of torque is available from 3000rpm and a further 88% from 5500 to 9500rpm.
What this basically means is that you can rely on engine torque a whole lot more than before without much shifting.
Instead you can rely on the engine to pull away when you need it to, instead of banging down gears as you would on the 939.
And because the bike comes with riding modes, the engine of course responds accordingly to the chosen mode. In Sport for example, the engine is lively and rev happy.
In Touring mode, the throttle response is lazier yet gives you full access to the Hyper’s 114hp. Urban restricts power to 75hp, and gives the bike a more docile character.
The image below breaks down the amount of power you get and the electronic interference.
Swapping between modes is simple and can be done on the fly, but customising each mode and its braking and various other parameters (such as traction control interference) requires you to be at a standstill.
But being able to customise the electronics package according to your liking is a huge bonus.
A little more tech details – so the engine is basically the same as on the 939, but how is it more powerful, more responsive yet more fuel economical than before? Some really smart people at Ducati bumped up the compression ratio to 13.3:1 from 12.6:1, and with that comes a new exhaust valve timing as well as a new 53mm throttle body a new ICU. This gave the bike a little more power.
But lightness is also the name of the game for the Hypermotard. The engine for example is a full 1.5kg lighter, achieved by lightening the clutch, alternator covers, gearshift drum and by using magnesium cam covers.
As a whole, the 950 is about 5kg lighter than the 939. And even though the trellis frame is almost the same as before, it uses tapered tubing while the rear subframe is also a bolted-on trellis design. This contributes enormously to the overall weight saving of the bike.
Handling, what can you look forward to?
As you would probably expect from a Hypermotard, handling is fantastic! Sharp, obliging and unsurprisingly accurate, the new 950 does exactly what you want it to, when you want it to.
And how do you make an already agile bike even more agile? You mess around with the ergonomics and the dimensions of the bike. The standard 950 is short, shorter than the hardcore SP variant.
A short bike is always easier to chuck around than a longer bike. The handling is also aided by a more aggressive 25 degree rake, while wider handle bars gives the bike a more commanding feel.
If your riding style is more supermoto than superbike, you will appreciate the fact that the steering sweep angle is an enormous 70 degrees.
And if you are more of superbike person, then you will probably love that the lean angle is a very generous 44 degrees on the standard bike while the SP offers 47 degrees.
Of course the suspension and tyres play a huge role as well. The standard bike runs on a Sachs shock and inverted Marzocchi forks, while the SP gets Ohlins all round. The Marzocchi fork are fully adjustable and is about half a kilogram lighter than the 939’s forks.
As for the tyres, the standard bike runs on Pirelli Diablo Rosso III tyres wrapped around aluminium Y-spoke wheels, while the SP runs on Diablo Supercorsa SP wrapped around forged Marchesini wheels. The wheels are nearly a kilo lighter than the old ones. Grip is heroic.
And it was only in the hills of Grand Canaria around the sandy slippery corners where the Diablo Rosso III’s were put to the test, but a little slide on a hypermotard never hurt anyone. And it was all very manageable, just a little lean corrected by the electronics.
Enough with the details and tell us how it runs already!
Brilliantly, absolutely fucking brilliantly. We began with the standard 950 for a 140km round trip to the hills. The sitting position is a familiar one as soon as you get on the bike. But because the seat is narrower at the front, it is easier for you to get your feet flat on the floor, which is something shorter riders will appreciate.
The hydraulically assisted clutch set up is light with little tension at the lever, giving the bike a friendly character from the get go. The gearbox is a wet multi-plate 6-speeder with a slipper function.
Around the tight corners of the mountains, the 950 was happy to be flicked into corners. You can rely on the masses of torque and smooth, linear torque curve, but if you are the type that relies on engine braking, that works too as the slipper clutch ensures the rear wheel stays in line.
I rode the hills in Touring and Urban mode, and even in touring the bike was in proper attack mode, charging into corners, letting me dive in late with the electronics cutting off the throttle only when the road became noticeably slippery.
Touring is not as aggressive or as eager as it is in Sport mode, throttle response is largely subdued even, but it is still hugely fun.
