Cardo announces new product line-up to set a new standard in Bluetooth communication devices.

Cardo Systems, the global market leader in wireless helmet communication for motorcycle riders, today announced a new range of Bluetooth communicators, raising the benchmark for quality and innovation once again.

Cardo is distributed exclusively in Singapore by Chong Aik International Pte Ltd

45 Desker Road, Singapore 209576
Phone: (+65) 6294 2532/1
Open on: Mon-Fri: 09:00am-06:00pm / Sat: 09:00am-05:00pm

With Cardo’s continued commitment to its customers, the new range confirms its position in the market as the best option for those demanding the most out of their riding. Bringing a new generation of products with an array of features as standard, such as over-the-air software updates, meaning no cables are needed, the most advanced Bluetooth 5.2 chip on the market will now be integrated into all devices. Fast charging as standards means you can focus on the ride ahead, with a 20-minute charge giving users two hours of ride time.
The Cardo SPIRIT is a brand-new product line and delivers all of the qualities that made Cardo recognisable as the high quality brand it is today, at an incredible introductory price of only 99.95 euros.

The SPIRIT is powered by the latest Bluetooth technology and brings all the essentials needed by a young, urban rider and combines them with unprecedented attention to detail, build quality and durability. With the ability to connect up to two riders up to a 400m range, it allows the rider to focus on the ride ahead and enjoy seamless connectivity.

The Cardo SPIRIT HD provides the unbeatable package, with everything a rider will ever want from a Bluetooth communicator at an affordable price. The SPIRIT HD is powered by the latest Bluetooth technology, and is combined with features such as high quality sound from powerful 40mm HD speakers, FM radio, and 13-hour talk time.

The Cardo FREECOM 2x establishes itself as the mid-range, and firm favourite in the product line-up, as the best Bluetooth communicator for two riders. Added benefits include premium Sound by JBL and analogue jog-dial. The Cardo FREECOM 2x sets a new standard for Bluetooth communicators with features such as Live Intercom, an auto-reconnecting Bluetooth connection for two riders, with live sound like never before. The Cardo FREECOM 2x also boasts features such as being waterproof and over-the-air software updates which provides additional value to an already incredible package.

Topping out the new line-up, the Cardo FREECOM 4x positions itself as the world’s best, fully featured, Bluetooth communicator for up to 4 riders. All benefits and features you’d expect from Cardo are standard with the addition of an auto-reconnecting Bluetooth connection for four riders, with live sound like never before – FREECOM 4x is the ideal premium Bluetooth companion for any ride.

Alon Lumbroso, Chief Executive Officer, Cardo Systems, commented “We are extremely proud and excited to replace our entire Bluetooth product range with two new exciting product families. The Cardo SPIRIT line sets a new standard for riders and our Cardo FREECOM x line-up raises the benchmark to position itself as the world’s best communication system on the market. Regardless of what or how you ride, we are confident we have a communicator for everyone.”

Pricing and availability of the all new Cardo FREECOM X and SPIRIT line will be released soon via local distributor Chong Aik International Pte Ltd.

Also, be sure to keep a look out for our review soon once we get our hands on the new units.

Cardo is distributed exclusively in Singapore by Chong Aik International Pte Ltd

45 Desker Road, Singapore 209576
Phone: (+65) 6294 2532/1
Open on: Mon-Fri: 09:00am-06:00pm / Sat: 09:00am-05:00pm

For the full press release video presentation, please see Cardo's official channel here:

Norton Motorcycle has had a tough go of it in recent years, dealing with an incapable CEO, dire financial straits, poorly performing models, and a recent stop-ride recall of its V4SS sportbike. Earlier this year the company was acquired by TVS Motor, a massive powersports company based in India, and now it looks to right the ship with its new V4SV sportbike.

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Norton proclaims the V4SV is the “most luxurious British superbike ever created,” and that it’s design is informed by Norton’s long history of TT racing.

The press information provided on the bike makes it clear that the V4SV has been in development for the last year, being tested and retested to live up to Norton’s bold claim. It packs a revised, 72-degree, 1,200cc Norton V-4 capable of producing 185 hp and up to 92 pound-feet torque.

The mill sits within a TT-tested aluminum tubular frame and features carbon fiber bodywork throughout. It’s packing a 3.9-gallon carbon fiber underseat fuel tank reinforced with Kevlar, and is suspended by Öhlins TTX GP and NIX 30 components, front and rear. Brembo kit handles the braking duties.

The bike will feature a full-color 6-inch display panel, LED lighting throughout, Wet, Road, and Sport ride modes, along with a full quickshifter and lean-sensitive traction control.

Details beyond that are not yet available, with a more detailed look at the bike promised for a later date. If your interest is piqued, however, Norton is taking inquiries about the bike here.

Article first published on Motorcyclist Online.

Legendary Ducati rider Paul Smart, 78, has sadly passed away after being involved in a road traffic accident.

The former British Grand Prix rider was best known for winning the Imola 200 with Ducati, with the Italian marque releasing a special Paul Smart 1000LE in 2006 in honour of Paul’s victory. Paul also enjoyed success with the likes of Suzuki, Triumph, Kawasaki and Yamaha before he retired in 1978.

Paul’s son, Scott Smart, is FIM Technical Director in WorldSBK and a former British Superbikes race winner.

A statement from Paul’s family said:

Quote

 

It is with huge sadness we have to report that Paul lost his life in a road traffic collision earlier this afternoon while riding his motorcycle in East Sussex and Kent.

The police and coroner are investigating the circumstances surrounding the accident.

Paul was a hugely popular character in and out of the paddock, and much loved by his family, friends and fans around the world. He was 78.

He will forever be synonymous with Ducati, the Italian brand he propelled to international acclaim with victory in the 1972 Imola 200 race. Paul also shared a special affinity with the Brands Hatch circuit, having lived literally next door in West Kingsdown for many years.

So much more can and will be written in the days and weeks ahead about a life well lived that has been tragically curtailed.

Paul is survived by wife Maggie, son Scott and daughter Paula who kindly request their privacy is respected at this difficult time.

 

RIP legend.

A pristine example of the Ducati Paul Smart 1000 LE

Motorcycle (and scooter) manufacturers are taking their designs and feature cues in their new scooter models further from the norm and putting more power and features packed within a wildly designed bodyshell as they see more riders move into the scooter segment for easier maintenance, lower pricing than their Class 2 counterparts, as well as an automatic transmission for ease of use.

If you ask anyone what's the wildest and most hyped up scooter they can think of now, they'll probably point you in the direction of the Italjet Dragster, and that's one mean looking beast. The Italjet Dragster has almost no body panels, exposing its trellis frame and shouting "RACE" even when standing still. It is one of the most extreme scooters that we have seen in recent time, and that is exactly who this scooter has been designed for. No corners were cut and top-end parts such as Brembo calipers, Pirelli tires come stock on the Italjet Dragster.

Italjet Singapore exclusive distributor: Scooter Narcotics

109 Kaki Bukit Ave 1, Singapore 415989
Tel: +65 9009 2371

What's more exciting than that is, very soon, there will be quite a few of these Dragster running around our little sunny island, courtesy of Italjet's exclusive distributor - Scooter Narcotics. We can't wait to get our hands on a test bike and if our intel is correct, the first few models should be homologated soon and be legal for use on our roads.

The Italian firm revealed the unconventional four-stroke twist-and-go in both 125cc and 200cc guises back in late 2019 and claim to have taken thousands of orders worldwide since.

Initially due for release last year, a global pandemic and stringent Euro5 emissions rules saw the firm push deliveries back into 2021 – with all bikes now getting a larger 200mm front disc (up from 175mm), ABS (early 125s used combined brakes instead) and suspension components from Paioli.

There is also a limited edition model which has been completely sold out even before deliveries so you're out of luck if you wanted to get your hands on the limited gold colourway.

If this scooter is something that tickles your fancy, be sure to reach out to Scooter Narcotics today to book a test ride and your reservation, and do check back on SingaporeBikes.com for our first look and review!

• Pricing in Singapore: TBC
• Pre-Orders: Available Now
• Delivery: TBC

If there's one motorcycle that we've been excitedly waiting to review for 2021, something that promises to be a game-changer, then the Kymco KRV180 from Taiwanese manufacturer Kymco would be just the scooter that we've been waiting for. Although if you're a biker looking to purchase a new scooter in the Class 2B segment, you would be more than spoilt for choice as they are over 10 models to choose from, and for a brand to differentiate itself from the competitors is no easy feat.

When we heard about the KRV180 late last year, what got us excited was that the approach that Kymco has taken to launch this brand new model, is to take what was already in the market, replicate the best practices and features that most riders already love, and make it that much better. The uniqueness of the KRV180, from its independent rear swingarm (a first for any Class 2B scooters), to sequential LED indicators front and rear, Bosch ABS all around, and a separated internal and external belting system, were all something that you don't often or never see on a Class 2B scooter. What topped it off was the 175.1cc liquid-cooled FI engine that pushes out 12.3kW of power and 15.68Nm of torque, putting it well above the rest of its competitor in this space.

Read on more below to find what what we think about the Kymco KRV180, and our initial thoughts and impressions after spending 3 days, 180km, and a whole lot of rainfall while reviewing this scooter.

KYMCO Singapore authorised distributor: Motorsport Pte Ltd

KYMCO Singapore
Blk 3006 Ubi Road 1, #01-350, Singapore 408700
Tel: +65 6281 9778

Outlooks & Design of the Kymco KRV180

When we first saw renderings of the KRV180, this is unlike any scooter in the market currently. While most scooters cater to the economical commuter and thus have softer designs, rounded body panels and a more time tested design, we can't help but wonder if designers had their free hand to design a scooter that would appeal to a more motorsports driven scooter, what would it look like? This idea has manifested itself in the Kymco KRV180.

The bold design, sharper angles and beautiful LED lighting all around have given a look to the KRV180 of one that exudes sportiness, looking fast while being stationary, and when you add the modifications into the mix, you can create a scooter that you truly call your own. Days gone by of when you tell people you ride a boring old scooter are now in the past as if we dare say, this is one menacing looking beast. As the interest in scooters becomes ever more prevalent as commuters look towards more economical ways of travelling, motorcycle brands are now trying to take the design of scooters to the next level and we think the only other one that comes close would be the new and incoming - Italjet Dragster.

The KRV180 has smart badging all round the scooter to let people know this isn't just any ordinary scooter, the "Type S" badge on its rear quarter shows off the sportiness aspect of the scooter, and the 3 colour options that are available makes certain that there is a KRV180 suitable for everybody. Local agent Motorsport Pte Ltd feels that the Blue option would be the most popular but if we'd have our pick - the Black model with Gold rims is definitely our choice.

The exposed rear half of the scooter also gives a peek into the thought and design that has gone into the technical aspect of the KRV180. Red rear coil springs, an independent rear swingarm like those you find on the Kymco AK550 or Yamaha TMax, and a beautifully crafted exhaust that makes us think there isn't any need to buy an aftermarket one (more on that later). All in all, we think Kymco has designed the KRV180 to be a smart little package, a pocket rocket if you will that will stand out from the rest of the NMaxes and PCXes.

Engine, Technicals & Power of the KRV180

When we collected the KRV180 from Motorsport Pte Ltd's showroom, at first twist, we knew this was something quite different from most other scooters we've tested. The 175.1cc 4 valve engine delivered power very smoothly, and instantly you could feel that was a lot of torque and the little rocket was rearing to go. What we like for daily riding (shoutout to our delivery riders) was that there was little to no slack in the throttle controls, and that the powerband was very consistently throughout the whole rev range. You know that hesitation as you move off the line after coming to a stop? It's not there with the KRV180.

The first modification for any Class 2B motorcycle would usually be a set of bar-end balancers because when you push a 155cc engine above 90km/h, everything starts vibrating and shaking. We found no need for a set of aftermarket bar-end balances on the KRV180 because of its larger displacement resulting in a more balanced and stable right. Power throughout is sufficient, and because of its capacity advantage it has over its rivals, there is definitely more 'omph' versus riding something in the 150-160cc category.

What really impressed us however, was the stock exhaust system that came on the Kymco KRV180. Starting the scooter for the first time we were pleasantly surprise when the engine came to life as it gave out a deep burble, and had sufficient volume so that you know what you have here is no any run of the mill scooter that you take to the market. We'd go as far as to say that the stock system on the KRV180 sounds even better than some aftermarket exhaust systems on the market. This is another way that you can save some money and use it instead for other modifications.

Close up look at the exhaust system and the CVT belt-drive system. We like those red touches.

Kymco has also focus on making sure that the maintenance of the scooter is easy as they come with average service intervals, and the Japanese made belts for both the CVT system and they drive train have a replacement mileage of 20,000km and 50,000km respectively. This is another big different from both scooters as it uses a dual-belt drive system so as to have a longer useful life for the belting systems. It also looks like it means business as you have a hidden belt compartment on the right side of the scooter, and an exposed drivebelt system on the left side of the scooter.

Handling & Riding Impressions of the Kymco KRV180

One thing that we noticed right off the bat is the enormous wheelbase of the Kymco KRV180. This is a result of the KRV180 being the first scooter under the 200cc category to employ an independent rear swingarm from the likes of much bigger capacity scooters in the market. This is actually one of the most prominent feature that sets the KRV180 apart from the rest as the changes in the riding dynamics that have resulted from this is very obvious in the day to day riding that we did.

Check out that wheelbase & the rear independent swingarm!

You know how the first 'major' modification for most scooter riders would be to change out the rear shock of their scooter as the ride quality from factory is usually very harsh and jarring when going through uneven terrain or potholes? We didn't have any issues here at all. In fact, we specifically tried looking for uneven bumps in the road to test out the suspension to the limit but were unable to replicate any hard knocks as the "Kymco Suspension System (KSS)" just soaked it all up like a magic carpet ride. Although priced at a premium, the Kymco engineers sure knew what they were doing when they decided to put an independent rear swingarm on a 175.1cc scooter. Here's yet another part that you can save money on not having to go the aftermarket route!

On the handling aspect, the longer wheelbase also translated into smoother and more 'flowing' turns into corners and although the rain did not stop during our test ride, the bike felt very planted without any twitchiness. One offsetting factor of a longer wheelbase however is the turning radius of the scooter. While slightly widest than most, it is still very well acceptable within the range.

The sidestand is placed close to the front half of the KRV180 with the main stand being towards the rear

The other area of focus when we put over 180km on the bike was to test the build quality. Most bikers in Singapore has always been very weary of scooters produced outside of Japan, due to its reliability issue, lack of aftermarket parts, as well as build quality. Going through bumps and the general roughness of the road did not rattle anything loose, we were not able to hear any squeaks or rattling, and pushing on the body panels the gaps and tolerances were on par to any top tier brands. This is certainly very impressive as even on the Japanese brands' budget scooters, you'd often hear rattles and have loose panels on their scooters.

The Kymco KRV180 is completely built and assembled in Taiwan, using the Bosch ABS system and all belting on the bike is from Japan. For a further peace of mind, Motorsport Pte Ltd is giving a full 12 months warranty with any new scooter purchase.

Check out those brakes! (rotors are aftermarket)

The one thing that we thought could be improved was that the windscreen (or lack thereof) of the KRV180 is extremely low, similar to the Yamaha Aerox 155. And with the speeds that this scooter can reach, there is a certain amount of wind resistance that could be mitigated with an aftermarket windscreen. This could be another modification to consider if you're going to be taking the KRV180 on long rides or journey up North when the border reopens.

