It has been announced that the Malaysia Road Transport Department (JPJ) is offering a 70% discount on traffic summonses starting today. This includes cases that are blacklisted as well. The discount will kick in for two months, from 13 April to 13 June 2021.

According to transport minister Wee Ka Siong, the discount is being offered in conjunction with JPJ’s 75th anniversary. The discount will involve 3.5 million active summonses identified from 2010 to March this year.

Those who would like to make payment of the summonses can do so at all JPJ offices and online through the department’s official portal.

“I encourage the public to pay their summonses online to avoid congestion at JPJ offices,” Wee told reporters after JPJ’s 75th Platinum Jubilee celebration.

If you currently have any summons outstanding for Malaysia, you might want to use this opportunity to settle them before the borders open so that once COVID restrictions have been relaxed, you would be able to go touring up north without worries!

Find out more on how to check for summon on your vehicle and pay them via the JPJ website here:

• https://www.jpj.gov.my/en/web/main-site/undang-undang-en/-/knowledge_base/law/summons-payment-method

JPJ has further introduced JPJeQ, an online waiting queue system today as a method to avoid the 3Cs (crowded, confined and close) at all JPJ premises and counters.

“The mobile application will allow customers to choose the JPJ branches which are less crowded and use QR codes to get the waiting number, and it is a friendly app to people with disabilities and senior citizens,” Wee added.

Late last year Honda gave us word that a new, redesigned MSX 125 would be hitting most parts of the world as a 2021 model. Changes revealed on the global model gave some hints though, like the addition of a fifth gear, a new headlight, Euro 5 certification for the engine, and a full styling revamp, but we were left to ponder what the price tag or when would it be available.

As noted in last year’s Euro release, the MSX 125 will also have new bodywork and a Euro 5-spec engine with a five-speed gearbox. As we’d hoped, the MSX 125 will get those major revisions, including a reworked 125cc engine and a five-speed transmission. The two-valve single-cylinder mill has a higher compression ratio (now 10.0:1) and meets Euro 5 emissions standards, and the addition of the fifth gear gave Honda the opportunity to add a larger 38-tooth final-drive sprocket for a bit more snap.

The 125cc two-valve engine has a narrower bore and longer stroke than its predecessor (50mm x 63.1mm compared to 52.4mm x 57.9mm) as well as a higher compression ratio of 10.0:1 (9.3:1 previously). Another big part of the makeover for the 2022 model year is the new bodywork with pared-down styling. Because the MSX 125 has always been about easy customization, owners can get at the four main body panels via six big fasteners, allowing them to pop the panels off the steel backbone frame and mix and match colors for a simple way to swap looks. Also on the styling front is a new look for the engine, exhaust, wheels, and swingarm, which all get blacked out for a more up-to-date vibe; the wheels keep their signature 12-inch size, but feature a new design with a five-spoke pattern.

You might notice a subtle change with the seat too; it’s flat rather than stepped and gets thicker padding. With that comes a new subframe, though the frame and suspension remain unchanged, and Honda is quick to point out that the saddle is still an easily cleared 30 inches off the tarmac. You’ll also see a more robust LCD display with provisions for a gear change indicator added to the speedo, tach, fuel gauge, clock, and twin tripmeters. Dig even deeper and you’ll find out that the mini moto’s 2022 iteration (the MSX 125’s third) now has a replaceable oil filter, ditching the previous oil spinner and screen for easier maintenance. There’s a redesigned exhaust pipe and muffler now designed as two separate parts, which should give customizers way fewer fits.

For 2021, the MSX 125 has also boosted fuel capacity a smidge to 6 litres.

As a bonus—or at least, instead of an unwelcome surprise— Honda is keeping the price tag in line with last year’s model, at a suggested US$3,399 for the base trim in the US market. Boon Siew Honda Singapore currently does not list the MSX 125 in their price list but we'll have a clearer picture of pricing in Singapore once the new revised models starts to hit our shores.

But there are tastier options too, like the new special SP version which sports a gold finish on the fork, wheels, and brake calipers, and tucks in a yellow shock spring out back for an extra pop. Then there’s the higher-spec MSX 125 ABS, which again is expected to cost a premium over the base model.

To sum up, the 2022 MSX 125 can be had in Queen Bee Yellow or Matte Black Metallic for the base trim; the MSX 125 SP with its stylish graphics and gold finishes for slightly more; or the MSX 125 ABS, available only in Candy Blue, for a higher premium on top of that. The bikes will be available sometime in 2021 and we will update on availability soon.

Yamaha has recently announced that the Yamaha Tracer 7 GT will be coming to international markets for 2021, positioned to be the younger sibling to the currently available Yamaha Tracer 9 GT.

The Tracer 7 GT is powered by the same crossplane twin that’s found in the MT-07, which has already proven itself to be a fun and capable powerplant. Plopping that mill into an upright touring motorcycle would put a lot of midsize, legacy touring rides currently available like the Versys 650 or V-Strom 650, on high alert. Especially if the bike is competitively priced.