Urban is, dare I say it, boring on a bike hailed as a hooligan. It is meant for urban conditions, for when you want to reel it all back in and let the bike flow with traffic. It is meant to keep you safe, and so for that, it is best to only use the mode when it is raining or when traffic is heavy.
The brakes on both the 950 and the 950 SP are made up of twin 320mm semi-floating aluminium flange discs with radially mounted Monobloc Brembo callipers with quad-piston and twin pads and with Bosch cornering ABS.
The front has a sharp bite and will catch you off-guard if you’re not careful, so is best handled with one finger.
All in all, the Hypermotard 950 still retains its hooligan character but is updated with some much needed refinements for everyday usability like passenger footpegs, thicker seat padding, and the urban mode that makes all that power a lot more manageable when riding two up around town.
And what about the 950 SP?
If the standard 950 is hooligan bike, then the 950 SP is a proper, barely road-legal race bike, it is as naughty as it gets with a number plate on it. Out of the mountains on the 950, we headed to the short and tight circuit of Maspalomas to test the SP.
It is essentially the same bike, but with some revisions to make it sportier than the standard. The suspension for starters is taller and offers 15mm more travel at the front and 25mm at the rear.
The seat is also 20mm taller than the standard bike, and this taller sitting position gives the bike a more nimble feel.
Other than that and probably the naughtiest difference between both bikes is the inclusion of the Ducati Quick Shifter (DQS) EVO as standard on the 950 (optional on the 950).
The DQS EVO works on both up and down shifts and gives the bike a naughtier character than the standard bike.
It is only when you’re really slowing down that you need to use the clutch, but otherwise, the system does it for you.
I tried to ride in both supermotard and in superbike style, though I personally prefer the latter, and I can attest that the SP obliges both riding styles.
The new Hypermotard also offers a unique system that turns you into a riding superhero called Ducati Slide by Brake function. A system that first debuted in the Panigale V4S, and has trickled its way down to the Hyper 950.
It works when the ABS is in level 1, and you need to invoke it by getting hard on the rear brake while turning the bike. It is here that the bike will automatically slide the rear tyre out by 10 degrees and you control the slide using the rear brake.
It takes some time to trust the system to do it for you as you usually control a slide from the throttle instead of the rear brake. Understandable then that some people may prefer to use engine braking to get the rear to slide out.
Around the tight and twisty track of Maspalomas, the SP felt natural after a few laps, like it was built specifically for such riding pleasure and being able to ride it around town is just a bonus.
The tyres never seemed to run out of grip at any lean angle and the engine felt more at home on the track than it did on the road.
The revs cut off at 10,000rpm, and with the DQS banging home gears quicker than you could manage yourself, you hit over 100km/h in a few hundred meters before getting on the brakes hard, pushing (or pulling) the bike down and letting the electronics manage everything else, before getting on the throttle hard again.
Wheelies come naturally on this bike and the standard 950, and sometimes even unexpectedly.
But Ducati had thought of that too and has equipped the new Hyper with a system known as Ducati Wheelie Control Evo that manages unexpected wheelies, giving you maximum traction at all times.
You feel it as a sudden power cut, noticeable interference but it happens so quickly that it doesn’t affect performance.
Any complaints?
Just one. Ducati says that the new seat is more comfortable than before, but I think it isn’t that great out on the open road. Gave me a sore bum after about 140km, but if you want touring comfort, buy a Multistrada 950.
Should you buy it?
If you’re into supermotards and want a bike that gets you places quickly, then the Hypermotard 950 is for you. The SP would be my choice simply because I like its taller height and sitting position. And if you’re going for the standard 950, be sure to opt for a quickshifter and a full Termignoni system.
When will it be in Malaysia?
It should be here by the second or third quarter of the year. We expect it to cost around the region of RM75,000 to RM83,000.
Over 140 members of the Desmo Owners Club Malaysia (DOCM) joined the DOCM Presidential Ride 2019 to Penang last weekend.
It was the club’s first mega ride of the year to kick things off on a high note.
We joined all the festivities on board the latest Ducati Multistrada 1260 S (review coming soon!)