Technology & Features of the Kymco KRV180

The last aspect that we focused on, and this was also a big talking point during the KRV180's press release, is the sheer amount of technology being thrown into the mix here. Have you ever wondered in 2021 why some motorcycles still come with Halogen lights? We did. But with the Kymco KRV180, there was really nothing to fault (well ok maybe except it's pricier than other Class 2B scooters).

Just to give you an idea, here's a full list of tech and features that comes with the KRV180 Type S being imported into Singapore:

• Full LED lighting system all around
• Sequential LED turn signals front and rear
• Dual LED screen console on dashboard
• Bosch ABS front and rear
• Traction control system
• Keyless entry and start/stop with security button
• USB charging port comes standard
• LED light within underseat storage

Underseat storage sufficient for 1 helmet, with LED lighting (DVR not included)

Keyless system, coffee hook, and USB charging unit with a deep usable pocket

All the features are very intuitive and easy to get to, and we've not had any faults in our 3 days of riding the scooter.

One standout point for us while testing the KRV180 at night was its headlights. My goodness the sheer clarity, distance, and brightness of the headlights was something we've almost never seen before. The symmetry and cutoffs were sharp and not glaring to other road users. Enough of us talking about this - let us show you the pictures.

Low beam on the left, high beam on the right

Price, Availability & Colour Options for the Kymco KRV180 in Singapore

The Kymco KRV180 is available for booking with ready stocks in Singapore now from Kymco exclusive distributor - Motorsport Pte Ltd (Kymco Singapore). There are 3 colours available - Indigo Sea Blue, Snow Peak Silver, and Ether Black. Limited stocks are available so if you're interested in checking out the KRV180, do head down to their showroom to have a look and test drive.

All 3 colours available for the Kymco KRV180

Machine price for the Kymco KRV180 starts at S$9,000 and all models imported into Singapore are the "Type S" variant and comes with a whole host of options included. Yes yes, we know that this is roughly a 25% premium over other 155cc scooters in the market once you have factored in the current COE prices of $9.3k, but if you compare all the features you are getting on the KRV180, with its Class 2 scooter-like suspension system, and the top quality exhaust and technology package, it could just about seem worth it for the price!

Kymco KRV180 Type S

Please note that our test bike used for this review has a few aftermarket parts added on to it but does not affect the performance, handling, riding, or economy of the bike in anyway. What we have reviewed here is probably extremely similar to what a stock and original bike would feel like.

If you mention "SingaporeBikes.com", they might just be nicer to you and work out a special deal for you!

KYMCO Singapore authorised distributor: Motorsport Pte Ltd

KYMCO Singapore (Showroom)
Blk 3006 Ubi Road 1, #01-350, Singapore 408700
Tel: +65 6281 9778

If you've been a biker for a long time, you would know that not many shops or even authorised agents allow for test-riding in Singapore. Motorsport Pte Ltd however, is so confident that this new KRV180 is such a level above the rest of the competition, that good news, test rides ARE available for potential buyers so you can ride and feel the awesomeness of the KRV180 for yourself.

Stocks are limited so hurry down to their showroom today for a test ride (but please call prior to check for availability).

Ready to be taken home by you! Blue on Gold wheels looking good!

For more pictures:

When Honda unveiled the City Adventure concept bike at the 2015 EICMA show in Milan it was frankly confusing—the firm didn’t reveal any specs or information alongside the bike, nor did it try to justify the existence of a machine that attempted to bridge the yawning gap between adventure bikes and scooters.

So when that concept became a production reality a year later as the 745cc, parallel-twin-powered X-ADV, combining NC750 underpinnings with those urban-adventure looks and a surprisingly high spec and high price, it was even more of a surprise. Now the X-ADV is in its second generation and a success in Europe, despite costing 45 percent more than the NC750X adventure bike that shares the same engine.

The Honda ADV150, which is a mini ADV750 if you will and competes in the very crowded Class 2B scooter segment, has grown to become on of the most popular scooters here in Singapore due to its rugged good looks, higher ground clearance. Now the Japanese firm is planning to launch a third “ADV” model: the ADV350. Having filed trademark applications for the “ADV350″ name earlier this year, Honda now has model type approval in Europe, and the resulting documents give us the first glimpse of genuine specifications for the bike. We expect the Honda ADV350 to arrive in Singapore soon and it will go up against the likes of the XMax 300, Forza 350 (which it shares a lot of similar parts with), and other middleweight scooters. 

Mechanically, unsurprisingly, the ADV350 will employ the Forza 350 scooter’s 330cc single and much of the Forza’s chassis. Honda
has shorten route to production and increased cost efficiencies by using the Honda’s Forza 350 as its base, carrying over the same 330cc single-cylinder engine and twist-and-go transmission. There’s no change in performance in the transplant, with Honda’s documents showing a peak power of 29 hp at 7,500 rpm.

The chassis, too, appears likely to be borrowed from the Forza 350, as most of the dimensions are close to those of the conventional scooter model. The ADV350′s wheelbase is fractionally longer at 1,520mm (59.9 inches) instead of 1,510mm (59.5 inches), which is likely to be the result of larger, off-road-style wheels and tires instead of the Forza’s 15-inch front, 14-inch rear combo. Weight is similarly up a fraction, going from the Forza’s 406 pounds to 410 pounds. A second version of the ADV350 has also been approved with the same physical dimensions, but a weight of 415 pounds, suggesting it features extra equipment as standard.

What the Honda ADV350 could look like fully kitted out

The ADV350′s overall length, at 86.6 inches, is a fraction longer than the 84.5-inch Forza, again probably due to the larger wheels. It’s also wider at 35.2 inches across instead of 29.7 inches, pointing at broader bars, but even though it’s sure to have more ground clearance than the Forza, the ADV350 is lower at the top of its screen, which can be adjusted to give a height range from 51 inches to 56.3 inches. In comparison, the Forza sits 59.3 inches tall.

Another modified version of the Honda ADV350

Honda’s strategy with current ADV models is now complete for all the licenses classes in Singapore, with the ADV150 catering to the Class 2B riders, the ADV350 catering to the Class 2A riders, and the X-ADV750 catering to the Class 2 riders. For those of you currently riding the ADV150, will this 330cc single cylinder engine be a worthy upgrade? Let us know in the comments section below!

Triumph Motorcycles has recently revealed the all new new Triumph Tiger Sport 660 ADV tourer to the media globally via a virtual press conference (C*VID right?) - At first glance, the bike is quite a departure from the current Tiger’s design philosophy with a sharp and sporty-looking half-fairing that holds twin LED headlights. The fuel tank has grown larger to 17 litres — from the 14 litres in the Trident — and the bike gets a new digital display with a small colour TFT section. Overall, a marked improvement from models of previous years.

The motorcycle is expected to arrive in Singapore sometime in 2022 and will be distributed exclusively through Triumph's agent in Singapore - Mah Pte Ltd. The Triumph brand in Singapore has long been held in great regard with the camaraderie amongst Triumph riders strong enough to keep bikers in the family - and the fact that Triumph motorcycles evoke a sense of emotion in you that you'd be hard press to find in other marques is just the icing on top of the cake. Fundamentally, Triumph bikes have always been quality and rider focus first, and that recipe has been working for them for many years.

TRIUMPH Motorcycles are distributed exclusively in Singapore by:

Mah Pte Ltd
www.mah.com.sg
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

Contact them today for special deal for SingaporeBikes.com members!

The side and tail angles are more familiar to the Trident, but the bigger fairing will give the Tiger Sport 660 a stronger sense of presence. There are three colour combinations available — Lucerne Blue and Sapphire Black, Korosi Red and Graphite and a minimalist Graphite and Black option.

Features wise, the Tiger Sport 660 gets self-cancelling indicators, dual-channel ABS, switchable traction control and two riding modes — Road and Rain. Triumph says there are over 40 homologated accessories, including specially designed panniers and a large top box.

The Tiger Sport 660 uses the steel main frame from the Trident, but the subframe is now different to accommodate the extra load that this bike is designed to carry. The swingarm is a little longer as well and the wheelbase has gone up by 11mm. Triumph says that the seat has been redone for better comfort. The bike has a seat height of 835mm.

The Tiger Sport 660 gets 150mm of suspension travel at both ends, compared with 120mm and 133.5mm of front and rear travel on the Trident.

The suspension components are made by Showa, with a non-adjustable 41mm USD fork and a pre-load adjustable shock with a remote preload adjuster. The rest of the chassis components, including the 17-inch wheels, Nissin brakes and Michelin Road 5 tyres are shared with the Trident.

The 660cc three-cylinder is nearly identical to the Trident and produces the same 81hp and 64Nm. The internal gear ratios and final drive ratio are untouched, but Triumph says there are some small differences in the overall tuning for this application. As with the Trident, the six-speed gearbox can be optioned with an up/down quick-shifter.

The Tiger Sport 660 wrapped in Triumph Camo prior to the release

Here are 10 facts about the Tiger Sport 660 to get you up to speed on the 2022 model and expect a full review to follow when the motorcycle arrives in Singapore:

1. The 2022 Triumph Tiger Sport 660 is street-focused. Like the Tiger Sport 850 before it, the Tiger Sport 660 has 17-inch street tires—that seals the deal as far as off-road capability goes. This is a pure street-going motorcycle with adventure styling, which includes a bit more suspension travel and taller seat height to enhance your view of the world as you tour or commute.
   
   
2. The Tiger Sport 660 gets the same motor as the Trident, and in the same tune. That means an identical 80-horsepower peak delivered at 10,250 rpm, and maximum torque output of 47 ft-lbs at 6250 rpm.
    
3. Touring bona fides come from integrated mounts for panniers. Although the side cases are an accessory, the Tiger Sport 660 comes from the factory with mountings integrated into the rear subframe. A 52-liter top box is also optional, and it will swallow up two full-face helmets.
    
4. The 4.5-gallon fuel tank and estimated fuel consumption of 44 mpg work out to a range of just under 200 miles. That’s a decent number for a touring bike and for trips up North for when the border opens!
   
   
    
5. Michelin Road 5 tires are all about long wear and high-performance in the wet. When you’re touring, you never know when the weather will come after you, so Triumph slipped a pair of tires on the Tiger Sport 660 that can handle inclement weather.
    
6. Showa handles the longish-travel suspension. The Showa suspension on the 2022 Triumph Tiger Sport 660 is on the basic side. The fork is non-adjustable, though of the inverted persuasions with cartridge internals. The shock allows remote hydraulic adjustment of spring preload, plus rebound damping adjustment. Wheel travel at both ends is just under six inches—long for a street bike, modest for ADV.
   
   
7. With the longer suspension travel comes a higher seat height. The Tiger Sport 660’s seat is 32.8 inches above the pavement—a bit higher than a Tiger Sport 850.
    
8. The windscreen can be adjusted with one hand while riding.
   
   
    
9. The electronics suite on the Tiger Sport 660 includes two power modes, switchable traction control, and a ride-by-wire throttle, plus a TFT display to monitor it all. There’s also a slip-and-assist clutch, though no quick-shifter. The My Triumph system, which coordinates your smartphone and the Tiger Sport 660, is optional but does not have support for Singapore / Malaysia mapping at the moment.
    
10. Availability of the Tiger Sport 660 should be sometime in 2022 and we will advise on OTR pricing closer to the date. If you want to express interest and place your reservation - Check in with Mah Pte Ltd, details are at the start of this article.

The Yamaha R7 has been launched for the first time by Yamaha, and this first iteration of the new middleweight sport bike contender from Yamaha is slated to be a 2022 model production year. We can expect it to arrive on our shores some time next year and those who love their Yamaha R7 will be please to know that if they're looking to upgrade or for a replacement, there is the option of the R7 after Yamaha announced that the production for the Yamaha R6 would be ceasing.

Who is the new Yamaha R7 for? You might ask.

The 72bhp parallel twin really going to cut the mustard on the road and track, or be enough for bragging rights when you meet up at the nearest carpark with your other riding kakis?

In fact, the Yamaha R7 is for everyone and neatly proves you don’t always need lots of power and tech to enjoy yourself. 

Sporty, friendly and with a voracious appetite for corners, it’s the perfect machine for new Class 2 riders to start their sportsbike journey and decide if they should upgrade to a full litre bike.

Its relative lack of straight-line performance and basic spec may put some off and the brakes could be better, but the R7 is all about the purity of riding while not scaring yourself silly. It’s well built, handsome and comfortable, but best of all affordable: half the price of an R1, twice as fun on the road.

Yamaha's Singapore authorised distributor:

Hong Leong Corporation - Yamaha Motor Singapore
Address: 178 Paya Lebar Rd, Singapore 409030
Phone: 6749 0588

 WhatsApp to ENQUIRE now! Special price for SBF members! 

The R7’s tubular steel frame is the same as the MT-07’s with more weight shifted to the front for extra feel tipping into corners. New ali side plates around the swingarm pivot to add rigidity.

KYB upside down forks are fully adjustable (rebound in right leg, compression in left) with a cast ali top yoke and forged ali bottom. They’re spaced 20mm wider than the MT-07’s and 5mm closer to the steering stem. Spring weight (18N/mm) is the same as the R6’s. Rake is steeper, from the MT-07’s 24.7 to° 23.5° (both run the same 90mm trail) and wheelbase reduced 5mm to 1395mm.

The shock is adjustable for preload and rebound damping (no compression) and fitted with a new rising rate linkage, lifting the rear for a sportier stance.

New four piston front brake calipers are now radially mounted with a 16mm Brembo master cylinder and ABS. Lightweight 10-spoke wheels, taken from the new MT-09 are shod with Bridgestone S22 sports rubber, 120/70 x 17 front and 190/55 x 17.

It’s 4kg heavier than the MT-07, thanks to its extra plastics and that’s despite a one-litre smaller fuel tank and 1.1kg lighter battery.

The R7 is comfortable…for a sportsbike. Clip-ons are still low to weight the front end and the pegs relatively high to keep them from grazing tarmac, but they’re nowhere near as extreme as a traditional race rep. Knees aren’t squashed, the seat is generously padded (and 15mm lower than the old R6 perch) and there’s decent wind protection. Even the mirrors work well.

Your view down to the cockpit is trademark ‘R’ and if it wasn’t for the fact the R7 feels so light (just 188kg fuelled and ready to go) and nimble, you could be fooled into thinking you were astride an R1 or R6. The top yoke mimics Yamaha’s superbike, you get a snazzy 4.5 colour dash and neat, simple switchgear.

Handling-wise the R7 comes from good stock. The MT-07 has always been nicely balanced, if a little bouncy at the limit, but with its beefed-up suspension, brakes, faster steering and fatter, stickier rubber the new Yam is so sure-footed and forgiving there isn’t much that’s going to get away from you on the road, if you know how to peddle. The R7’s superpower is corner speed – letting the brakes off, railing though at full lean and not having too much power to worry about the other side.

Yamaha have honed the R7 so well there’s very little to complain about, except the brakes. The hardware is all there: twin discs, powerful four-piston radial calipers and a Brembo master cylinder with a superbike-style adjustable front brake lever, but the way the Japanese firm set their ABS robs the set-up of feel. It’s not just the R7 that suffers from this, the all-singing R1’s brakes are just as remote and wooden at the lever.

On track the R7 initially feels flat, but bear with it, because the harder you push it the more exciting it becomes. Fit stickier rubber and with more grip than power (and even with its slightly soft rear shock spring), you need to be pushing incredibly hard to make a dent in its abilities. Best of all, without having big power to control you can take liberties with the throttle at big lean angles without worrying about launching yourself to moon.

