sepang circuit

  • Our editor falls at turn two of the Sepang International Circuit.
  • Result of a combination of too much speed and too much throttle.
  • He walks away unharmed thanks to top of the line helmet and quality leathers.
  • BMW S1000RR escapes unharmed too, except for a few scratches and such.
  • The worst hurt is editor’s ego.

So it has happened. As I write this, the muscle and tissues in my left elbow are sending neurocell-sized nuggets of information back to my brain telling it that something is not right somewhere. I feel the soreness every time I move it.

My left shoulder also has a sore point that irritates every time I lie down. My right shoulder, which has just recently fully healed after dislocating it a few months ago, has been aggravated again and I wish I could just unplug it, store it away in the closet to let it heal and plonk it back in place once it is better.

CSS coaches were always on hand to teach and would shadow you from behind when riding on track, so they can comment on your riding style.

My head though feels the same way it felt when I got into a fight with a guy twice my size and got a fistful of anger on the left temple. I don’t remember much about what happened after that, but if you have ever got into a fight you had no chance of winning but stupidly wanted to anyway, perhaps then you would know how my head feels.

That is a quick summary of how my body feels after my first ever superbike crash at the Sepang International Circuit.

Feel the bike grip and only then get on the throttle gently, but still a lot to learn about riding style.

I have crashed on bikes before and have suffered the customary road rash, cuts, bruises, and all that jazz. But crash on a superbike in a controlled environment with tens of other, more experienced bikers looking you on? Nah, never done that before. It was embarrassing, painful, and it hit my ego right where it hurt most.

But I am glad that it happened the way it did.

After entering a corner, look for the next point where you want the bike to be at. This requires a lot of eye training.

See, there is one cold hard fact about motorcycling – if you decide that you are going to ride a motorcycle, there is a contract which you subconsciously sign – that you accept the fact that you will crash. It is not a matter of if you will crash, it is a matter of when and how hard you crash. And so my time had come to pay dues to that contract.

Just a few milliseconds away from meeting the tarmac, you can see the front wheel beginning to slip away in this photo.

So what happened? Lets start from the top, I was attending the world famous California Superbike School (read about my experience at the best riding school here) which aims to teach bikers correct riding techniques and lets you explore the limits of a motorcycle in a safe environment like Sepang Circuit. Of course they let you do the speeds you normally would on a circuit like Sepang, but they insist on top notch safety so that means only the best riding gear is allowed and every thing that can make it safer has been put in place already – like only being allowed to use four gears instead of the full six to limit your speed. And riding marshals, who are light years faster than CSS students, just to keep your on track behaviour in check.

The front slipped away, sending me to a hard introduction to the tarmac.

But I didn’t crash at 200km/h with the bike exploding into pieces and me sliding gracefully away into the gravel trap ala Iannone. None of that cool stuff.

It was day two of training at the CSS and they had just thought correct sitting techniques and how to take the perfect corner. And then we were sent out to practise.

Thank goodness for bike sliders that saved the bike from further damage.

So here I was at full gallop down the main straight, my thighs gripping the tank of the BMW S1000RRR that BMW Motorrad Malaysia, the sponsor of the CSS, had loaned me. It is one of the most advanced bikes ever to be made, featuring electronics that are able to decide how much traction you have, how much brake force is applied, and even tells you you your lean angle so you can see how far away you are from Marquez’s 68 degrees. It is engineering perfection on two wheels.

First comes the shock, next comes the will to try taking the corner repeatedly until you get it right.

Moving on, the school apparently doesn’t like you knowing how fast you are riding so had blacked out the speedometer with tape. And then came the braking point so I squeezed hard on the brakes for turn one. Felt the front grip with zero drama, leaned the bike down for the corner, smooth on the throttle as I felt the edge of my shoe just scrape the tarmac. I let it continue scrapping since it had sliders on it already. Then I picked up the bike and pointed it towards the entry of turn two.

Lots of track side help. Coaches were great too.

One of the main learnings from the CSS is that you cannot force a bike to do two things at once. You either take a corner with very little but consistent throttle input, or you get on the throttle when the bike is already upright. You cannot take a corner and get on the throttle at the same time. But that’s what I did.