The members DOCM (Desmo Owners Club Malaysia) got together last weekend for the year’s first big ride up north called the DOCM Presidential Ride Penang 2019. How big? Around 140 Ducati owners made their way to ‘The Pearl of the Orient’ for some good food, great culture, and not to forget, excellent company. (more…)
The profit was despite the 2.7% global slump for motorcycles above 500cc and 9% drop in the US market.
Although revenue was down, the manufacturer compensated with the sale of higher margin models such as the Panigale.
Ducati announced a 7% profit margin 2018.
The end of 2018 posted the figure despite the worldwide slump in sales for motorcycles above 500cc. The Italian manufacturer delivered 53,004 units, compared to 55,871 in 2017. That’s a 5.1% drop in a worldwide drop of 2.7%. Ducati’s sales took the largest hit in their biggest market, the US where the market dropped by 9%.
Yet, it was the fourth consecutive year in which the manufacturer had sold more than 50,0000 bikes.
Revenue in 2018 was €699 million, a reduction from €736 million in 2017, translating to an operating profit of € 49 million compared to € 51 million. The operating margin was 7% in 2018, the same as in the previous year. Ducati managed to compensate for the reduction in volume through the sale of models with higher margins, such as the Panigale line-up. (The Panigale was the best-selling sportbike in 2018.)
“2018 was challenging from many points of view, but we are satisfied with our financial performance throughout a difficult year” – declared Claudio Domenicali, CEO Ducati Motor Holding – “The company is generating the resources to continue funding the development of new products which is very positive for the future.
Oliver Stein, CFO Ducati Motor Holding, added: “Financial stability is extremely important for the company in order to support the technological development programme which Ducati is currently involved in at full speed.”
The results were part of the announcement for the Audi Group’s 2018 financial year.
Four manufacturers protested against Ducati for using a “spoon” for the rear wheel in the Qatar MotoGP.
They were of the opinion that it generates downforce for the rear wheel.
Ducati are adamant that it’s only for cooling the tyre.
The “issue” of four manufacturers protesting against Ducati for using a “spoon” on the rear tyre in the Qatar MotoGP created a firestorm of comments when it was revealed.
Most of the commenters held the impression that other the four teams – Honda, Suzuki, Aprilia, and KTM – were “sore losers” since the protest was made after Ducati won. Some said, “They probably wouldn’t have complained if a Ducati didn’t win.” Others held the opinion that technological progress shouldn’t be stifled in MotoGP, which represents the paramount in motorcycle technology.
Let’s be clear here: The teams had brought the issue to the attention of the FIM prior to the race, but they are only allowed to lodge complaints AFTERthe race.
But why did the scoop draw so much attention in the first place?
Suzuki Ecstar team boss, Davide Brivio explained, “Last year, all manufacturers discussed the issue of aerodynamics, and we all agreed to set the rules, in order to limit the uncontrolled increase in research and development costs in this area.”
It was through this discussion that the FIM set the regulations for aero bodies and homologate them before the start of the season. Only one change is allowed throughout the season. But more importantly, the bike shouldn’t have extra aerodynamic attachments outside of the regulated areas to create downforce.
But Ducati had betrayed the principles of the regulations, according to Davide.
Davide Brivio. Photo credit A.Giberti/Ciamillo
“A few weeks ago, Ducati presented an appendage to the Technical Director, Danny Aldridge for the swingarm and front wheel cover, explaining that their purpose was to cool the tyre,” explained Davide. “The Technical Director approved them because he considered them as tyre cooling devices, and issued new guidelines pertaining to them.”
Two notices were sent to the manufacturers on 2ndand 5thMarch, but they weren’t convinced.
Engineers of the four manufacturers were convinced that the scoop contributes downforce to the swingarm, hence keeping the rear tyre more contact with the track surface. It therefore falls foul of the aero regulations, again according to the Suzuki team boss.
The four team bosses spoke to Ducati before the race. Brivio and Aprilia’s new racing CEO Massimo Rivola called on Ducati’s Gigi Dall’Igna and Paolo Ciabatti, warning that they will protest if the Italian manufacturer goes on with using the scoop.