Riding with other R7 gets laugh out loud emojis floating from your crash helmet, but here’s the thing: in the real world that’s going to be hard to do. At a trackday you’ll always be in with faster bikes, regardless of the group, resulting in the cat and mouse of your corner speed versus their top speed. Sometimes that would be fun, sometimes terrifying.

If trackdays, one day, had groups for these new generation middleweight twins that would be another (extremely entertaining) story and would see the class really take off. If you can’t wait for that Yamaha plan to run R7 Cup championships all over the world if you fancy bashing fairings with like-minded lunatics.

You'll be able to race your 2022 Yamaha R7 in the R7 Cup

Yamaha have left the MT-07’s four-valve 689cc parallel twin virtually untouched for its new life in the R7. It still makes 72bhp@8750rpm and 49ftlb of torque at 7750rpm and has a more direct throttle cam, but it slips through Euro5 thanks to new ECU and injection settings, tweaks to the intake ducts and exhaust. 

The six-speed gearbox remains, but now has an ‘Assist and Slipper’ clutch for a lighter lever action (by a third) and to prevent rear wheel hop into corners. Gearing is slightly taller with a one-tooth smaller rear sprocket (now 42) and combined with its superior aero Yamaha claims an 8% faster top whack than the MT-07. 

Top speed for the Yamaha R7 should be right around ~210km/h.

Unlike a highly strung race rep, everything about the Yamaha easy. The gearbox and clutch are light, accurate and the motor’s power is delivered smoothly, even at low-rev town speeds. Its torque curve is so flat and controllable you certainly never miss not having traction control.

Being a Euro5-friendly parallel twin it’s exhaust note won’t go down as one of the greats, but on the flip side the 270-degree crank gives your ears a nice, dark V-twin-like warble to listen to when it’s working hard and is muted enough not to annoy the neighbours when it’s not. But stick a race pipe on it and you’ll be able to hear it in the next county.

If you’re used to something with a lot more power, the Yamaha will feel steady at first and lacks the insane, warp speed punch of a superbike or supersport weapon up top, but that would be missing the point and one of the reasons those monsters don’t sell anymore. The joy of riding the R7 comes from welding the throttle to the stop and not slowing down for corners. Think of it like the early 90s 250cc two-strokes and 400cc four-strokes we oldies grew up with or for the yoof: a sharper, moderately more powerful version of your A2 license bike.

Just like the MT-07 it’s based on the R7 punches well above its weight. Keep it singing and you quickly realise 72bhp is more than enough for the road and on track will easily wheelie off the clutch in second, especially with no electronics to get in the way of your fun. 

It’s easy to gather speed and keep up momentum, but everything happens more slowly than on a more powerful bike, so it’s never taking you for a ride or needs super-human levels of effort, skill and commitment to control.

If it’s going to be anything like any of the three-generations of MT-07 that stretch back to 2014, which it is, the R7 will be mechanically bombproof.

If you’re used to the glitz of an all-singing sportsbike the R7’s modest level of chassis equipment won’t be as tempting as if it had shiny Öhlins, chunky Brembos and a raft of electronics. If it did the price would shoot up and defeat the point of what Yamaha is trying to do.

It may not have all the bells and whistles, but fit, finish and build quality are excellent for the money and looks every inch a mini-me YZR-M1 MotoGP bike with its tank gills, M-shaped central air scoop and slender, angular bodywork that’s slipperier than Yamaha’s R125, R3 and R1.

You also get ABS and 4.5in colour dash that contains info like speed, gear position and fuel gauge are nicely prominent, but they’re hard to read in direct sunlight.

We'll update again when we hear back from Yamaha's official distributor in Singapore, Hong Leong Corporation Pte Ltd - Of when the Yamaha R7 will arrive in Singapore and what is might cost. With the current prices of the COE, we shudder at the thought of looking at the new OTR price of a Class 2 sport bike.

Do you like the Yamaha R7 and is Yamaha moving in the right direction? Let us know in the comments section below!

This article was originally produced by our friends over at OneShift and all rights and pictures belong to them.

At the Pan America launch a few weeks ago, we got to test ride the brand-new Harley for a short sprint on the road, and to test its off-road capabilities at the Sarimbun Scout Camp. Now, we bring it for an extended ride in real-world conditions on our city streets to see how this go-anywhere, do-anything H-D fares.

As a quick recap, this is H-D’s first adventure motorbike, a company more famous for its cruisers. It’s a bold move that’s definitely elicited some curiosity, or even worse, criticism from H-D diehards. For those new to the brand like myself though, it’s rather refreshing to see the company innovate and try something new.

The bike doesn’t stray too far from the typical adventure bike profile, sitting quite high and with large clearances front and rear to allow it to go through any terrain. There is a useful wind deflector and modern-looking headlights up front, as well as a large V-Twin that dominates the side view. It’s a stout, confident look without being overly macho, although it won’t instantly be recognised as a Harley.

From The Saddle

An innovation you’d notice all the time is how the bike would lower itself when it’s not moving (standard on the ‘Special’ trim). So when you’re mounting the bike, you’d find it much easier than you would expect due to a lower saddle height. Once on the move, the bike will raise itself. It’s an ingenious way to make the bike more usable and accessible, but I am not sure if it would be an expensive fix if it goes wrong.

The rider takes on an upright posture on the Pan America due to the highly-set handlebars, which gives a commanding view of the road ahead. There is a high-resolution screen from which you receive all of your vital information as well as to make various setting adjustments. The Pan America is a technology tour de force but it manages to keep everything easy to use; the on-screen graphics are crisp and the UX is surprisingly well-sorted. One small annoyance is the turn signal button, which is not very intuitive especially when wearing gloves.

The Ride

The Pan America is using an all-new 1,250cc V-Twin that boasts low-end torque as well as high-end power. In practice, it is very well-suited to the grand touring personality of the Pan America, offering plenty of power on tap in the low to mid range. It’s not particularly rewarding to wring it out to the redline in terms of power delivery or sound, so I’d just ride it in its sweet spot which is in the lower part of the rev range.

For the urban grind, the Pan America takes it all in its stride. Its generous ground clearance and well-judged damping gives an effortless riding experience, allowing humps to be conquered at speed and softening out most harshness from uneven road. Wind buffeting is also kept a minimum at highway speeds, allowing a rather relaxed ride. Only in traffic jams do you notice the heat of the engine dissipating near one’s thighs, which can be a bit uncomfortable if one is not properly attired.

On a late night ride, I got to bring the Pan America along some twisty back roads. The bike definitely feels large and a bit out of place going quickly at bends, but it is capable and in Sport mode, would give some semblance of sportiness without feeling like a cumbersome adventure bike. In fact, for its size, it is uncommonly agile and not at all heavy, feeling like a much smaller bike than it actually is. That said, it is much happier being on the open road cruising.

Our Thoughts

Our ride on the road confirms our thoughts that the Pan America, as a first attempt at an adventure bike from H-D, is quite an achievement. It really fulfills the brief and puts forth a compelling case to the venerable BMW GS. However, its lack of association with the H-D brand’s well-loved, and well-worn, values may be the Pan America’s biggest hurdle to cross.

Celebrating the partnership between two British icons, Triumph are pleased to announce a stunning new limited edition motorcycle inspired by the incredible Tiger 900 Rally Pro, which features in amazing stunt sequences in the forthcoming 25th James Bond Film, No Time To Die.

Just like the Bond films, Triumph Motorcycles brings a well-established and instantly recognisable British authenticity, fashioned and proven over time.

TRIUMPH Motorcycles are distributed exclusively in Singapore by:

Mah Pte Ltd
www.mah.com.sg
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

Contact them today for special deal for SingaporeBikes.com members!

With a long and illustrious history in designing, developing, and manufacturing premium motorcycles with exceptional levels of performance, capability and handling, Triumph provided the James Bond stunt team with the perfect fit for the key action sequences in Bond’s latest outing, through the incredibly capable Tiger 900’s and Scrambler 1200’s.

Lee Morrison, No Time To Die stunt coordinator: “The Tiger 900 is the most confidence-inspiring bike, it allows you to really push the ride as far as you want, you can take as many liberties as you want; stand up sideways drifting in third gear, slow wheelie it, slide it Supermoto-style.  I honestly think it’s one of the best bikes I’ve ever ridden, it’s fantastic.”

Limited Edition

Strictly limited to just 250 motorcycles, the new Tiger 900 Bond Edition celebrates the iconic British partnership between James Bond and Triumph.

Each of these stunning motorcycles are individually numbered and come with a signed certificate of authenticity.

Desirable, Distinctive and Sophisticated

The Tiger 900 Bond Edition features a unique and eye-catching Matt Sapphire Black paint scheme and 007^TM graphics, enhancing the bike’s stand-out look and premium style and making this a truly unique and desirable motorcycle.

Each motorcycle also comes with a premium, billet machined handlebar clamp, with the bike’s unique limited edition number.

Finally with the unique styling details, the Tiger 900 Bond Edition includes premium ‘blacked out’ detailing throughout. The frame, headlight finishers, side panels, sump guard, pillion footrest hangers, auxiliary lamp shrouds and engine guards all have a premium, black finish.

Premium detailing and equipment

Enhancing the Bond Edition theme, the new limited edition Tiger 900 features an exciting bespoke 007^TM start up screen animation and heated rider and pillion seat, crafted with unique Bond Edition branding.

Along with all of the Tiger 900 Rally Pro’s category-dominating specification the new limited edition also comes with an additional pair of high performance Michelin Anakee Wild handbook approved off-road tyres (in addition to the factory fitted Bridgestone Battlax tyres), and a premium Arrow Silencer, which features a lightweight brushed stainless steel body, with a carbon end cap and strap.

Triumph has recently expanded its popular Speed Triple range with the introduction of the 1200 RR - which was unveiled to journalist just 2 weeks ago. What Triumph brought to the fair was hands down on of the most impression launches in recent times - with a big part of that awe coming from just how jaw-dropping the 2022 Triumph Street Triple 1200 RR looked. Dare we say, this could be one of the most beautiful cafe racers to ever grace our eyes in recent times but without all the traditional niggles and problems of yesteryear motorcycles?

TRIUMPH Motorcycles are distributed exclusively in Singapore by:

Mah Pte Ltd
www.mah.com.sg
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

Contact them today for special deal for SingaporeBikes.com members!

Bringing a retro feel, the 1200 RR is based upon the Speed Triple 1200 RS which was released earlier in the year. The two share the same 178bhp 1160cc triple engine, but the RR takes a slightly more cafe racer-style approach to looks.

The most noticeable change between the two motorcycles is the fitment of a single round headlamp, which replaces the twin headlamps on the RS. This is joined by clip-on handlebars, while the footpegs have been moved backwards. Combined, they give a more forward-leaning riding position.

The RR incorporates Brembo brakes with 320mm discs, as well as lean-sensitive ABS. Adjustable Ohlins suspension is fitted as standard, too. They’re semi-active units, too, which means that they can be adjusted depending on the kind of riding you’re doing. Metzeler Racetec RR K3 tyres are fitted as well.

All bikes get a full-colour five-inch TFT screen, while Triumph shift assist with up and down quickshifter comes as standard too.

Here are 10 quick facts to get you antiquated with this latest offering from the British brand:

1. The big news from a performance perspective is the new semi-active Öhlins Smart EC 2.0 suspension with OBTi (Objective Based Tuning Interface) software. Servo motors for the damping adjustment controlled by constant computer monitoring give the 2022 Triumph Speed Triple 1200 RR the pinnacle of street suspension technology. The suspension is adjustable on the fly, and Triumph describes it as “track-derived” with the “performance of a supersport bike.”

2. The Speed Triple line has been known as a naked upright, but that doesn’t apply to the RR. The RR breaks with tradition, being a faired sportbike with clip-ons. It is a pure café racer.

3. Even a cursory look tells you that the RR has its own ergonomics. The grips are down a stunning 5.3 inches compared to the naked, upright RS, and moved forward nearly two inches—a huge difference. Triumph also moved the footpegs up and back slightly. It’s a seating position built for speed rather than comfort.

4. The fairing is upper-only, and is proudly led by a traditional round headlight. It’s not quite as retro and the MV Agusta Superveloce, being wider and more angular at the leading edge.

5. Although the motor is unchanged, the RR gets higher-spec tires. Triumph is mounting up Pirelli Diablo Supercorsa SP V3 tires on the RR’s cast-aluminum wheels, with Supercorsa SC2 V3 rubber available as an option. That will help harness the 177 horses produced at 10,750 rpm by the DOHC triple, as well as the brutish 92 ft-lbs of torque at 9000 rpm.

6. Carbon fiber is part of the RR’s upgraded package. The lightweight black stuff is used for various infills—tank, fairing, cockpit—plus the side panels and front fender.

7. Triumph is using “ultra-premium high-quality” candy paint for the Speed Triple RR. The Red Hopper & Strom Gray is the flashy choice, with the Crystal White & Storm Grey appealing to the sophisticated buyer who will appreciate its gold detailing and pinstriping.
2022 Triumph Speed Triple 1200 RS First Look: Specs

8. There are a few other RR-specific upgrades worth mentioning. The handlebar clamp is branded Speed Triple. Additionally, the belly pan and seat cowling are color-matched. Don’t worry if you want to ride two-up—the RR included a pillion seat that you can install instead of the seat cowling.

9. Triumph did a complete reboot of the Speed Triple this year. You will want to know about the Brembo braking system, highly customizable rider modes, the up/down quickshifter, and the full electronics suite (including the My Triumph connectivity system for your smartphone, developed in cooperation with Google and GoPro).

10. The Speed Triple RR can be fitted with a variety of Triumph accessories. There’s everything from machined billet-aluminum goodies to an anti-theft system to luggage. Oh, and to keep the RR looking good, there are frame and fork protectors, plus a rubber tank pad.

If your heart is fluttering as are ours, you’ll have to wait until January to take delivery on a 2022 Triumph Speed Triple 1200 RR. Triumph Motorcycles are distributed in Singapore exclusively by Mah Pte Ltd. Do reach out to them to arrange for a test ride and let them know SingaporeBikes.com sent you - They'll take really good care of you.

See below for Triumph's official Global Launch Video of the 2022 Triumph Speed Triple 1200 RR:

And see here for Bike World's first look video!

Nearly every small-displacement entry-level sportbike echoes MotoGP and World Superbike inspiration in its bodywork. But few hold their place as premium lightweight machines; the aggressive styling cues often hide budget components, meaning these machines are more basic-spec commuters than miniature racing contenders. That is why you will find that there is an exponential jump in price going from a Class 2B mid-category sports bike like the Yamaha R3 up to the Yamaha R6 (or R7 now) and likewise when looking at Honda's offering of the CBR250RR and CBR600RR. KTM wants to do things a little bit differently though and have put out the long-awaited RC 390 to prove this point.

The KTM RC 390 bucked the trend somewhat when it first launched in 2014. Now the bike looks to take the lightweight supersport class to the next level. Its intent is clear. Aside from fresh aerodynamic bodywork inspired by the Orange Brigade’s RC16 MotoGP machine, the all-new 2022 KTM RC 390 features premium updates focusing on function over form: a three-directional IMU, to support first-in-class lean-angle-sensitive traction control and ABS; a revised and lighter chassis; up-spec’d and adjustable WP Apex suspension; and sticky Continental tires, among others.