Shark Race-R Pro helmet saved the day by absorbing the impact rather than transferring it to the head. Weighs just over a kilogram with superb padding.

The bike was already at a beautiful angle, the onboard computer displayed 51 degree lean angle. It’s not much but I was feeling quite proud of myself with that angle, and just when I thought I had felt the rear tuck in to grip right at the apex, I got on the throttle and – BANG! My helmet met the tarmac hard as the front tyre washed away, pulling the bike away from under me, forcing me into a helpless barrel roll down turn two.

The Shark Race-R Pro is constructed of exotic materials, and works to absorb any impact and keep it away from the rider’s head. Worked beautifully for us.

My body did a quick diagnostics check and my mind was still trying to register what had just happened. There was no bike behind me as the school ensures there’s plenty of space between two riders. You are in shock for a few seconds. Intoxicated with adrenalin, all I really wanted to do at that point was to go out and try doing it again and again till I perfected it.

Keeping the visor locked was a good idea. You can obviously see that it was being dragged on the tarmac.

It was a classic error of judgement, rookie mistake, but I am thankful it happened. I mentally analysed my mistake and realised I was a bit too aggressive with my approach. Ever watched Youtube videos of humans interacting with wild animals? The humans are always gentle, careful but yet comfortable with the animals. You apparently handle a bike the same way – gently, carefully, comfortably. I took the corner too quick and got on the throttle too fast, feeling motivated by two days worth of advance training that thought me new things.

Never underestimate the quality of your track leathers, this Furygan riding suit worked perfectly without a single tear at the seams.

The S1000RR survived with a bent gear lever, some scratches on the engine bay and a worn out slider. To BMW Motorrad Malaysia, thank you for the loaner and apologies for returning it the way I did. But maybe signing me up for more lessons at CSS might help too?

Getting your knee down doesn’t necessarily make you faster, in fact sometimes it slows you down, but it sure as hell looks good in photos.

I also want to thank Shark Helmets Malaysia for providing me their top of the line Race-R Pro Guintoli replica helmet. Constructed of carbon/aramid fibres, the helmet was initially designed for top level riders in MotoGP, WSBK and Moto2, and so was made to protect at the highest levels. It worked exactly the way it was supposed to, absorbing the hit rather than channeling it to my head.

Mostly cosmetic damage to the suit thankfully.

The Furygan suit and gloves I was wearing were the only defence I had against painful road rash, so imagine the relief of having your skin intact even after you had rolled across the road twice. The suit is made of 1.4mm water repellent race-spec Brazilian cowhide, so to that cow that sacrificed it’s skin to save mine, thank you.

Furygan gloves did their job rather well too, not only protecting the hands but the wrists too. Our editor walked away without a single scratch on him.

Back at the pits and feeling sheepish about everything, the other riders and coaches at the CSS were quick to share their stories of how they crash at least twice a year. A guy sitting next to me at the debrief session shared how he fell twice in turn one and once in turn two, all in the same day. Then someone reminded me of the many MotoGP riders who had fallen at the same corner. So even the best fall too. And that made me feel really good about myself for working up the guts to truly exploring the edges of my capability. I found my edge, now I just have to learn to toe the edge without falling off. Again.

  • The CSS is one of the oldest motorcycle riding schools in the world.
  • The coaches are certified and teach you everything they learn from the founder of the CSS – Keith Code.
  • Courses span two days and you learn 10 drills that improve your riding.
  • Our editor claims that his riding has improved by at least 50% after attending the CSS.
  • But ended up falling down at turn two and the end of the second day, read that story here.

Learning never stops and if you stop learning, it likely means you’re dead. I can’t remember who said that, but it is the cold hard fact about life and everything that goes with it, including riding a motorcycle.No matter what sport or activity it is, even the world’s best will end up getting schooled eventually. Remember Valentino Rossi at his peak? He was the greatest. Everyone thought he was the best of all time and no one would ever race a motorcycle better than him. Then came Lorenzo with his Spanish aggression and pulled the World Championship rug right under Rossi’s feet. Not too long after came Marc Marquez with his elbow scrapping style and showed the seasoned veterans how primitive they were.

But fact is, even though Marquez is one of the all time greats, in due time, another rider who is perhaps just a couple of years old now, will someday make his debut and show us the impossible. Rossi? A spent force some say.