Gigi Dall’Igna. (Image source: Insella.it)
The warnings weren’t heeded, and Ducati fitted the scoop to the GP19s of Andrea Dovizioso, Danilo Petrucci and Jack Miller.
So, the four teams protested after the race but was rejected by Aldridge.
The case now goes to the FIM’s Court of Appeal. “We expect to get a clear position from the FIM, technical direction, and all the competent authorities. As I said this before… to clarify what we can and cannot do.”
On Ducati’s side, Gigi Dall’Igna said in an exclusive interview with GPOne, “Thinking of improving braking stability with the load generated by that thing there is simply ridiculous.” He maintains that the device is to cool the tyres, as while the track surface may be cool, the tyres do heat up a lot at Qatar.
He also said that Ducati will fit the scoop in the next round in Argentina, pending the court’s decision.
Looks like the Ducati Streetfighter V4 rumour is more than just a fairytale.
A recent interview with Ducati CEO Claudio Domenicali suggests that it might be on its way.
He stated that “She (Streetfighter V4) will be there as soon as possible!”
According to a recent interview with Ducati CEO Claudio Domenicali posted by AcidMoto, it seems that there is light at the end of the tunnel when it comes to the re-emergence of the Ducati Streetfighter model. This time around, talks about a possible Ducati Panigale V4 is going around and what the Ducati big boss mentioned in the interview might just be a point of high interest. (more…)
Ducati opened a state-of-the-art training facility at its factory in Rayong, Thailand.
Called the Ducati Asia Pacific Training Centre, it will host a great number of training programs.
The programs will further enhance customer experience and immerse them in Ducati’s World.
Ducati opened its newest and state-of-the-art training centre at the Ducati factory in Rayong, Thaiand.
The Italian manufacturer aspires to enhance the level of customer experience in every aspect in their dealerships in the Asia Pacific region. all brand trainings, Ducati Riding Experience (DRE) certifications and technical trainings will be conducted at this Ducati Asia Pacific Training Centre henceforth.
Dominique Cheraki (Ducati Asia Markets Director) commented, “The best training program in the world is worthless without the will to execute it properly, consistently, and with intensity. With our new Training center we have now state-of-the-art facilities that will enable us to deliver strong brand andtechnical trainings to all personnel from the whole Asia-Pacific Ducati network.”
Ducati APAC started deploying the Genius Program last year as part of this goal since 2016. The program consists of a series of courses and trainings that not only certifies the knowledge and skills of Ducati’s technicians, but also draws a career path for them based on different level of expertise and certifications achieved.
The Ducati APAC Training Centre will also host brand training to further enhance customer experience in Ducati products, in addition to the Ducati world which is composed of the factory’s current and heritage in racing, online and offline communities, lifestyle and brand immersion.
Alberto Strada (Ducati Motor Thailand Managing Director) also commented, “With this brand new facility, Ducati Motor Thailand becomes even further the Ducati hub for the Asia-Pacific region. Founded in 2010 as a production plant for the ASEAN community, the Thai facility has been hosting the Sales, Marketing and After Sales departments since 2011 and now we have the pleasure to add the Ducati Asia Pacific Training Center, as additional milestone to develop and reinforce the Ducati brand throughout the entire region”
The Ducati APAC Training Center, which was awarded Board of Investment privileges, covers more than 200sqm and, thanks to its modular layout, can host multiple training sessions simultaneously. In addition, thanks to the availability of augmented reality technology, training-engines and training-workshops, in 2019 more than 230 technicians and 100 dealers’ employees will be enabled to provide Ducati customers with a 360-degree experience all over the region.
“Ducati keeps raising the bar in terms of sophistication on its products and it is fundamental for us to ensure that our network is always technically prepared and updated to provide the best service possible to our customers. On the other hand, we can’t forget about our collectors’ motorcycles and that is why we also have 14 training engines that we use to train our network on every Ducati model produced since 1980 until now ” stated Luca Stasi, Ducati APAC After Sales Director.
Operations have already started and groups of Ducati personnel from Thailand, India, China, Korea etc. are scheduled to be experiencing this state-state-of-the-art facility in the next weeks.
Next Bike Sdn Bhd is a subsidiary company of Naza Group and has been distributing Ducati bikes since 2008.