However, KTM left the RC’s liquid-cooled DOHC 373cc single-cylinder engine relatively unchanged to sustain European A2 license eligibility, implementing a short list of improvements to meet new, stricter Euro 5 standards. The RC 390 gets an all-new exhaust system, revised fueling, and a 40-percent-larger airbox. The result is a slight 1.5-pound-foot boost in torque, to 27.3 pound-feet at 7,000 rpm.

Most of the RC 390′s updates focus on handling. KTM optimized the lateral rigidity of the RC’s steel trellis frame and bolt-on subframe, saving 3.3 pounds in the process. More weight savings comes in the form of trick lightweight “open hub” wheels, which are 7.5 pounds (30 percent) lighter than before, for a big reduction of unsprung weight. The 390 is also upgraded with a new fork from KTM-owned WP, featuring compression and rebound damping adjustment. The Apex shock is adjustable for spring preload and rebound damping, rare luxuries indeed for the lightweight segment.

The KTM RC 390 and all its updates come to a halt thanks to a new radial-mounted four-piston ByeBre caliper and 320mm disc up front plus a single-piston caliper clamping a 230mm disc at the rear. The RC features lean-angle-sensitive cornering ABS, a feature unique to its category. The system is switchable with KTM’s Supermoto ABS, which allows for rear-end lockup. The new braking system shaves an additional 2 pounds off the RC 390.

Revised MotoGP-inspired bodywork is claimed to have increased the top speed by approximately 7 mph, despite only minor engine tweaks. The clip-on handlebars have a 10mm height adjustment; significantly, there’s also a new full-color TFT dashboard with Bluetooth connectivity to KTM’s My Ride app directly in front of them. The fuel tank’s capacity increases to 3.6 gallons.

The 2022 KTM RC 390′s powerplant impressed with its friendly character during test rides in northern Italy, even if the lightweight supersport sounded a bit strangled at low revs through the factory exhaust system. Below 6,000 rpm, the single-cylinder pulls easily and fueled cleanly, and the feel of connection through its ride-by-wire throttle response is centuries ahead of single-cylinder engines of the past.

Keeping it spinning above the 6,000-rpm threshold and you’re rewarded with serious fun; at that point the exhaust finally warms to its task with a more aggressive note. When cruising at 75 mph, the rev counter hovers around 7,000 rpm with plenty of revs left to use. The RC happily pulls toward its redline in every gear, and despite the minimal engine changes, managed to reach an indicated 111 mph with some left in reserve.

True, the RC 390 doesn’t pack a huge amount of power to play with. But that’s exactly what makes it so dang entertaining: It’s pure and simple to ride fast without the worry of doubling the speed limit and the consequences that come with. Riding this bike is all about corner speed. Focus on your brake point, smash apexes, feel the mechanical grip and feedback from the chassis, open the throttle early, and you’re off to the races. Ask for too much and the new traction control system will lend you an added degree of safety. As the saying goes, it’s more fun to ride a slow bike fast than to ride a fast bike slow.

The superb ride quality and feel from the WP Apex suspension makes for a plush ride on the road, even if it is slightly soft at the rear when carrying my 174 pounds at a spirited pace. Damping and preload adjustments are quick and easy thanks to the provided tools underneath the seat and take a few seconds on the side of the road. Those adjustments are immediately apparent and representative of the high-quality components fitted to the RC; this isn’t something typical of budget-conscious machines. The RC 390 also proved agile while ripping the streets of Modena. Only minimal input is required to make steering corrections and dart through traffic as needed.

Unlike some of its competitors, the RC 390′s premium build quality and components let it thrive under the tough demands of the racetrack even in its standard trim. After six sessions of all-out lapping, I had to remind myself that this KTM is intended to be a beginner-friendly machine.

Chassis composure was a highlight of track testing. The suspension action of the WP components is controlled and confidence-inspiring, while adequate ground clearance and the OE-fitted Continental tires allow you to deck the RC 390 on its side in search for maximum corner speed. Performance only faded toward the closing stages of a 20-minute session, but in fairness that’s to be expected in the 30-degree-celcius heat.

The increased stopping power of the ByBre components is welcomed at the racetrack, where the brakes delivered good feel and consistent performance throughout testing. The ABS of the new system is exceptional, only intervening when needed. Supermoto ABS, which allows for rear-wheel lift, is the preferred setting at the track.

Serious trackday enthusiasts will take note of the full line of accessories offered in KTM’s Powerparts catalog, including the race-spec muffler equipped to our test unit. Other available accessories include paddock stands, brake lever guards, race-spec chains, and more.

The all-new RC 390 emphatically sets a new benchmark for the lightweight supersport class. Precise, confident handling aided by top-shelf components is the highlight of its performance on both road and track, while added electronic rider aids place it in a league of its own. Pair that with MotoGP-inspired bodywork and the premium build quality we expect of KTM, and it’s hard to argue with how impressive the RC 390 is.

While no retail price has been set for the 2022 KTM RC 390, thus we will not be able to advise on the OTR price here in Singapore, the upgrades and high-spec parts suggest it won’t be cheap, especially for its class. Still, we can’t wait to get a test unit here to ride on the roads of Singapore.

2022 KTM RC 390 Specifications

MSRP:    TBA
Engine:    DOHC, liquid-cooled single-cylinder; 4 valves
Displacement:    373cc
Bore x Stroke:    89.0 x 60.0mm
Transmission/Final Drive:    6-speed/chain
Claimed Horsepower:    43 hp
Claimed Torque:    27.3 lb.-ft. @ 7,000 rpm
Fuel System:    Bosch EMS w/ ride-by-wire
Clutch:    PASC anti-hopping slipper; mechanically operated
Frame:    Steel trellis frame
Front Suspension:    WP Apex 43mm inverted cartridge fork, compression and rebound adjustable; 4.7 in. travel
Rear Suspension:    WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel
Front Brake:    4-piston ByBre caliper, 320mm disc w/ ABS
Rear Brake:    1-piston floating caliper, 230mm disc w/ ABS
Wheels, Front/Rear:    5-spoke wheels; 17 in. / 17 in.
Tires, Front/Rear:    110/70-17/ 150/60-17
Rake/Trail:    23.5°/3.3 in.
Wheelbase:    52.9 in.
Seat Height:    32.4 in.
Fuel Capacity:    3.6 gal.
Claimed Dry Weight:    342 lb.
Availability:    TBA
Contact:    ktm.com

Vibrations from a motorcycle could damage the image balancing software in an iPhone as Apple warns bikers not to fix the device to motorcycles. This new advisory came as there has been an increasing number of delivery riders on the roads from services such as Grab, FoodPanda, Deliveroo, Air Asia, and more! During this pandemic, as more people work from home, this has cause there to be an exponential rise in the demand for home delivery services and with that, delivery riders. Especially if you are displaced from your current job, joining one of the various platforms can be a good way to earn a living.

The low cost to entry, also means that with just a simple mode of transport (such as a motorcycle) and a handphone which most people have anyway, you are able to get started almost right away! We've also seen in recent news report of how some delivery riders are making very decent income even after subtracting their cost for petrol, insurance, depreciation and the likes. However, a new hidden cost has been becoming more apparent and that is the cost of replacing your mobile phone when it breaks due to prolong use. We're not talking about the phone breaking due to old age or wear and tear, but more specifically, because of how phones are designed nowadays, there are thousands of moving parts within them and being attached via a handphone holder to your motorcycle, riding upwards of 100km everyday on the bumps and potholes of our roads, the minute parts and motors within will fail eventually.

This is what has triggered Apple to issue an advisory warning to its owners just recently, to avoid prolong use while attached to a motorcycle. This does not just apply to Apple phones however, as we've seen and heard reports from many other delivery riders that phones from Xiaomi, Samsung, and other brands are also facing the same issue.

So, if you are a delivery rider, and to minimise your cost of running your business, we've come up with 3 simple tips to help you save some money and ensure that your latest new shiny flagship device last for a long time, even while you spend hours tolling the roads doing your delivery services!

1) Get a soft-material phone case for your phone

There are 3 key points in which the vibrations from the roads are passed onto your mobile device. The first being the roads onto your motorcycle via the tyres. The second become from the motorcycle to the handphone holder, and finally, from the handphone holder to the handphone.

We can try to minimise the impact of these vibrations by placing the phone in a soft-shell, TPU or rubber casing to absorb some of these vibrations to ensure that your phone is not subjected to every single bump nook and cranny from the roads! We would also suggest avoiding hard plastic or acrylic cases, and to try and stick with something that is softer to reduce the harshness that is transferred.

Another plus point of these softer rubber cases are that they are usually cheaper to purchase as well! There you go! Saving you time AND money!

2) Allowing more free play on your phone mount

We all like a good solid mount as that is usually a sign that the product is well made, correct? Well yes and no. While in a car or other vehicles, having a solid mount would allow us to better visualise what is on the screen and gives us a better line of sight, allowing for no free play on the phone mount would actually cause more NVH (that's noise, vibration and harshness) to be transferred from the roads onto our phone.

The difficult part here is actually finding a nice balance between allowing for some motion on the phone mount, and making sure that the mount is not swinging all over the place, rendering it useless as you are not able to see anything that is on the screen clearly! Using the very common X-Grip mount for example - What you could do would be to tighten the mount and clamp just to the point that it doesn't wiggle and shake about, but at the same time, not to over-tighten it to the point whereby there is no free play at all.

This simple tip and trick might cause the mount to go loose over some time, but it definitely is a cheaper option as compared to replacing that brand spanking new iPhone 13 Pro Max that you have just bought for your birthday!

3) Getting a beater phone for your delivery jobs

Last but not least, if point 1 and 2 weren't your cup of tea, the next best (but no cheapest option) would be to buy a beater phone to use for your Deliveroo and FoodPanda jobs. With the advancement of technology, older phones have become so cheap to a point that you'd find a dime and dozen of them on classified platforms like Carousell going for $80 or less.

Take this cost as part of running your own 'business' and if it breaks, you can simply replace it for not a lot of money! The only thing to take note of is that certain apps require certain updates to run so when buying a used Android or Apple phone, make sure that it is able to support the delivery platform that you are going to use!

With that, we hope that these simple 'hacks' will help you save some money in the longer term and be sure to share this with your fellow delivery riders! Stay safe on the roads and don't stop hustling!

The Kymco KRV 180’s debut at the Beijing Auto Show 2021 seems to be the first bit of inspiring news to come out of the automaker in the last year and a half. Now this scooter is a bit of a departure from the company’s better known X-Town line of maxi scooters, instead taking inspiration from the Taiwanese company’s largest twin-cylinder offering, the AK 550. What you get with the brand new Kymco KRV 180 is a mean-looking, sporty, underslung body with one of the most powerful Class 2B engines around.

If you've been riding for the past 10 years or so, you would undoubtedly recognise the Gilera Runner ST200 as one of the most popular Class 2B scooters around. There is reason behind it's immense popularity though, that being, it packaged a very powerful engine, into an easy to maintain, small body which is nimble enough to be used on the roads of Singapore. As the years passed on however, the Gilera became less commonplace on the roads as there were no new models launched and if you look at the context of the Class 2B scooter market today, the reigning king would definitely be the Yamaha NMax 155 followed by the Honda PCX 150.

KYMCO Singapore authorised distributor: Motor Sport Pte Ltd

KYMCO Singapore
Blk 3006 Ubi Road 1, #01-350, Singapore 408700
Tel: +65 6281 9778

Kymco Singapore, through their exclusive distributor Motor Sport Pte Ltd - are now looking to this specific market segment and have thrown their hats into the ring with the all new Kymco KRV 180. Taking the DNA from the larger scooters from Kymco's already very well-established range, the KRV 180 does have all the makings required for it to be a runaway success here in our local context.

Some of the design cues borrowed from the AK 550, such as the sharp, split LED headlights with LED DRLs and edgy body panels, are obvious. But the similarities extend under the skin as well. Unlike traditional scooters, there’s no underbone chassis here. Instead, just like the AK, the KRV uses a lightweight twin-spar frame along with a motorcycle-like swingarm, and the engine mounted in the centre, sending drive to the rear wheel through an exposed belt drive.

This should really help with overall weight distribution as well as reduce unsprung mass, which combined with its right-side-up front fork, rear monoshock and 13-inch wheels shod with 110/70-13 rubber at the front and 130/70-13 at the rear, should really make for a compelling handling package.

The motor itself is a 175cc liquid-cooled, 4-valve, single-cylinder mill putting out about 17PS @ 8000rpm and 15.5Nm @ 6500rpm. To put that into context, that's more power and torque than you currently get from the Yamaha NMax and Honda PCX. More interestingly, it also gets switchable traction control as an option.

What makes this KRV 180 really stand apart from the more conventional maxi scooters is its flat footboard; stepped, but not split, seat; exposed handlebar and the lack of a large windshield. To be honest, this sort of design is right up our alley and lends the KRV a distinctly sporty style compared to other maxi scooters.

It’s a fairly featured packed scooter as well, equipped with disc brakes at both ends with ABS, LED lighting all around, fully digital instrument cluster, dual USB charging ports and a keyless start system that gets a central knob for locking/unlocking the scooter, underseat storage as well as the external fuel filler cap. And speaking of the underseat storage, it looks fairly cavernous and should swallow a proper full-face helmet whole.

The Kymco KRV 180 is now available for booking from local distributor - Motor Sport Pte Ltd (Kymco Singapore). With enough traction, you'd soon be seeing many of these on the roads as one of the most bang for your buck scooters there is available!

Stay tune for a full first ride and review to come to SingaporeBikes.com!

What started out as the PCX125, quickly morphed into the PCX150 with multiple changes throughout its run as one of Honda’s best selling scooters. Now, for 2021 Honda has taken the PCX150 that so many loved around the world and really created the best version of this scooter possible with many new changes from top to bottom. The 2021 PCX150, isn’t the 2021 PCX150 any longer as Honda has changed its name to just the 2021 Honda PCX. In some other corners of the world (also here in Singapore) it is also being called the 2021 Honda PCX160 with them rounding up the engine size due to its new and larger displacement of 157cc. The previous PCX150 went through multiple engine variations ranging from 153cc, down to 149cc in 2019 to where we land at today with 157cc. We’ll dive more into all of those changes and more below on the new 2021 Honda PCX scooter.

The Honda PCX160 gets significant upgrades that include new, elegant styling, advanced equipment and a larger, 157cc engine that is freeway-capable. A redesigned chassis further enhances the experience, offering reduced weight and improved cornering performance. Styling, convenience and safety are addressed through features including all-LED lighting, a larger, 30-liter under-seat storage compartment and Honda Selectable Torque Control (HSTC) plus even more that we’ll get into below:

Always highlighted by a stylish design and enjoyable performance, Honda’s PCX lineup has long been the ideal choice for riders who want to have a little fun while getting around. Thanks to its liquid-cooled engine and smooth lines, the PCX turns heads wherever it goes, while also offering great range and considerable comfort through its well-tuned chassis and dual rear shocks, now featuring 3.7 inches of travel. With a light curb weight of 286 pounds, a nimble 51.7 inch wheelbase and a low 30.1 inch seat height, the PCX is an easygoing scooter that brings an element of enjoyment to any ride.

Its success is down to a formula Honda has had many years’ experience in perfecting: its strong, modern design allows it to slip elegantly into a style-conscious urban lifestyle, while compact dimensions ensure it can plot a path through busy traffic – and park – with ease.

The sit-in riding position, underseat storage for a full-face helmet and all-round build quality provide the ‘X’ level of Personal Comfort which give the PCX its name. And not to forget, outstanding value for money – both at purchase and throughout ownership – has always helped underpin the PCX’s popularity.