Learning never stops, and if you think you know it all then chances are you know nothing. And for motorcycle riders, that’s why riding schools like the California Superbike School exist – to coach us and to teach us the collective knowledge of years and years worth of coaching tens of thousands of students all over the world. It is the go to source of knowledge for bikers. The al-Qarawiyyin for our kind.

The California Superbike School (CSS) was established by a guy named Keith Code who started training riders back in 1976. An accomplished racer and a self described researcher, writer and educator, Keith’s CSS runs all 12 months of a year all around the globe, including Malaysia just recently.

It wasn’t the first time the CSS has been in Malaysia. The school has been offered here since the early 2000s but the last time it was here was back in 2006. So back again after 11 years, Bikes Republic was invited to attend the school by BMW Motorrad Malaysia – the sponsor for the school.

From the moment you reach Sepang International Circuit, ground zero for the school, to the point you leave, everything flows smoothly and there is a proper system to disseminate all that information.

The day starts at 730am on both Saturday and Sunday with a collective brief for everyone before you are disbursed into your own group. There’s a group for level one and level two riders, and another group for the more advanced level three and four.

There is a total of four levels to go through to officially graduate the CSS. But no matter how experienced you are or how many championships you have won, if you want to be coached by the CSS, you always have to begin from level one. We were signed up for level one and two which took place over the course of two days.

Level one and two starts with a classroom session, and that’s where they teach you the drills for about 20 minutes before letting you out on the bike for another 20 minutes to practise what you just learnt.

For the track practise sessions, BMW Motorrad provided us the ballistic new S1000RR to test our new found knowledge on. But despite all that superb electronics designed to keep you safe, a manic engine and trick suspension, we were kept in check by the constant shadow of the on-track instructors who follow you from behind to watch your riding style. After watching you ride, they will then overtake you, tap the back of their bikes with their hands to indicate to you to follow them, and will then proceed to show you how to do it right. So to test the full potential of the S1000RR, one of the greatest superbikes ever, we could not.

The first drill of the day in level one was Throttle Control, and the golden rule from this drill is smooth throttle inputs, always. You cannot expect a bike to do two things at once, you can either make it turn a corner, or you can make it go faster by giving it more gas. But to ask it to do two things at once is trouble. Unless of course you are smooth and consistent with your throttle. Turn One of Sepang Circuit for example requires you to brake heavy after the long straight, then turn into the corner. And only once the bike is settled in do you gently get on the throttle, hold it in place, and give it the full squeeze treatment once the bike is upright. Gentle throttle control will get you through any corner just fine, as we found it.

Drill two is mastering the Turn Points and the correct lines around corners. This is important to understand the entry and exit points of a corner. It is generally understood that all riders have their own riding style and the turning points of a corner varies from rider to rider. But there are three attributes that describe the ‘good line’ of a corner – 1) Good Throttle Control. 2) One Steering Input because too many inputs upsets the balance of the bike. 3) Straighten the bike as quickly as you can to be able to get on the gas early and explode out of the corner with as much speed and traction available. These are the basics of every corner, no matter what your Turn Point is.

The third drill is Quick Steer, and this is where they explain how your bike has two basic functions – changing speed and changing direction. The trick is to get comfortable with your bike and minimise the amount of weight you have on the handle bars. This is of course done by pushing your butt right back against the seat, and pushing your calf up by the balls of your feet to clip your thighs to the tank. Your torso then takes on the task of resisting the braking and cornering forces. By keeping weight away from the handle bar and the front tyre you are allowing the front of the bike to be as natural as it was designed to be, and that means you can better steer with minimal counter steering. And if you are wondering why you would need to counter steer on a bike, simple, because that is how a bike turns – push on the left handle bar to turn right and push on the right handle bar to turn left. So if you need to perform a Quick Steer maneuver, then the trick is to simply push harder at either end of the bar and this forces the bike to change directions quicker. Handy in fast switchback corners or when avoiding something on the road.

Mind you we had 20 minutes to practice everything after each tutorial. And usage of the track was limited to only the north track of the Sepang Circuit.