Ducati and Next Bike Sdn Bhd reaffirm their commitment to growing the brand in Malaysia.
Next Bike Sdn Bhd will relocate the Ducati Malaysia HQ to a new outlet in Petaling Jaya.
The new outlet will receive a RM3million upgrade and will feature state-of-the-art technology for servicing Ducatis and Scramblers.
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.
Ducati Malaysia will be relocating to the former Harley-Davidson KL showroom by the federal highway as part of a RM3million plan to re-energise the Ducati brand in Malaysia. Image source: WeMotor
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.
Alvaro Bautista and Ducati once again dominated Day Two of the final WorldSBK 2019 pre-season testing.
He went faster on the final day, putting his best time way ahead of everyone else.
There were four different manufacturers in the Top Five.
Alvaro Bautista and Ducati again dominated the second day of the final WorldSBK 2019 pre-season test.
The Baustista-Ducati Panigale V4 R package had yielded the best time of 1m 30.743s on Day One, being the only rider to dip under the 1m 31s mark. The next fastest rider was Tom Sykes on the new BMW S 1000 RR, nearly 0.6 second behind with a time of 1m 31.300s.
But if the lap time from Day One was unassailable, Bautista put it even further out of reach on Day Two with a blistering best time of 1m 30.303s.
More importantly, that fastest lap wasn’t just one flying lap, proceeded by mediocre lap times. Bautista put in a total of 33 laps in the second session. Of that total, he ran 17 laps in the 1m 30s, 8 laps in the low 1m 31s bracket, while the rest were out laps (leaving the pit), slow down laps (to enter the pits) and in the pits. That is an amazing progression by any count. Bautista also recorded the highest top speed among the field with 314.9 km/h.
This domination is great news for Ducati, who were the King of Superbikes in the 90’s and early 2000’s.
The Top Five of the field actually improved on their fastest laps on Day Two, all dipping under the 1m 31s mark. Tom Sykes was second fastest on the BMW with a time of 1m 30.539s; new Kawasaki signing Leon Haslam finished third fastest with 1m 30.668s; four-time and 2018 champion Jonathan Rea in fourth on the Kawasaki with 1m 30.722s; and privateer Yamaha rider Marco Melandri recorded the fifth fastest time of 1m 1m 30.760s ahead of factory Yamaha rider Michael van Der Mark.
That’s four different manufacturers in the top five. Looks like we have an awesome WorldSBK 2019 season brewing.
Former MotoGP rider Alvaro Bautista was quickest on the Ducati Panigale V4 R on Day One of the final WorldSBK 2019 pre-season test.
Bautista’s Ducati was one of four different manufacturers in the Top 5.
Testing continues tomorrow.
New factory Ducati signing Alvaro Bautista dominated the first day of the final pre-season testing at the Phillip Island Circuit, ahead of the opening round of WorldSBK 2019.
Riding the new Ducati Panigale V4 R, Bautista was the only rider to dip below the 1m 31s mark with 1m 30.743s. Bautista was only fifth fastest at Jerez test in November. The Spanish rider and Gigi Dall’Igna have both said previously that it’s still early days for the Panigale V4 R but this result is surely an encouraging sign in their quest to recapture the WSBK crown that Ducati once held.
That wasn’t the only big news from Day One. There were four different manufacturers in the Top Five. Alex Lowes took the new Yamaha YZF-R1 to second fastest with a time of 1m 31.146s.
Four-time WorldSBK champion Jonathan Rea captured third on the new Kawasaki Ninja ZX-10RR, just a whisker behind Lowes with a time of 1m 31.189s. He blew everyone away during the test at Jerez by being one second faster than the next nearest rival.
Rea’s ex-teammate and former world champion Tom Sykes rode the new BMW S 1000 RR to fourth fastest in 1m 31.300s.
Fifth fastest was Rea’s new teammate Leon Haslam who recorded his fastest time of 1m 31.999s.
Many fans and pundits of the series are hoping for a closer fight this year, after Rea’s domination in the past two seasons. They shall get their wish if it continues like today, and Rea will have his hands full in stemming the tide from three other manufacturers.