Since it was introduced abroad in 2009, the PCX125 (as it was called then) has always been about a high-quality, relaxing scooter experience. It grew to a 150 in 2009, with the fuel-sipping eSP engine. LED lighting came five years later, and the PCX150 was first offered to customers in 2015. A new double-underbone frame structure offered an improved ride starting in 2018. For 2021, it has been renamed as the Honda PCX160.

It’s a scooter that’s always moved with the times and the 2021 PCX160 leaps forward once again with a new engine and frame combination, increased convenience and comfort, plus a bold evolution of its avant-garde style – all aimed to retain the PCX’s hold on the scooter market around the world.

A consistent design signature of the PCX scooter lineup has always been the bodywork – with its strong character line and ‘block’ primary paint color – flowing together as a whole, front to rear. For the 2021 update the theme continues – but bolder and crisper, with a heightened sense of the futuristic style that has always been part of the PCX appeal.

And full, premium LED lighting also sets the PCX apart from the crowd. The headlight is new and features a signature running light with 5 narrow flash lines positioned in parallel. It’s matched to an X-shaped taillight using multi-optic technology to give an intense, 3D effect.

All of the lines and angles have been subtly re-carved, to dramatic effect. The front fairing flares in its upper portion but elegantly draws in at the waist; alongside a slightly larger, blacked-out screen this produces improved wind protection without excess bulk.

The seat is contoured for both rider and passenger comfort and the footrest area was extended forward and outboard by 30 mm each, resulting in a riding position that is adaptable to riders of differing body sizes. Seat height comes in at 30.1 inches, but is very manageable with a ‘straddling’ height of 21.3 in.

The swooping lines also hide more storage capacity under the seat. An extra 2.4L brings the total volume up to 30.4L – perfect for a full-face helmet, and more.

There’s also now a USB Type-C socket in the glovebox, replacing the ACC charger of the previous design, ready to plug a smartphone straight into. There’s also enough storage space (1.7 liters) to store a plastic bottle. Even the fuel filler cap cover has been revised, featuring space to store the fuel cap during re-fueling.

As with many new scooters and motorcycles from Honda, the 2021 PCX160 now has a Smart Key. As well as controlling the main ignition switch knob and compartment locking it can also manage the (optional) 35L removable Smart top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key.

A new, wider gauge setup has a high-visibility LCD display in the center and displays a wider range of easily readable information. As before, a fuel-consumption readout, clock, speedometer, odometer, trip meter and fuel gauge are all supplied, and now a low-battery voltage warning light and V-belt replacement time indicators have been added. The meter shape matches the scooter design’s relaxing image, and the three-dimensional bezel structure looks stylish even when the meter is not lit.

Wide, chrome handlebars are a PCX signature. Mounted in traditional clamps (with newly optimized rubber density) they offer excellent leverage around town and are a neat retro touch. The engine cover has also been redesigned to match the scooter’s design lines.

Hidden beneath the PCX’s updated styling is a chassis with significant changes, aimed at reducing weight, improving handling and increasing the comfort for which this scooter was already known.

The new PCX has a redesigned duplex steel cradle frame designed to deliver the durability needed for the rigors of urban life, without losing the in-town maneuverability the PCX has always been famous for, plus its user-friendliness and relaxed riding position.

A simplified frame structure delivers a comfortable ride and good cornering performance by optimally balancing weight reduction and rigidity. Using CAE analysis, engineers optimized pipe diameters, material selection, material thickness and joint locations. The changes resulted in a weight reduction of over a tenth of a pound, aiding vehicle handling and maneuverability.

The rear grab rail has a new shape and thickness for improved passenger hand grip and reduced weight (.44 pounds). By cutting weight of components that are located far from the vehicle’s core engineers further centralize mass for improved handling and maneuverability.

Wheelbase is set at 51.7 in., with 26° 30’ rake and 79mm trail. Overall curb weight comes in at 286 lbs and the optional ABS system only adds 2 pounds, bumping it up to 288 lbs for the PCX with ABS. The aluminum wheels (14-inch front, 13-inch rear) have been completely redesigned with five Y-shaped spokes for optimum rigidity balance, contributing to a safe, comfortable, smooth ride. The tires have also been redesigned with a wider profile—100/80-14 front, 120/70-14 rear—and the increased air volume contributes to good linear handling performance and a comfortable ride.

The 31mm telescopic front forks now offer 3.9 inches of travel, while the twin rear shocks have 3.7 inches of suspension travel (up by .4 in.), and use heavier weight springs for a smoother ride on rough city streets.

Stopping power is provided by the twin-piston front caliper and 220mm disc, matched to a 130mm rear drum brake;  an optional single-channel ABS system operates on the front brake for the PCX160 ABS model.

As before, the large 2.1 gallon fuel tank is located under the floorboard, contributing to a low center of gravity and enhanced riding traits.

For 2021, the PCX gets a larger cylinder bore (up from 57.3 mm to 60.0) and a shorter stroke (down to 55.5 mm from 57.9), resulting in a 157cc displacement (up from 149cc). Not only is the new engine freeway-capable, but the short stroke reduces sliding friction and improves compression ratio (up from 10.6 :1 to 12.0:1) for enhanced power. Also, the PCX engine’s head now has a four-valve layout, enhancing intake and exhaust efficiency for improved power.

The 2021 Honda PCXs new, enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC powerplant delivers 15.8 horsepower @ 8,500 RPM, with peak torque of 11.1 @ 6,500 RPM.

An additional technology, new to the PCX, to boost rider confidence in wet conditions and other situations with limited traction is Honda Selectable Torque Control (HSTC) which works in the background to deftly manage rear wheel traction. The system monitors wheel-speed sensors and throttle opening and, when slip is detected, intervenes by limiting engine torque. A ‘T’ indicator flickers on the dash when HSTC is actively reducing wheelspin, and the system can be turned off completely.

Honda’s eSP+ low-friction technologies are found throughout the engine; clever packaging of items like the oil pump (which is built into the crankcase) help to further ensure efficiency. A compact combustion chamber and PGM-FI fuel injection – with 28mm diameter throttle body, 2mm larger – optimizes burning velocity and cooling performance. The inlet system has been redesigned and has a high-capacity 4.9 liter air cleaner.

The crankshaft has been redesigned to be more rigid, and a roller bearing was adopted, reducing the crankshaft flex generated by inertial force and combustion energy at high rpm. The result is reduced noise and vibration. An offset cylinder reduces friction caused by contact between piston and bore, efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension in the piston ring, reducing friction. A new hydraulic cam chain tensioner further improves engine efficiencies by reducing internal vibrations and improving fuel economy.

Piston-cooling oil jets—technology used in high-performance models like the CRF450R motocrosser—are adopted for 2021. Engine oil is sprayed on the underside of the piston, aiding cooling and preventing knocking while also enabling ignition timing advance for enhanced power output. A number of friction-minimizing technologies maximize engine efficiency. For example, a new hydraulic lifter operates the cam-chain-tensioner so that the tensioner reduces chain vibration and mechanical noise, while improving fuel efficiency.

A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan reducing frictional losses and lowering drag. Rolling resistance within the transmission unit is reduced by the use of three low-friction main bearings, all designed to deal with the loads they individually receive. An optimized clutch – and pulleys – complement the performance increase. The transmission shaft has also been upsized, improving the clutch’s vibration characteristics for smoother acceleration from stops from Honda’s low-friction V-Matic automatic transmission.

The electronically controlled, brushless ACG starter is an integrated component mounted directly on the end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating any noise from gear engagement or meshing.

The PCX exhaust system has also been redesigned, with the catalyzer repositioned to better clean exhaust gases, allowing good power while protecting the environment.

A selection of genuine Honda Accessories are ready to customize the 2021 PCX150, including:

• Taller Windscreen
• Rear Box
• Rear Rack for Box
• Inner Key Cylinder

The Honda PCX160 is now available for booking from local agent Boon Siew Honda with a list price of over S$15,000. The PCX was never able to garner as much market share as the more popular Yamaha NMax 155 that it competes directly against and by bumping up the engine's capacity, would Honda be able to snatch the crown of the "King of Scooters" from the NMax? Guess we'll just have to wait and see!

P.S. Also, don't forget to check out @TRI333PLE's review of the 2021 Honda PCX160 in the link below:

First there was Tricity, then Niken and now Yamaha has released the Tricity 300, essentially a big luxo version of Tricity, at a half-way house price. Think of the Tricity 300 as a three-wheeled maxiscooter. It dwarfs the baby Tricity 155 and is also 90kg heavier. Because it can topple over at rest, it has a Standing Assist button. This prevents it from leaning when stopped, so you can sit feet up at the lights, which car drivers behind won’t quite believe. Hit the gas again and the verticality device cancels automatically.

Two front wheels confer advantages like better front end grip and stopping power and the original Tricity 155 appealed to a very specific group of riders who wanted all the enjoyment and ease of use of riding a scooter, but more grip than a conventional 2-wheel bike.

Bikes like Tricity help to get folks out of motorcars and onto a more compact conveyance to reduce congestion and emissions. This Tricity although in a larger Class 2A format can lane split like a bike but you need to take care. Up front, however, four fork tubes flatten the bumps much better.

We expect the Tricity 300, which is now available for viewing at Yamaha's exclusive agent Hong Leong Corporation Pte Ltd, to be priced similarly to the 400-500cc maxiscooters, even if the engine isn’t as sizeable (292cc, 21kW/29Nm). Just for your context, the Yamaha Tricity 155 has a machine price of S$8,000 (before COE and other fees) and we expect this 300 variant to cost about 50% more).

Moreover, everything is doubled up at the front adding weight, cost and complexity. The original Tricity, a 155, weighed about 150kg; this is 236kg which weighs upon it literally. It takes 14sec to reach 100km/h, and twice that for an 80-120 overtake. You therefore need to pick passing opportunities judiciously. But it cruises effortlessly at 100, using 3.5L/100km on the flat, for a range of 300-350km from its 13L tank. A full tank of RON95 petrol will run you about S$30 if you run the fuel tank dry.

With larger scooters, CVTs can cause vibration under power, something you notice here. While Tricity 300 handles the open road okay, it’s best on smoother surfaces; it can get a bit of a wallow on through bump-strewn corners. Round town, the Tricity 300 really feels at home, the acceleration off the mark sprightly up to 50km/h.

The added grip of an extra wheel up front gives it outstanding road holding. If you are brave enough, you can lean this machine right up to 42 degrees, to scrape the standard-fit centre stand. That’s front end confidence for you and what normal scooters can't do!

Stopping ability also improves thanks to a greater contact patch. The 300 features unified brakes. Hit the rear one and you get a bit of front stopping power as well.

Another benefit of that bluff front end is weather protection which is fabulous, even in heavy rain. The big screen is sorted too; no noises, no buffeting. It even clears water off your visor efficiently.

The 300’s a practical thing, able to gobble just about any full face helmet and backpack under the seat (43.5L), so supermarket shop-ups for one are on the cards. A proximity key (or rather, keyless!) is a nice feature too. You can operate the rotary switch that locks the steering, opens the seat, and fires the ignition without slotting the key into anything.

At the price range that it is, there is nothing quite comparable to the Tricity 300. If you are not adamant about having 2 wheels at the front, then you might consider this Tricity 300 to be an expensive means of achieving added front end stability that some might not need. For S$9,800 machine price - you can buy much the same thing minus the front end sophistication that is the XMax 300.

It weighs just 180kg, so will be livelier all round, and cheaper to run. It even has TC as standard. Or if you don't need the extra power, you could even just opt for the Class 2B version - Tricity 155 that comes in at S$8,000 machine price. That being said, we've seen more than once on the SingaporeBikes.com forum where someone has been looking to purchase a Tricity 300 so this bike does definitely appeal to some out there.    

        
Furthermore, this new 2021 Tricity 300 version gets an LED headlight and also has a pointless parking brake. The Yamaha Tricity 155 isn’t as sophisticated up front as the 300 and out of town it doesn’t deal with sharp bumps as well due to its wheels not being as big (13" vs 14"). However, it is easier to mount, with much lower set foot boards. It too has linked brakes that work nicely, and being lighter you don’t need to bring as much lever pressure to bring the bike to a stop.

Yamaha's Singapore authorised distributor:

Hong Leong Corporation - Yamaha Motor Singapore
Address: 178 Paya Lebar Rd, Singapore 409030
Phone: 6749 0588

 WhatsApp to ENQUIRE now! Special price for SBF members! 

All in all however, this is definitely a very unique bike and if you're lucky the good guys at Hong Leong Corporation might just let it take it for a test ride! More power, more grip, more features, but is the higher price tag worth it? Let us know in the comments section below!

If you've missed our first article on the launch of the Energica brand of EV superbikes here in Singapore, take a couple of minutes to read that article to give you a backstory of how local distributor Ifyni Pte Ltd - is taking the lead in electrifying the roads here in Singapore with the introduction of Energica's range.

• Energica Range of EV Motorcycles Now Available In Singapore Through Local Distributor Ifyni Pte Ltd

Journalist from the media, industry partners, and influencers alike were super excited when we first got the call from Mr Eugene Mah, Operations Head at Ifyni Pte Ltd (and also Managing Director at Mah Pte Ltd) to test out the first of 3 models that will be coming to Singapore, the Energica EsseEsse 9+.

Although EV vehicles such as Tesla are becoming more common sight on the roads, this has not necessarily transcended down onto the 2-wheeled variety due to the sheer cost of what one of this machines will cost, and not to mention, in most South-East Asian countries, the motorcycle is seen as an affordable means of transport and the market demand of a specialised one such as the EsseEsse 9+ would not be the first thought that comes to mind.

This however, did not stop Ifyni from tackling the challenge head on as they believe that it was only a matter of time that EV becomes commonplace on our roads, and that having a first-mover advantage representing a world renown brand such as Energica would eventually bear fruits. It does take courage, a lot of commitment, a sizable investment, and of course lobbying the authorities to make this work and if anyone is able to do it, Eugene and the team at Ifyni are definitely one of the ones.

First Sighting of the Energica EsseEsse 9+

Although test rides are by invitation at the moment, we were lucky enough to find a slot whereby the EsseEsse 9+ was available to be loaned to us for a couple of days so that we could really put the bike through its paces and see what it was like to live with an electric motorcycle day to day.

We collected the motorcycle on a Saturday afternoon, and fortunately traffic was low and the showroom was winding down at the end of the day as this gave us some time to fully take in and absorb what stood before us. At first impressions, the EsseEsse 9+ is exactly what you would expect of a bike from the future. Its design cues and styling are exaggerated, traditional dials are missing in place of a full LCD screen, and the build quality and level of parts used were impressive to say the least.

Even stock, the EsseEsse 9+ comes with massive monoblock Brembo calipers upfront with dual floating calipers, Marzocchi USD forks at the front, and enough radiators to scream "high performance", albeit unlike in a normal motorcycle, these are to cool the battery packs and power plant, instead of the traditional gasoline engine.

There are also enough decals around the bike showing "High Voltage", "Danger" and the likes to hint that this is in actual fact, a fully electric superbike that is made for the roads. As the skies started to turn dark as we were waiting to depart from the collection, the guys at Ifyni jokingly assured us that it would be completely fine to ride in the rain, and that we would not be electrocuted.

Overall, the build quality for a machine with a starting price of S$69,000 - is fitted with branded, quality parts befitting of its price. What intrigues us more however, would be how it would feel like to ride, as we were warned of its weight in advance while trying to move the bike. 