The final two drills of level one are Rider Input which teaches you that the less busy you are on a bike, the better it performs. So minimise all your squirming around in the saddle and the bike will perform as it is supposed to, and the less tense you are on the bike the easier it is to steer it. The final drill is Two Step Turning. This is where your eyes play the most important role simply because you, whether you notice it or not, unknowingly steer where your eyes are looking. Ever heard of Target Fixation? It is the most dangerous thing a biker can do and you can read about it by clicking here.

So by training your eyes to look at the Turning Point of a corner, you subconsciously point the bike towards it and turn when you reach it. And as soon as you locate the Turning Point, you need to look out for the next point you want to be. The idea here is to keep your bike steering to the first Turning Point, while your eyes are already searching for the second point. This takes practise and is not that easy, but once you learn to detach your sight from where the bike points to, your riding somehow becomes smoother and predictable.

Level two of the CSS took place the next day with the same morning route – a collective brief for all groups, and then tutorials for those who had finished level one the day before and have returned to study level two.

At this level, the drills changes from understanding your bike to using the environment around you to your advantage.

Reference Points was the first drill and it basically means to use a visual cue to mark the beginning of an action, like using one of the many marshall posts which are located around the circuit to mark braking or accelerating points. It provides a smooth flow of information through your eyes and helps you overcome target fixation as you consciously look for reference points around the circuit.

For example, I personally found the end of the curb at turn five the ideal point to pick the bike back up and aim towards the inside of turn five so I clip the apex just right. That’s how reference points work, it has a value to it, you just need to decide what that value is. That value may be braking, accelerating or cornering. We were told that there are generally three or four reference points per corner, one point that tells you when to roll of the throttle, another point tells you to brake, another to corner and the last one tells you to go full squirt.

One drill that really opened my eyes and improved my track riding was Change Lines. This drill encourages you to try different lines around the circuit. After years of riding on the same track we usually get stuck to the same old points to brake, steer and accelerate, but this drill wants you to try different braking points, corner entry points and accelerate points. You will be surprised at how well some other lines work than what you are used to, but of course there are some that end up being really bad too.

The second drill of the second day was called Three Step, and it is an evolution of the Two Step drill we learned back in level one. In the two step drill we are thought to look for two points – a braking point and a entry point. In Three Step, the aim is to look for a point to brake, another point in the middle of the corner representing the ideal point to place the bike in for a neat exit, and the third is of course where you want to be when you exit the corner.

The third drill is the ultimate solution to target fixation, it is called Wide Screen View of Track. The objective of this drill is to look at everything ahead of you rather than at just a single point. By looking at what lies around you, you better understand threats and dangers, and with practice, you will be able to recognise and avoid situations before they even happen. This is a tricky skill to master as it involves training the eye to look past what it would normally look at, but with time and practise, the Wide Screen View will help your riding. There is just one golden rule here, speed narrows down your Wide View and that is no good on road and track. So practice practice practice.

The final drill of the day is called Pick Up. Ever noticed how MotoGP riders will sometimes pick up their bikes while they are still hanging off in a fast corner? There are a few reasons why they do that. One of it is speed, because the faster you get your bike upright the quicker you are able to get on the throttle. A bike that is upright creates more drive than a bike which is still in a corner. Then there is the need for traction, especially in the wet or slippery corners. The Pick Up also helps with correcting a slide. But in a competitive race, the Pick Up is important because it helps manage tyre wear. Obviously a tyre wears down more quickly when it is managing a corner and trying to create grip to lay down more power, so naturally a tyre will be less prone to wear when it is upright. So there you have it, try to Pick Up your bike as soon as you can, and you can do this by managing your upper body. Keep your upper body in the turn, and simply use your hands to counter steer the handle bars to pick the bike back up. That’s the best way to do it.

So that’s that then, a total of 10 drills to learn over two days and two levels. The next time we attend the CSS it will be on to level three and four. But in all honesty, I would personally prefer to attend level one and two all over again simply because there is so much knowledge passed down that I would like to spend more time learning it and perfecting it before attending the following two levels. The knowledge is precious to say the least and the coaches are so good at what they do that you can’t resist but give them a tight hug at the end of it all. I did have a minor fall at the end of day two, but that’s a different story which you can read about here.