How Does It Ride?

As with most electric cars or motorcycles, this is a heavy beast, without a doubt. Weighing in at 258kg, this would be right up there with the heavier Class 2 motorcycles around but take our word for it. Once you get the beast moving, this bike feels just about as nimble as you would expect an Italian, naked, superbike to feel. At stationary, it comes with a reverse gear to aid you in maneuvering and moving the bike around so don't let that 258kg figure put you off.

2 things stood out most to us during the test ride and over the couple of days that we've had with the motorcycle.

Firstly, it was the sound from the motor. Any die-hard motorcyclist and petrol head will tell you that without a big thumping engine, you cannot be considered a real motorhead! However, what we found when we spent a couple of days with the EsseEsse 9+ is that there was a certain beautiful tone that comes from the oil-cooled AC motor when you are winding it up the highways! Similarly to its gasoline cousins, it DOES get louder and more intense that you twist that throttle and pick up speed!

In the earlier years of EV technology, most AC motors sounded rough and even bordering on being quite irritating, but the unit in the Energica actually sounded rather pleasant, almost as if there was a "tuned exhaust" being put on the electric motor.

The other thing that stood out to us was the sheer comfort and predictable handling characteristic of the motorcycle. I would love to personally fly down to Italy and find out from the Energica engineers how they have managed to pull of this feat. Looking at the suspension setup and geometry, at a start it does seem very unique with Marzocchi forks up front, and an off-set Biturbo single shock at the rear.

The EsseEsse 9+ was extremely compliant on the highways, going over bumps and making the ride buttery smooth, but at the same time, when attacking corners hard - the bike turned in well and grip was never lacking unless you are taking the corner at stupid speeds!

Another pointer (yes i know we said 2, not 3) that we'll also touch on later is that in actual fact on our tiny island, we honestly never got range anxiety throughout the 3 days that we had the bike.

Technology & Features Of The Energica EsseEsse 9+

The Energica EsseEsse 9+, unsurprisingly comes loaded with all the latest test features and gizmos that you could ever want. From having a full LED lightning all around the bike, to a fully digital dash, and more riding, traction, and "engine braking" modes that you can throw your book at.

More specifically, there bikes comes with:

• 7 levels of Traction Control (including OFF)
• 4 Riding Modes (ECO, URBAN, RAIN, SPORT)
• 4 levels of "Engine Braking" (including OFF)

We found the digital dash easy to read although in direct sunlight there was a considerable amount of glare but that can easily be taken care of by a matt screen protector. The amount of information provided is just right and doesn't clutter the dash too much although the menu options can be a bit finicky to go through and would be best done at a stand-still.

In an ideal world, Android Auto and Apple CarPlay integration would be appreciated for a motorcycle at this price point but at this stage we are just nitpicking!

Fret not however if all these tech and jargons are confusing you. Using this premium, next generation motorcycle however, is as simple as riding a Yamaha Aerox - just Twist and Go! It betters the Aerox by having a reverse gear as well and this is just yet another positive of an AC motor, in which even automatic motorcycles can have a reverse gear just by changing the direction of current flow through the motor.

What If I Run Out Of Petrol? Where To Charge?!

When reviewing or talking about an electric vehicle, the inevitable question always happens: What do you do when you run out of juice?

Depending if you're riding within your neighbourhood or going for a hoon on the expressways, the EsseEsse 9+ will return a range of anywhere from 200km right up to 420km according to the manufacturer. In the few days that we had the bike, we estimate a real-world usage range of about 300km which is right about average. This is comparable to many other Class 2 motorcycles out there and with over 200nm of torque and a 0-100km/h time of 2.8 seconds, we reckon that range is pretty commendable.

Another positive point (no pun intended) on the batteries is that it has rapid charging technology built in and if you are at a high-ampere charging point, Energica reckons you can go from 0% to 85% state of charge in as short as 30 mins!

As we write this article, the government and private entities here in Singapore are continuously working towards new charging points all around the island. Currently, there are approximately 400+ charging points in Singapore where you can charge the Energica motorcycle and most if not all imported EV-type vehicles currently are using a standard charging plug that would enable you to charge your EV motorcycle almost anywhere.

SP Group and Blue SG are leading the pack with the number of outlets islandwide and SingSaver did an excellent article on where you can find the various charging points. From an empty battery pack, it would cost about S$4-5 to fully charge up your motorcycle so this would be much cheaper than a comparable Class 2 petrol motorcycle.

Final Verdict

So what do we think of the Energica EsseEsse 9+? Being the first product of a full-production electric superbike, this is a very worthy entrant here into Singapore. The price might seem high but when you compare the specifications, and the amount of bike you are getting, it actually isn't that much more expensive than the likes of Ducati, BMW, KTM, and the other more established brands.

What you will be getting however, is becoming a forerunner is what the future will be, the only difference being, you can have it right now.

Test rides are still by invitation only, but if you are a keen buyer, be sure to hit up the guys over at Ifyni Pte Ltd to see if they might be able to slot you in!

We are certainly looking forward to the arrival of the Energica EGO to reach our shores as that is the all out superbike from Energica that is almost identical to the race bikes used by Moto-E. We promise we won't drop this one if we can get a review in, Eugene.

For more information, check out:

Ifyni Pte Ltd - http://www.ifyni.com/

Energica - https://energica.ifyni.com/

Contact - info@energica.com

1921 - 2021, MOTO GUZZI CELEBRATES ITS CENTENARY ON 15 MARCH

Mandello del Lario, March 2021 – On 15 March 2021, Moto Guzzi will celebrate its first legendary 100 years.

A century of history, splendid motorcycles, triumphs, adventures and extraordinary personalities, who together built the legendary Eagle Brand. Moto Guzzi celebrates this exceptional milestone at a time when it is enjoying a fresh new season of success.

Moto Guzzi distributed exclusively in Singapore by:

Mah Pte Ltd
www.mah.com.sg
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

Contact them today for special deal for SingaporeBikes.com members!

The motorcycle range has been extensively renewed, with the deployment of state-of-the-art technical features in terms of electronic rider aids, while the brand values of style and authenticity have been kept intact. Each Moto Guzzi motorbike is constructed at the Mandello del Lario plant with craftsmanlike care and commitment to a unique, authentic identity, skilfully balancing the classic Moto Guzzi style with cutting-edge technology and reflecting a construction philosophy that creates an exclusive relationship between the bike and the rider.

Piaggio Group Chairman and CEO Roberto Colaninno said: “The Moto Guzzi centenary is a proud moment both for the Piaggio Group, which was joined by the Eagle brand in 2004, and for Italian industry as a whole, not just the motorcycling sector. A capacity for innovation, boldness in moving ahead of the times, a competitive spirit, love for the product and meticulous attention to production quality are the skills that over the years Moto Guzzi has combined with its unique relationship with the local community. Ever since 1921, every Moto Guzzi bike that has gone out into the world has been built at the Mandello factory, the place where the company was set up exactly one hundred years ago. All this will continue through its second century of history. Moto Guzzi is an example of all-Italian excellence,” added Colaninno. “It has gone down in our country’s history without ever losing its youthful spirit and continues to inspire genuine passion among thousands of Guzzi bikers all over the world.”

The eagle logo, the unmistakable Moto Guzzi emblem, has in itself helped to create the legend of a brand that has always been indissolubly tied to the history of Italy.

The spread-winged eagle dates back to the military service of the company's founders, Carlo Guzzi and Giorgio Parodi, in the Italian Royal Navy’s Aviation arm during World War One. It was during the war that the two friends, and pilot Giovanni Ravelli, decided to go into motorcycle manufacturing once the conflict ended. Ravelli was killed in an accident in 1919 and was never able to achieve his dream. Guzzi and Parodi chose the Eagle as their symbol to commemorate their companion.

Over its one hundred years, Moto Guzzi has won victories on racing circuits around the world, raising the Italian flag for an impressive 14 World Championship Titles. It was the motorbike of the speed record, the symbol of growth of a country looking to the future, the motorcycle of the police force and the army, and extended its vocation to the international stage, equipping the Californian Police and, more recently, the police forces in Berlin and many other European cities, as well as the sovereign’s escort in Jordan. Moto Guzzi is also the motorcycle of the Corazzieri, the elite corps that escorts the President of the Italian Republic.

From the very start, Moto Guzzi has been the motorcycle of choice for long-distance travel. It was 1928 when Giuseppe Guzzi reached the Arctic Circle on his GT “Norge”, starting a tradition that still continues, with travellers setting off on their Moto Guzzi bikes every day, somewhere in the world, bound for distant lands.

Today Moto Guzzi is a core division of the Piaggio Group, Europe's leading constructor of motorcycles and scooters, which has conserved Moto Guzzi’s original characteristics, promoted its values and returned it to a forefront position.

The move back into competitive racing with the Moto Guzzi Fast Endurance Trophy, to be held this year on a European scale, and a new family of motorbikes have brought Moto Guzzi back to a prime market position and introduced its name to a younger public. The classic V7, which has just come out on the new 850 twin cylinder, and the  classic enduro V85TT intended for travel and designed for comfort and easy riding, are the best-sellers of a brand that has been enjoying a revival for a number of years.

Moto Guzzi has always been admired and respected by bikers all over the world, whatever motorcycle they own, and bikers will be the protagonists of Moto Guzzi World Days at Mandello del Lario from 9 to 12 September, the clou event in the festivities for the Moto Guzzi centenary, the main celebration for this special anniversary.

Moto Guzzi World Days has always been an unmissable occasion for bikers and now makes its eagerly awaited comeback, ten years after the last edition. Tens of thousands of enthusiasts will arrive from every corner of the planet to enjoy a unique and unforgettable event, made possible thanks to the collaboration between Moto Guzzi, the Comitato Motoraduno Internazionale and the municipality of Mandello del Lario.

100 YEARS OF HISTORY FOR THE MOST AUTHENTIC NAME IN WORLD MOTORCYCLING

It was 15 March 1921 when the “Società Anonima Moto Guzzi” company was established, for the “manufacture and sale of motorcycles and any other activity related or linked to the metalworking industry". That was the moment when the founders, Carlo Guzzi and Giorgio Parodi, chose the spread-winged eagle as the company logo, in memory of their comrade-in-arms Giovanni Ravelli. The trio had served together in the Royal Navy's Aviation arm, where they had developed the idea of setting up a business to build innovative motorcycles once the war had ended. Ravelli died in 1919 during a test flight and his two friends decided to commemorate him with the symbol of the air division. The eagle has been the symbol of Moto Guzzi since then, and rapidly became a world-famous trademark.

This was the beginning of an industrial enterprise based in Mandello del Lario – in the factory where Moto Guzzi bikes are still manufactured today – that has gone down in the history of world motorcycling, producing bikes that have become part of the collective imagination: bikes like the GT 500 Norge (1928) ridden to the Arctic Circle by founder Carlo Guzzi’s brother Giuseppe, the Airone 250 (1939), the Galletto (1950), which powered mass motorisation in the postwar period.

The 1950s saw the debut of the wind tunnel – a world first in the motorcycle industry, and still open for visits today at the Mandello factory – the brainchild of a close-knit team of extraordinary engineers including Umberto Todero, Enrico Cantoni and a designer whose name would quickly acquire legendary status: Milan-born Giulio Cesare Carcano, father of the incredible Otto Cilindri, or V8, with a top speed of 285 km/hour (1955), and the prototypes that won 15 world speed titles and 11 Tourist Trophy titles between 1935 and 1957.

In the 1960s, after the lightweight two-wheelers Stornello and Dingo, Moto Guzzi brought out the 700 cc 90° V-twin engine with cardan shaft final drive, destined to become the symbol of the Mandello manufacturer on such legendary models as the V7 Special, the V7 Sport, the California and the Le Mans. The engine was consistently evolved on this architecture and today, flanked by cutting-edge electronic control features, powers the most popular Moto Guzzi two-wheelers, such as the V7 range, the V9 Roamer and Bobber, and the great V85TT tourer, the world’s first-ever classic enduro. 

To celebrate the centenary, the entire Moto Guzzi range is also available in the special Centennial Livery, in an exclusive edition for 2021 only, inspired by the legendary Otto Cilindri racer.

Moto Guzzi celebrates this extraordinary birthday with a 2021 full of initiatives that will culminate in the GMG - Giornate Mondiali Moto Guzzi, scheduled to be held in Mandello del Lario from 9 through 12 September.

The GMG - Giornate Mondiali Moto Guzzi are always a must-attend event for any enthusiast and, eagerly anticipated, they are back ten years after the last edition. Tens of thousands of enthusiasts will flock from all over the world to experience a unique and unforgettable event, made possible by the collaboration between Moto Guzzi, Motoraduno Internazionale Committee and the municipality of Mandello del Lario.

For such a special occasion, Moto Guzzi will produce a limited series of their models in a special Centennial Livery, which will be available on V7, V9 and V85 TT only throughout 2021.

An exclusive, elegant and attractive colour scheme, evocative of a unique heritage, drawing its origins from the aesthetics of legendary bikes which made motorcycling history, first and foremost, the 8-cylinder of 1955. A mad and visionary idea, an extraordinary bike created to compete in the World Championship 500 class, a project so bold that it was ten years ahead of all global motorcycle production.

This milestone in motorbike history has an extremely elegant colour scheme in its purely racing essence, combining the satin-finished metal of the fuel tank with the green of the fairing and the leather on the seat. Colours that also characterised the 350 Bialbero, one of the most victorious bikes in history, the unbeatable dominator of the 350 class in World Championship GP Motorcycle Racing, with the amazing record of 9 consecutive world titles (5 Rider and 4 Manufacturer) from 1953 to 1957.

Green was also the first colour “worn” by a Moto Guzzi with the Normale, the first model, and probably the most iconic of the Eagle’s colours. The Style Centre reinterpreted it in a modern approach with a matt finish and associated with metallic colours the express the solidity and authenticity of the Larian brand. The body colours are matched with a saddle covered with a natural coloured material, like that of leather, to highlight the typically Italian attention to detail.

Other distinguishing details are the eagle in a gold finish and the dedicated logo that graphically celebrates Moto Guzzi’s 100 years.

100 YEARS OF HISTORY FOR THE MOST AUTHENTIC BRAND OF GLOBAL MOTORCYCLING

More specifically, it was 15 March 1921 when the "Società Anonima Moto Guzzi" was established with the goal of "Manufacturing and sales of motorcycles and any other activity pertinent or connected to the metal mechanical industry". And it was precisely in that moment, in memory of one of the founders’ brothers in arms, that the eagle with spread wings was chosen as the new company’s symbol. Since then, the eagle, which quickly gained notoriety all over the world, has been Moto Guzzi’s symbol.

And so, the operational headquarters were opened in Mandello del Lario – in the same plant where Moto Guzzi are still produced to this day – an industrial enterprise that had marked the history of global motorcycling through bikes that have become a part of the collective imagination such as the GT 500 Norge (1928) ridden to the Arctic Circle by Giuseppe Guzzi, brother of founder Carlo, the Airone 250 (1939), the Galletto (1950) which contributed to mass motorisation in the postwar period.

In those years, the wind tunnel was opened – the first in the world in the motorcycling segment, which can still be visited in the Mandello plant – greatly desired by a close-knit team that included extraordinary engineers the likes of Umberto Todero, Enrico Cantoni and a designer who would soon become a legend: Milan native Giulio Cesare Carcano, father of the incredible 285 km/hour Otto Cilindri (in 1955) and the prototypes which, between 1935 and 1957, won no fewer than 15 world speed titles and 11 Tourist Trophies.