Not all of these coaches are racers, but not all racers make good coaches, just a few of them, but all of them understand the techniques thought in the CSS and deliver it the way Keith Code wanted it to. The aim is to create better riders and Steve Braugey, one of the main coaches at the CSS said it best, “we improve human beings, we just happen to do it with motorcycles.”

A special thank you goes out to BMW Motorrad Malaysia for inviting us to attend the CSS, it was a dream come true. The BMW S1000RR was perfect throughout the practice sessions and never put a wheel wrong. The onboard electronics and rider aids truly make you feel like a hero. At RM104,900, it is arguably the best and most advanced sports bike you could buy, and financing it is easy with BMW Credit which lets you own the bike for as low as RM1,395 a month. Click here for more information on the BMW S1000RR.

Our homeboy Khairul Idham Pawi made quite a statement when he won two races of the Moto3 class in Germany and Argentina. Having swept the field with his immense wet weather talent, the Perakian who hails from Kampung Gajah was the first Malaysian to win a Moto3 class race ensuring that history will never forget him.


We recently got the opportunity to sit down over dinner with the man who is affectionately known as KIP, thanks to Red Bull Malaysia. The following is the conversation we had over dinner.

Q: Hey Khairul. A lot of people are asking, why do you perform better in the wet than you do in the dry?

A: In the rain, I have more confidence when I’m on my motorcycle, so I feel I can ride it faster. It’s usually slippery and not slippery at the same time so I just have to control the throttle and manage it the best way possible.

Q: Did you learn to ride like this in the wet through experience?

A: Not really. Actually, I never thought I could be fast in the rain, and I have even raced in the rain before but never as fast as I am now. So I just need to have that level of confidence with the bike to make sure it’ll be easier to ride fast.


Q: Are the other riders friendly to a young Malaysian rider and are they willing to share their knowledge?

A: To me, my team and also my manager, Tadayuki Okada, have helped me a lot in terms of riding and much more. He has taught me a lot.

Q: Besides racing in Moto3, wanting to win races and the championship, what are some of the things you hope to achieve from this?

A: Of course all riders would like to reach the highest level of racing, which is MotoGP. So I will try my very best to reach a much higher level in racing.

Q: What have you learned so far from racing at this level?

A: Racing is definitely a sport with high risks, for example crashing out of the races and other things as well.

Q: One final question for Super KIP, do you have any special messages that you would like to send to your fans here in Malaysia?

K: To all my fans, thank you to all of you who have been supporting me throughout my career. Don’t forget to come to Sepang this weekend and let’s support all the Malaysian riders in the races on Sunday.

S: Alright, thank you so much KIP.

Q: Have you had any improvements in the past few races?

A: It was quite difficult for me especially after Germany. We didn’t get the right setup for the motorcycle, so now more or less I have a much better feeling with the bike. I will try my best to get the best feeling of the bike as soon as I can, just as I did in Catalunya, Italy and the other previous races as well.

Q: How do you control the pressure when it comes to racing at home here in Malaysia? I am sure you know that there are a lot of supporters hoping for you to win the home race this Sunday.

A: Well, maybe the support is not just for me alone. There are other Malaysian riders that are participating in Moto3 and also Moto2. Most probably their support is for all of the Malaysian riders.

Q: Do you have a personal goal or target to finish in the top 10?

A: Of course I will try my very best. I will try my to get the best position, if possible, a podium finish for all Malaysians who will come to support me in Sepang this weekend.

Q: Do you actually prefer wet races or you don’t really mind about any kind of weather?

A: To me, it doesn’t really matter if it rains or shines, I will still race and give my all for Malaysians everywhere.

Q: How familiar are you with the Sepang International Circuit with the new improvements to the pavement?

A: I like the race track very much. It’s just that I am still not used to it because of the new asphalt. So, in the first practice later, I will try to get a good feeling of it as I am still not too sure about the grain of the track.

Q: When was the last time you got to ride in the Sepang Circuit?

A: The last time was 2 years ago, back when I was racing for the Asia Dream Cup in 2014.

Q: Do you feel that you are satisfied with the season so far? Is it more than you have hoped for?

A: For my very first season in Moto3, I never thought that I would be on the podium! I thought that I would just collect a few points and gain experience in my rookie season.

Q: Is there a much bigger plan for you for the next season?

A: For now, I can’t really say much as I too have no idea. Maybe later, Honda will make the announcement about any updates regarding myself.

Q: So KIP, you were involved in a crash in Phillip Island last weekend, right? Care to tell us about your experience?

A: Yes, I did crash at Phillip Island that day. It all happened in the starting lap at the second corner. It was very disappointing but there were other riders who fell right in front of me and I couldn’t avoid them. I crashed and fell there.

Q: Final question, how to do feel about the home race?

A: To me, the home race is definitely making me more excited with high spirits. InsyaAllah I will give my very best!

An exclusive interview with Dato’ Razlan Razali, CEO of SIC, ahead of the 2016 Shell Malaysian MotoGP.


A look at the Pirelli MSC 2016 national series from a first timer’s perspective.


2016 Shell Malaysian MotoGP officially launched by SIC.


Sepang International Circuit (SIC) issues statement stating track water seepage issue is under investigation.


The new Kawasaki ZX10R has been hailed as one of the greatest superbikes of our era by many publications both Malaysian and foreign. But what makes it so damn good?

To really test its limits, we asked our friend Weider Low who races a 2013 spec Kawasaki ZX10R in the Malaysian Superbike Championship (MSC) to review the latest 2016 ZX10R on the newly paved and redesigned Sepang International Circuit. Did we mention that besides his racing talent, he can be quite crafty with words too, the following is his review of the latest Kawasaki:

Who’s afraid of the big bad wolf?

by Weider Low

There is honor in racing- in competing fairly amongst your peers- which confers glory and recognition upon the victorious. Especially so, in the passion driven world of recreational motorcycling; think of all the storied marques we hold on so dearly to as enthusiasts… They just wouldn’t be the same if they ‘just’ built damn good motorcycles, would they?

DSC_0282 copy

A manufacturer that intimately understands this relation between race-wins and marque recognition is, Kawasaki. In 2016, it is fair to say that Kawasaki’s racing efforts dominate production class racing, worldwide. From WSBK/WSS to national championships, you can almost be certain that their respective parc fermes will always contain a couple of Kawasakis!

DSC_0263 copy

Thus, as part of the unrelenting development cycle that racing demands, Kawasaki have recently introduced their brand new (Gen.5?) ZX-10R, a successor to the ‘Gen.4’ ZX-10R, which pretty much dominated litre class racing worldwide, even till its last year in production!

DSC_0271 copy

But, this time… there’s a catch. This is no update for the sake of Euro emissions standards (though it does meet new stringent Euro 4 standards), this time; the update was dictated almost solely by, and for, THE Kawasaki Racing Team- yes, the one that Tom and Jonathan ride for.

DSC_0274 copy

The (unofficial) scuttlebutt is that after a dominant 2013 with Tom Sykes, the WSBK rulebook was revised for the 2014 season to outlaw crankshaft modifications by the teams. That didn’t compliment Tom Sykes’ riding style, and the results in 2014 reflected as much. Though 2015 saw a new Kawasaki champion in the form of Jonathan Rea, development on the new ZX10-R was already in its advanced stages- and guess what was a primary development goal? Yeap- a much lighter crankshaft!

(The above statement is solely hearsay/internet gossip gleaned by your author, and no one in Kawasaki has actually officially admitted as much.)

DSC_0368 copy

That this new ZX-10R forms of basis of KRT’s WSBK bike is not in doubt. In fact, in many ways, this 2016 ZX-10R reeks of being a homologation-special; that beloved class of vehicle built purposely to satisfy production requirements of certain race series’. Think Ducati’s ‘R’ models, for example. The difference is that, unlike other manufacturers who produce a small ‘special’/’limited edition’ run of bikes, then charge you an arm-and-leg for the privilege, Kawasaki have incorporated all the race inspired/required stuff for serial production. It’s really impressive and, good value, if you think about it!

DSC_0284 copy

Initial riding impressions are excellent. The adjective that keeps coming back to me is: smooth. Litre bikes tend to be beasts; they boast power-to-weight ratios that make supercars blush, and in days of yore, were considered to be the reprieve of the highly skilled or… the reckless. Well, not anymore.