In the ’60s, after the Stornello and Dingo light motorcycles, Moto Guzzi breathed life into the 700cc 90° V-twin with cardan shaft final drive, destined to become the very symbol of the Manufacturer from Mandello through legendary models like the V7 Special, V7 Sport, California and Le Mans. This engine has been consistently evolved on this architecture, all the way to driving, supported by the most advanced electronic control features, the most popular modern Moto Guzzis such as the V7 and V9 range in the Roamer and Bobber versions and the V85 TT traveller, the first ever classic enduro in the world.

Now in its third generation, Yamaha’s prominent sport-tourer — now called the Tracer 9 GT — is new from the ground up. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. The machine price from local Yamaha agent - Hong Leong Corporation is a very palatable S$27,800 - which prices it far below many of its competitors, but don't assume that Yamaha have cut corners because with this latest 2021 version, they've raised the bar even higher!

As the platform has evolved so has its name, starting with the original FJ-09 in 2015 and continuing with the Tracer 900 GT in 2019. For the latest update, the Tracer 9 GT gets a lightweight aluminum frame made using the latest casting technology to strategically reduce bulk. Like its predecessors, the new Tracer uses the inline triple from the MT-09, which is lighter, more fuel-efficient, and complies with Euro 5 emissions standards. An increase in displacement (890cc, up from 847cc) should yield more power and torque, though Yamaha does not quote figures. D-Mode now offers four presets for varying throttle response and power. The 6-speed transmission has an assist-and-slipper clutch and a new quickshifter.

The focus on weight reduction continues to the longer, lighter, and stiffer swingarm, resulting in a slightly increased wheelbase, which should improve stability and traction, and new forged aluminum wheels also reduce unsprung mass for improved handling. Curb weight is now 485 pounds, up 9 pounds from last year’s model.

The use of new technology wasn’t limited to design and development. The new Tracer 9 GT is fitted with an integrated electronic control package, enabling Yamaha to incorporate a number of new features. This includes a 6-axis IMU that continually feeds data to the new KYB semi-active suspension, which electronically adjusts rebound and compression damping in the fork and rebound in the rear shock in real-time to suit the terrain and conditions. It also stabilizes the chassis under braking and acceleration and offers two modes (Sport and Comfort).

The IMU also feeds data to the new rider aids which can be adjusted to preference or completely turned off, these include lean angle-sensitive traction control, slide control, wheelie control, and cornering lights. The ABS is newly equipped with a brake control system, and riders can choose between two levels of intervention. Yamaha’s YCC-T throttle-by-wire system now includes Accelerator Position Sensor Grip (ASPG), which uses a sensor and a magnet to detect throttle opening and send corresponding signals to the throttle valves. ASPG uses a spring, slider, and gear to produce variable resistance to the grip creating a natural throttle feel. An additional D-Mode has been added providing four preset running modes that adjust throttle response and power. Cruise control and heated grips are standard.

As with the previous model, dual 298 mm discs provide the bulk of the stopping power, now with the addition of a new radial Nissin master cylinder, which promises a more linear supply of hydraulic pressure for excellent controllability.

Riders of various sizes will appreciate the Tracer 9 GT’s new adjustable footpegs, which along with the dual-height seat and adjustable handlebar on the previous model allow ergonomics to be customized.

The Yamaha Sniper 155 is distributed by Yamaha's Singapore authorised distributor:

Hong Leong Corporation - Yamaha Motor Singapore
Address: 178 Paya Lebar Rd, Singapore 409030
Phone: 6749 0588

 WhatsApp to ENQUIRE now! Special price for SBF members! 

With cruise control, a large windscreen, and standard hard saddlebags, the 2021 Yamaha Tracer 9 GT is ready to hit the road. It’s available in 3 colour ways here in Singapore:

• Icon Performance
• Tech Kamo
• Redline

2021 Yamaha Tracer 9 GT Specs
Machine Price (before COE & Insurance): S$27,800
Website: http://www.hlcorp.com.sg/motorcycles/products_overview.asp?cat=6&id=141
Engine Type: Liquid-cooled, DOHC, inline 3-cylinder w/ 4 valves per cyl.
Displacement: 890cc
Bore x Stroke: 78.0mm x 62.1mm
Transmission: 6-speed; multiplate assist and slipper clutch
Final Drive: Chain
Wheelbase: 59.1 in.
Rake/Trail: 25.0 degrees/4.3 in.
Seat Height: 31.9/32.5 in.
Wet Weight: 485 lbs. (claimed, does not include side cases)
Fuel Capacity: 5.0 gals.

We have some very exciting news that we are now able to share with you peeps here on SingaporeBikes.com, albeit not the full launch yet as we all love a bit of suspense, but knowing what we know, this new bike from Kymco is going to be a game changer in the sector that it operates in.

KYMCO Singapore authorised distributor: Motor Sport Pte Ltd

KYMCO Singapore
Blk 3006 Ubi Road 1, #01-350, Singapore 408700
Tel: +65 6281 9778

We review and cover the launches of a lot of motorcycles here at SingaporeBikes.com and it is not often that we come across an offering the excites us as much as this one.

While we cannot tell you what the actual bike is at this time, we can have some fun by sharing some pictures and letting you have a guess of what model is this!

Here are some clues:

• More power and higher CC than its competitors
• Full LED lighting, Key-less technology, and the latest tech you could want in a runabout
• BELT-drive transmission (almost a rarity in this segment)
• Independent unit rear swingarm (world's first in this segment!)

What do you think this bike is? We cannot wait to review it and will share the full review article once it has arrive on our shores in the coming weeks.

Please post your guesses down in the comments section below - WRONG guesses only!

At the recent launch event of the all new 2021 Triumph Speed Twin, there was another new product category that Triumph Motorcycles UK launched as well - although not being a brand new motorcycle, the pick-up rate through the media circles were not as vast. Fret not though, over here at SingaporeBikes.com - we will be sharing with you this latest bit of technology gadget that Triumph owners can look forward to using on their motorcycles.

At the time of this press release however, the Triumph Beeline device, app, and mapping services are not yet available for the South-East Asia market (that includes Singapore, Malaysia and Thailand for all you overlanders out there) but expect the adoption to come some time in the near future.

The Triumph Beeline device currently support markets in UK, Europe, USA, Canada, Australia, New Zealand, and Japan.

TRIUMPH Motorcycles are distributed exclusively in Singapore by:

Mah Pte Ltd
www.mah.com.sg
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

Contact them today for special deal for SingaporeBikes.com members!

Direct from Triumph's press release, it states about the Triumph Beeline:

"A new collaboration between Triumph and Beeline, the award-winning navigation brand, brings you a dedicated Beeline navigation system in a unique Triumph-branded package. Designed to give Triumph riders all the benefits of this incredibly easy to use and elegant navigation system, with a minimal, stylish, and robust alloy design. Perfect for all Triumph motorcycles, particularly the iconic Bonneville modern classic range."

First things first, the purists amongst you may ponder why a motorcyclist would need a sat-nav, often it’s part of the fun getting lost on roads with a vague idea of knowing where you need to be. 

But that’s the beauty of the Beeline system - by connecting the machined alloy unit to the Beeline app on your smartphone, you can set your destination and press go for pointers in the right direction. Setting the navigation mode to ‘route’ will give clear turn-by-turn instructions to follow, or ‘compass’ with an arrow to give you location of your pre-determined location. 

It’s all visual cues (no audio alerts), with a clear backlit display doing all the proverbial talking. The unit can also be used as a speedometer, clock, and trip computer with route tracking & sharing. Your rides are stored on the Beeline app, so you can view your routes after the ride to see where you ended up going - and how many miles you covered. 

Securely mounted to any motorcycle with quick-release twist-lock system, the unit comes as standard with a universal elasticated strap mount to fit any handlebar setup. You can also choose to buy wing-mirror mounts, permanent bar mounts or choose a sticky-pad mount for the IP67 waterproof Beeline unit to live on, too.

With genuine 30-hour battery life, the unit can be charged with the USB charging cable that it comes with, with a 2-year out-of-the-box warranty (1 year more than the standard unit) with free lifetime app & software updates. 

Once the Triumph Beeline is available in Singapore, we'd be sure to reach out to Mah Pte Ltd for a test unit!

Specs & Features:

• 30-hour battery life
• 2-year warranty
• Free lifetime app and software update
• USB charging cable
• Elasticated strap mount and quick start guide included

• Speedometer, clock, and trip computer
• Route tracking and sharing
• Metric and imperial information options
• GPX route import option

The 2021 Yamaha Sniper 155 is a high-performance moped that is powered by R15 V3's 155 cc engine. The moped is available with a six-speed gearbox with slip and assist clutch. Scroll down to the end of the article to find out how to order one at special introductory pricing today!

Yamaha seems to be on a roll in international markets. After launching the 2021 off-road-focused Zuma 125 scooter, XSR125, and new NMax 125 in European markets, the Japanese motorcycle maker recently took the wraps of Sniper 155 here in Singapore.

The Sniper 155 is available in 3 colourways - Black, Blue, and Yellow

Now, in case you didn't know, the Sniper 155 is a high-performance moped. Well, mopeds (or kup chais as they are better known in Singapore) are used in Singapore for their functional purpose but they are quite popular in several other Asian markets like India, Malaysia, Vietnam, and more. The Sniper 155 has a machine price of around S$4,800 which makes it one of the more affordable runaround bikes here in Singapore!

Yamaha Sniper 155 borrows some styling cues from YZF R1, especially the twin LED headlamp setup. The moped also gets an angular front apron, side fairing, a step-up seat, ten-spoke alloy wheels, blacked-out mechanical bits, and an upswept exhaust canister. As for features, the moped gets a digital LCD panel, smart key system, 12V power point, hazard lamp, and LED taillights and indicators.

Yamaha Sniper 155 is propelled by R15 V3.0's 155 cc, liquid-cooled engine. This powerplant is available in combination with a six-speed gearbox with slip and assist clutch and generates 18 bhp with 14 Nm of peak torque. This is 1 bhp and 1 Nm less than the power available on the R15. However, the moped makes use of VVA (variable valve actuation) for linear power delivery. The suspension duties on the Sniper 155 are tended to by telescopic forks with a swingarm while braking force comes from the front and rear disc brakes. 

If you're looking for a affordable motorcycle that is packed with the latest engine technology, simple maintenance upkeep and no-hassle riding, the Sniper 155 might just be the perfect choice for you!

Let us know what you think of the 2021 Yamaha Sniper 155 in the comments section below! 

The Yamaha Sniper 155 is distributed by Yamaha's Singapore authorised distributor:

Hong Leong Corporation - Yamaha Motor Singapore
Address: 178 Paya Lebar Rd, Singapore 409030
Phone: 6749 0588

 WhatsApp to ENQUIRE now! Special price for SBF members! 

Launched in 2018, the Triumph Speed Twin set the benchmark for how a Modern Classic performance roadster should ride and feel thanks to its class-leading handling, thrilling and responsive engine, advanced rider technology and beautiful, modern custom style with category-defining premium finish and detailing.

TRIUMPH Motorcycles are distributed exclusively in Singapore by:

Mah Pte Ltd
www.mah.com.sg
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

Contact them today for special deal for SingaporeBikes.com members!

An award-winning motorcycle, the Speed Twin has been a great success and a customer favourite. Recognised for having the power and torque of the Thruxton R in an even more accessible set up, the Speed Twin delivered the contemporary custom style and engaged ride of the Street Twin, with even more premium and beautiful details and touches. 

And now for 2021, the Speed Twin brings an evolution in every dimension, from power and performance, to handling, technology and style - making it the perfect combination of character, style and genuine sport performance.

Higher Performance – Significant Engine Update
-    3PS more peak power, now 100PS at 7,250rpm
-    More mid-range power and torque
-    Peak torque now lower down the rev range, with 112Nm at 4,250rpm
-    More responsive with a 17% reduction in inertia
-    Lower emissions and fully Euro 5 compliant
-    High 10,000 mile / 16,000km first major service interval

Better Handling
-    Even more precise, agile and dynamic modern roadster ride
-    New higher specification Marzocchi USD forks with cartridge damping
-    New higher specification Brembo M50 radial monobloc calipers
-    New higher specification Metzeler Racetec RR tyres 
-    New lightweight cast aluminium wheels
-    Comfortable, engaged riding position for a confidence-inspiring, intuitive feel

Enhanced Technology
-    Upgraded riding modes – Road, Rain and Sport
-    High specification of standard equipment:
o    ABS and switchable traction control
o    LED lighting with DRL headlight (market specific)
o    Torque-assist clutch
o    Under-seat USB charging socket
o    Immobiliser

More Premium Style and Detailing
-    New stylish 12-spoke wheels
-    New brushed stainless-steel twin upswept silencers
-    New anodised headlight and mudguard mounts
-    New distinctive tank graphics
-    Three contemporary colour schemes 

50+ Custom Accessories
-    Genuine Triumph accessories for added style, practicality and security

The all new 2021 Triumph Speed Twin will be available in Singapore starting from August 2021, pricing TBC.

Higher Performance

Significantly updated for 2021, the Speed Twin’s characterful 1200cc High Power Bonneville twin engine now has even higher performance, as well as lower emissions, making it fully Euro 5 compliant. The engine now delivers 3PS more peak power with 100PS at 7,250rpm, plus more power in the mid-range than the previous generation. 

Alongside the incredibly strong and linear power delivery, the 2021 Speed Twin also has a fuller torque curve, with peak torque of 112Nm arriving more than 500rpm lower down the rev range compared to the previous generation.

The responsiveness of the Speed Twin engine has also been enhanced, thanks to a 17% reduction in inertia obtained via a new lightweight crankshaft and alternator. These enable the engine to spin up faster than the previous generation, and rev harder for longer, with a red line now 500rpm higher than before. In addition, new high compression pistons, revised ports and a new cam profile complete the list of performance enhancements.

The distinctive sound of the Bonneville Twin is amplified by the new brushed stainless steel megaphone twin upswept sports silencers, that have been carefully crafted for a deep, throaty roar to match the Speed Twin’s legendary name. The innovative and uninterrupted exhaust header run cleverly conceals the catalyst box, delivering the characteristic clean-line “straight-run” design.

As with all of the models in Triumph’s Modern Classic range, the cost of ownership is kept low thanks to the high first major service interval of 10,000 miles / 16,000 kilometres.

Better Handling

Already acknowledged for its superb, sure-footed comfortable handling, the new generation Speed Twin benefits from a number of significant upgrades for an even more precise, agile and dynamic ride. 

New for 2021, the Speed Twin comes equipped with higher specification upside down 43mm Marzocchi front forks with cartridge damping, bringing a more confidence-inspiring and comfortable ride with 120mm wheel travel. These are perfectly matched to the twin rear suspension units with adjustable spring preload, and 120mm rear wheel travel, both precisely tuned for even better handling and the perfect modern roadster ride.

Further enhancing the new generation Speed Twin, braking performance is improved with new higher specification Brembo 4-piston M50 radial monobloc front brake calipers and twin 320mm Brembo discs. Alongside the Nissin 2-piston floating rear caliper with 220mm disc, and ABS fitted as standard, these deliver a stronger initial braking-bite, more feel and better fade characteristics. 

Ensuring incredible grip, precision and high-speed stability, new Metzeler Racetec RR tyres are fitted as standard for the 2021 model, along with new cast aluminium wheels, 17” on both front and rear, with a lightweight 12-spoke design.

A beautifully balanced motorcycle, the Speed Twin brings an intuitive and confidence-inspiring ride. The ergonomics are perfectly proportioned with an accessible 809mm seat height, a slim stand over width, tapered handlebars and a comfortable roadster foot-peg position, which are 38mm further forward and 4mm lower than the Thruxton, providing the rider with a more relaxed riding position.

Enhanced Technology

The new generation Speed Twin is packed with rider-focused technology, including a sophisticated ride-by-wire system that ensures precise throttle control and enables three riding modes: Rain, Road and Sport. These have been enhanced for 2021, adjusting both the throttle response and traction control settings to suit the rider’s preference. The riding modes can be changed at the touch of a button while on the move, to respond to any change in riding conditions, maximising rider confidence and safety. The rider can also choose to switch the traction control off independently through the instrument menu.

The bike is also equipped with an LED rear light and indicators, and, where market legislation permits, the signature LED Daytime Running Light (DRL) is incorporated into 
the headlight. 

The contemporary 3D clocks incorporate a digital menu system accessed by the scroll button mounted on the handlebar. This provides the rider will all of the key information, including gear position, two trip settings, fuel level and range-to-empty, as well an average and current fuel consumption, access to traction control settings and TPMS indicator if fitted as an accessory. 

Other rider focused technology includes an under-seat USB charging socket, an accessory Tyre Pressure Monitoring System and an immobiliser with transponder integrated into the premium Triumph branded key.

More Premium Style and Detailing

In addition to the new 12 spoke cast wheels and twin upswept sporty silencers with brushed stainless-steel headers, the Speed Twin is characterised by its signature-shaped 14.5L tank with knee indents, beautiful bar end mirrors, sculpted side panels and stylish bench seat. 

Premium details and finishes are harmonised across the bike, including brushed aluminium front and rear mudguards with new mounts, plus brushed aluminium side panel finishers and heel guards. Additional premium touches and details can be found in the new anodised headlamp mounts to compliment the painted headlamp bowl, classic Monza fuel cap and clear anodised aluminium swingarm.

For 2021, the Speed Twin is available in three paint schemes: the new vibrant and lustrous Red Hopper scheme, the sophisticated Matt Storm Grey with subtle yellow accents, or the timeless Jet Black. 

The Genesis of a Motorcycle Icon

Changing the face of motorcycling, the original 1938 Triumph Speed Twin, with the world’s first successful parallel twin engine packaged into a game changing chassis, was a revelation to ride. Its smooth dynamic handling and superb responsive feel established Triumph as the number one motorcycle marque globally for performance and handling, setting the template for all that followed, and earning a global reputation for being the first real ‘riders bike’.

For 2021, the new Speed Twin sets the benchmark all over again for its balance of torque-rich performance, agile and dynamic handling, and stunning contemporary custom motorcycle design and character.

50+ Custom Accessories

The 2021 Speed Twin is the perfect platform for personalisation with over 50 custom accessories that riders can add to enhance the style, practicality and security of their bike. These range from multi-function LED indicators, to quilted seats and luggage, knee pads, engine embellishers, head bolt covers, sump plates, heated grips and many more.

All genuine Triumph accessories have been designed and developed alongside the bike itself, to the same exacting standards, to ensure perfect integration and excellent durability, and all come with the same two-year unlimited mileage warranty.  

SPECIFICATIONS

• Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin
• Capacity
• 1200 cc
• Bore
• 97.6 mm
• Stroke
• 80 mm
• Compression
• 12.1:1
• Maximum Power
• 100 PS / 98.6 bhp (73.6 kW) @ 7250 rpm
• Maximum Torque
• 112 Nm @ 4250 rpm
• Fuel System
• Multipoint sequential electronic fuel injection
• Exhaust
• Brushed stainless steel 2 into 2 exhaust system with twin silencers
• Final Drive
• O ring chain
• Clutch
• Wet, multi-plate torque assist clutch
• Gearbox
• 6-speed
• CHASSIS
• Frame
• Tubular steel, with steel cradles
• Swingarm
• Twin sided aluminium
• Front Wheel
• Cast aluminium alloy 17” x 3.5”
• Rear Wheel
• Cast aluminium alloy 17” x 5.0”
• Front Tyre
• 120/70 ZR17
• Rear Tyre
• 160/60 ZR17
• Front Suspension
• Ø 43mm USD Marzocchi forks, 120mm travel
• Rear Suspension
• Twin RSUs with adjustable preload, 120mm rear wheel travel
• Front Brakes
• Twin Ø 320mm discs, Brembo M50 4-piston radial monobloc calipers, ABS
• Rear Brakes
• Single Ø 220mm disc, Nissin 2-piston floating caliper, ABS
• Instruments
• Twin dial analogue speedometer and tachometer with LCD multi-functional displays
• DIMENSIONS & WEIGHTS
• Length
• 2099 mm
• Width (Handlebars)
• 778 mm
• Height Without Mirrors
• 1097 mm
• Seat Height
• 809 mm
• Wheelbase
• 1413 mm
• Rake
• 22.3°
• Trail
• 91.5 mm
• Wet weight
• 216 kg
• Fuel Tank Capacity
• 14.5 litres
• FUEL CONSUMPTION
• Fuel Consumption
• 5.1 litres / 100 km
• CO2 Figures
• 116 g/km
• Standard
• EURO 5
• CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results.

With models ranging from sportbikes to the Ténéré 700 adventure bike, Yamaha’s motorcycle lineup has something for everyone. And that includes fans of naked bikes, sporty standard motorcycles with stripped-down styling. Earlier this year it introduced its entry-level naked bike, the MT-03. And now the curtain’s been drawn back over a returning model, the Yamaha MT-09. However, for 2021, it has an additional trim, the MT-09 SP. But is the new SP’s higher cost worth it?

Yamaha originally launched the MT-09 in 2014 under a different name: FZ-09, in the US. However, the naked bike was only called that in the US; elsewhere, it was called the MT-09. The name confusion came to end in 2018 when the bike’s name was made ‘MT-09’ worldwide.

The Yamaha MT-09’s last major update came in 2017, when the bike’s suspension, seat, and electronics were upgraded. The changes for 2021, though, are a bit more extensive.

The 2021 Yamaha MT-09 has a brand-new aluminum chassis, new aluminum wheels, and overall weighs 8 pounds (3.62kg) less than the 2020 model. It also has a slightly shorter wheelbase and more ground clearance.

The 2021 Yamaha MT-09’s engine is still a three-cylinder, but it’s been enlarged from 847cc to 890cc. Its internal components have also been upgraded, as has its fuel-injection system, intake, and exhaust. As a result, it now makes 117 hp and 69 lb-ft.

To cope with the extra power, the 2021 MT-09 has a stronger slipper-assist clutch and an upgraded quick-shifter. The bike also has a fully-adjustable KYB fork and adjustable KYB rear shock. As before, it has Nissin disc brakes with ABS. The naked bike’s adjustable footpegs and handlebar clamps are new, though.

However, arguably the biggest change for the 2021 Yamaha MT-09 is to its electronics. The naked bike now comes with a 3.5” TFT display, as well as traction control, wheelie control, and slide control. The 2021 MT-09 also sports several driving modes, including a customizable one. Plus, the ABS now adjusts itself based on lean angle.

The 2021 Yamaha MT-09, though, gives the naked bike even more.

How does the 2021 Yamaha MT-09 SP differ from the standard bike?

This isn’t the first time Yamaha has offered an MT-09 SP. The ‘SP’ appellation (for ‘Sport Production’) has appeared on several Yamaha bikes in the past. And in 2018, it was the MT-09’s turn.

The 2021 Yamaha MT-09 SP has echoes of that 2018 bike. First, the rear KYB shock is replaced by a fully-adjustable Ohlins shock. The front fork is still from KYB, but it’s an upgraded unit with additional compression damping capability,. This new fork also has a diamond-like coating so it slides more easily.

Besides the suspension, the 2021 Yamaha MT-09 SP gets a unique paint scheme, a stitched seat, and a brushed-finish swingarm. And unlike the standard bike, it has standard cruise control. Though to activate it, the rider must be in at least 4th gear and going at least 31 mph.

Is it worth buying over the standard bike?

We have not heard from local Yamaha agent Hong Leong Corporation yet on the pricing structure so we'll just have to wait and see if the pricing difference between the "standard" Yamaha MT-09 and the "upgraded" Yamaha MT-09 SP is worth the creature comforts and performance parts.

What do you think? Is this one of the best Class 2 naked bikes around? Let us know your thoughts in the comments section below!

P.S. We've had VERY mixed reactions over the new design of the front headlight. Are you a fan? Or would you rather they have kept the headlight design from the previous model.

The Yamaha MT-09 is distribution by Yamaha's Singapore authorised distributor:

Hong Leong Corporation - Yamaha Motor Singapore
Address: 178 Paya Lebar Rd, Singapore 409030
Phone: 6749 0588

 WhatsApp to ENQUIRE now! Special price for SBF members! 

For the past several years, the middleweight naked sportbike class has kept its party going at a fever pitch. Street-ready motorcycles with sporting blood in them have helped keep the motorcycle industry’s wheels turning. And ready to shake its moneymaker at this party is the all-new 2021 Aprilia Tuono 660. 

Naked bike enthusiasts have held the Tuono moniker near and dear to their hearts for nearly two decades now. What was originally a stripped-down, sit-up version of the RSV Mille known for effortless wheelies evolved into a stripped-down, sit-up version of the RSV4, also known for effortless wheelies. The Tuono V4 delivers all the thrills and chills of a superbike in a more comfortable package and comfort certainly doesn’t diminish capability.

The Aprilia Tuono 660 follows the same principle by taking the Aprilia RS 660 middleweight sportbike, tossing on a set of handlebars, shaving off some plastic and fiddling with geometry to make the RS 660’s sporting prowess and technological sophistication even more applicable to the street. There’s more to it, of course, but that’s the gist.

If you have even a whiff of sport riding inclinations, a design brief like that has already piqued your interest. Now, let me hold your attention: the 659cc parallel-twin is an absolute gem, raring to go with its 270-degree firing order and a raspy exhaust note that will have Tuono V4 owners doing a double-take at bike night. 

Packing a 100 horsepower punch at 11,500 rpm and 50 lb-ft of torque at 10,500 rpm, the final blow to the Tuono 660’s competition is its stellar 403-pound wet weight, creating an impressive power-to-weight ratio (all figures claimed). Nearly 80% of the Tuono’s torque is available at a low 4,000 rpm, perfect for darting around traffic or lunging out of canyon apexes. It pulls and pulls hard up to around 9,500 rpm, where things level off nicely. 

Crucially, the Tuono’s powerplant doesn’t overwhelm. It excites, inspires and eggs you on as you dive into and out of corners, but it’s one that intermediate riders can handle and advanced riders can fully exploit. Although the 660 twin borrows some design features from Aprilia’s V4s, like the varied length intake funnels, electronically operated 48mm throttle bodies, a 13.5:1 compression ratio, an 81mm bore and basic cylinder head design, it is a unique animal and far more approachable. It feels tame at low rpm but revs up freely and energetically, revealing devilish charm to those who heartily twist the throttle.

On the other hand, the Tuono’s rubber-mounted footpegs damped the vibration unlike the Aprilia RS660, and the optional up/down quickshifter is excellent — both marked improvements over the RS.

What sets the Aprilia Tuono 660 apart from the crowd is the superbike-derived APRC (Aprilia Performance Ride Control) electronic suite, which includes five throttle maps, 3-level ABS, 3-level traction control, cruise control and engine braking management. There is also an optional Continental IMU that activates cornering ABS, lean-angle-sensitive traction control and cornering headlights.

That being said, the standard electronics worked admirably, stepping in when needed and with predicable levels of intervention. Throttle maps include Commute (mellow), Dynamic (aggressive) and Individual (tailor to your liking). And when you switch from Road to Race on the full-color TFT dash, two more throttle maps appear: Challenge (preset) and Time Attack (customizable), which replace the speedometer with a lap timer.

Based on the RS 660 chassis, the Tuono 660’s lightweight twin-spar aluminum frame uses the engine as a stressed member, but it uses two mounting points instead of three to reduce rigidity and enhance response at a street pace. Beyond that, the triple clamp offset is updated, resulting in a slightly steeper 23.9-degree rake for more agility, and the wheelbase is marginally shorter at 54.3 inches.

While the specs suggest a more nimble machine than the RS600, the biggest impact on handling is the upright riding position, wide handlebar and lower footpegs. Once settled into the reasonably comfortable 32.3-inch saddle, the Tuono 660 is a willing partner, ready to be chucked and hustled through every turn with little input. The same can be said at low speeds, thanks to generous lock-to-lock steering — something Tuono V4 owners will envy, for sure.

Another notable change is to the sporty KYB suspension. Still featuring preload and rebound damping adjustment at both ends, the Tuono only allows adjustment in one fork leg, unlike the RS660. The suspenders are set up for the streets and gobble up rough roads like nobody’s business while keeping the bike in shape during spirited riding. I’d prefer more compression damping because g-outs can unsettle the otherwise rock-steady chassis, but most riders will be in good shape, and we wouldn’t shy away from a rip at the racetrack, either.

Braking hardware is more premium than what you’ll find on most middleweight sportbikes, with a pair of Brembo 4-piston front calipers grabbing onto 320mm floating discs and a 2-piston Brembo rear caliper squeezing a 220mm disc, both offering great feel and stopping power. 

Boiled down to its finer points, the Aprilia Tuono 660 takes up an exciting position within the jam-packed middleweight class. On one side are the more affordable, less powerful and less sophisticated Japanese offerings like the Honda CBR600R, Kawasaki Z650 and Yamaha MT-07. On the other side are other European middleweights that, while more comparable to the Tuono’s price tag and technology, are on the higher end of the middleweight spectrum, such as the Ducati Monster (937cc), KTM 890 Duke R and Triumph Street Triple 765 R, and thus offer more performance. In between sits the Tuono 660. 

The Tuono 660 and RS660 are essential parts of Aprilia’s strategy. They attract new customers to the brand, and they serve as stepping stones to its higher-displacement models. Now Aprilia has middleweight counterparts to its popular, powerful Tuono V4 and RSV4 lineups.

Tuono, which means “thunder” in Italian, is a name that carries serious weight in the naked segment. The new Tuono 660 lives up to the legend while adding a new dimension to the paradigm. Agile, user-friendly, wickedly fun and properly sporty, the 2021 Aprilia Tuono 660 brings a lot to the party.

To take advantage of this deal, head over to Mah Pte Ltd today to look at their range of Aprilia sports bike available and you might just find yourself riding home on a new Italian stallion!

Mah Pte Ltd
www.mah.com.sg
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

2021 Aprilia Tuono 660 Specs:

• Base Price: To be advised
• Website: www.mah.com.sg
• Engine Type: Liquid-cooled, transverse parallel-twin, DOHC w/ 4 valves per cyl.
• Displacement: 659cc
• Bore x Stroke: 81.0 x 63.9mm
• Horsepower: 100 horsepower @ 10,500 rpm (claimed)
• Torque: 49.4 lb-ft @ 8,500 rpm (claimed)
• Transmission: 6-speed, cable-actuated wet slipper clutch
• Final Drive: O-ring chain
• Wheelbase: 54.3 in.
• Rake/Trail: 23.9 degrees/4.1 in.
• Seat Height: 32.3 in.
• Wet Weight: 403 lbs. (claimed)
• Fuel Capacity: 4.0 gals., last 1.0 gal. warning light on