DSC_0285 copy

The electronics on this 2016 ZX-10R are a clear generation ahead of the previous one; to borrow a cliché, it’s like watching a movie on Blu-ray vs. VCD- all the ‘jagged edges’ that one would feel on the old bike when the electronics intervened are now all smoothened away in glorious Blu-ray resolution. With the new Bosch 6-axis IMU, there’s now sufficient data that every single aspect of the riding experience can be electronically regulated to the degree that you desire. From standing starts, to wheelies, to braking, to corner entries and exits, to flat out down the straights… All aspects of riding the ZX-10R are reliably tamed by its accompanying K-acronym.

Or, you could turn everything ‘off’.

DSC_0328 copy

However, if that has you thinking of the Kawasaki as a one trick electronic pony, please turn your attention to the race ready componentry and tweaks that adorn the ZX-10R: from those fancy Showa forks, M50 Brembo calipers and master cylinder, aforementioned lightened crank, lengthened swing-arm and, refined chassis geometry.

DSC_0363 copy

That, in a nutshell is what’s remarkable about this motorcycle- never before has a Superbike level performance been so configurable, so accessible, so safe.

So, who’s afraid of the big, bad wolf?

DSC_0427 copy

The 2016 Malaysian round of the WorldSBK championship is one of the most exciting ever for Malaysians because our homeboy Zulfahmi Khairuddin is now racing full time in the series with Team Orelac Racing Verdnature of Spain.

The Malaysian round of WorldSBK is happening on the 13, 14, 15 of May at the Sepang International Circuit, and if you do not already have a ticket then this is your chance to get more than just a ticket.

Zulfahmi Khairuddin on the left.
Zulfahmi Khairuddin on the left.

Bikes Republic is giving away 25 FREE TICKETS for the MOTUL FIM Superbike World Championship together with 25 BIKES REPUBLIC T-SHIRTS and 25 BIKES REPUBLIC KEY CHAINS!

We have 25 WSBK Malaysia 2016 tickets to give away!

All you have to do is answer at least ONE question CORRECTLY from the list of questions below, come up with an attractive slogan that starts with: I #supportfahmi63 because…, and email your answer to


There are also children sizes for your little future biker.
There are also children sizes for your little future biker.

We will then review your entry and contact you if you are a winner. The questions are as follows, don’t forget you only need to get one answer correct:

1) Name the Malaysian rider competing in World Supersport series in WorldSBK?
2) What team is Zulfahmi Khairuddin riding for in World Supersport series in WorldSBK?
3) Name one other location where the MOTUL FIM Superbike World Championship takes place in 2016.
4) What is the model name of Zulfahmi’s bike in 2016 Motul FIM Superbike World Championship?
5) How many rounds are there in the 2016 MOTUL FIM Superbike World Championship?
6) Name the hashtag for Zulfahmi in the 2016 MOTUL FIM Superbike World Championship?
7) What number is Zulfahmi Khairuddin riding under?
8) Who was the winner of the 2015 eni FIM Superbike World Championship?
9) When does the 2016 MOTUL FIM Superbike World Championship take place in Sepang?
10) Name one other superbike brand that is competing in the Superbike World Championship.

We are also giving away our official Bikes Republic 3D keychain!
We are also giving away our official Bikes Republic 3D keychain!

Please include the following information in your email entry:

1. Full name:
2. IC/Passport number:
3. Mobile number:
4. Your home address:
5. Email:
6. Your correct answers:
7. Slogan: I #supportfahmi63 because ….

It really is that simple, though we have to tell you that the t-shirt sizes are limited but we will try our best to get you your t-shirt size. And this contest is also only open to Malaysian addresses only, meaning we will only ship to a Malaysian address.

Send us your entry before the 9th of May via email to:

Don't miss this chance to get our popular Biker Kit t-shirt.
Don’t miss this chance to get our popular Biker Kit t-shirt.


WSBK Malaysia 2016 returns for a third instalment this year with SIC playing host once again.


SIC officially launched WSBK Malaysia 2016 as it celebrates its third annual edition this year.


2016 Shell Advance Asia Talent Cup pre-season tests conclude in Sepang, Malaysia. (more…)


Follow us on Facebook

Follow us on YouTube