The addition of Yamaha accessories, like side cases, a taller and wider windscreen, and an updated seat, give it some notable credentials that others in the same segment sometimes lack. Add to that the preload- and rebound-adjustable suspension front and rear, and you have a very capable midrange sport-touring bike.

The Tracer 7 GT's engine has also been updated, particularly in light of the fact that Yamaha has given the engine platform the necessary updates to comply with Euro 5 regulations. It’ll want to make sure it squeezes as much juice from the engine as possible.

Although details are still scarce, we'll update back once we hear more information from Yamaha themselves or when Hong Leong Corporation (Yamaha Singapore) starts to have an ETA on this motorcycle.

Yamaha Singapore Official Distributor

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

 Click HERE to ENQUIRE now on ANY Yamaha Motorcycles! Special price for SBF members! 

Article by CarBuyer.com.sg, kudos to Deyna Chia for the awesome writeup!

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!

This is Triumph’s new Tiger 900, and if you’ve never looked at the Tiger before, or don’t know what it is, this might be the best time to change your perspective because the Tiger has changed much more than its stripes. 

Like the preponderance of SUVs in Singapore, adventure bikes have dominated motorcycle sales in recent years. As a result, you can get off-road styled bikes of every shape and size – even a scooter.

While the Japanese 2A ‘light’ adventure offerings, such as the Honda CB400X, are the equivalent of an everyman’s Honda HR-V, the European mid-weight adventure bike segment is for those who want a bit more of everything, without going full-on safari around town.

The brief here is for a bike that’s lithe enough for that intra-city commute through murderous traffic (yes, the jams are back), comfy and tough enough for long distance trips (when it’s finally “safe” to ride northwards), and with enough oomph to beat other commuters in the traffic light-to-light dash and more.

This Tiger 900 is totally new, despite the familiar styling cues. Its predecessor, the Tiger 800, was a solid and sometimes stolid choice, first debuting in 2010 and updated twice in its life-cycle (2014, 2018), but it was clear Triumph needed something totally clean-sheet to, well, triumph.

The new bike is made in Thailand, and like some Ducatis, as well as cars from the Land of Smiles (and more protests), that’s not a problem – in fact it’s the opposite. 

The build quality of the Tiger 900 is visibly up two notches over the Tiger 800. For example the silver segments on the fairing are painted-on, not stickers, encased in a generous thick layer of clear coat. Sporting an all-new chassis, subframe and suspension,  smaller headlight (LED lighting with daytime running lights, complete with removable headlight protector) and revised fairing. 

As usual with the Tiger models, there’s a dizzying array of versions to choose from. In Singapore the lineup consists of the entry-level Tiger 850 Sport, then the 900 models: GT Low, GT Pro, and Rally Pro. The GT models being road-centred, and the Rally models being more ‘proper’ adventure and off-road ready. The model ridden here is the GT Low, which is almost 50mm lower than the standard model thanks to the seat and unique suspension layout.

Compare that to the 800mm-plus seat height of other adventure bikes, and the Tiger makes a much easier time of it with no tiptoeing, and pushing it is relatively easy too thanks to its 194kg wet weight, and 5kg lighter than the Tiger 800.

While we don’t usually need to opt for shorter seats, being 1.8-metres tall, we can see how the GT Low would be a boon for riders of a smaller stature. The seat has two height settings – 760mm and 780mm – and we chose to set the seat in the “high” position, and this meant full sole contact on the ground and bent knees.

Unexpectedly, we found the sitting position to be ergonomic, with no complaints from the knees, the 10mm narrower handlebars (complete with handlebar guards) positioned just right, resulting in a neutral, neither sit-in nor sit-on position. The riding position allowed for easy steering, so easy in fact, the bike responded really well to successive left-right-left flicks. So quick and so composed, the Tiger 900 felt much like the Street Triple – and that’s saying a lot!

The more powerful three-cylinder engine is certainly responsible for that too, the new 900cc unit is Euro V compliant, producing 10 percent more torque (87Nm at 7,250rpm) and nine percent more power in the mid-range rpm, but with the same peak power of 94hp at 8,750rpm.

That translates to more power and better acceleration all-round, and is enjoyably punchy. The Tiger 900’s engine pulls really hard from 4,000 to 4,800rpm, tapers, then picks up again from 5200rpm to 7000rpm, even in sixth. The fly-by-wire throttle is seamless, reducing the usual lurching when rolling-off and getting on the throttle again immediately.

On the downside, there was some buzziness from the engine, especially above 6,000rpm, possibly a result of the new firing order, which also makes the bike sound more like a parallel twin than the much-loved Triumph triple burble/whine. 

What I found unusual was buzziness in the engine, particularly above 6000rpm, apparently a result of the new 1,3,2 firing order, a departure from the 120 degree configuration from the earlier engines. Aurally, the Tiger 900 sounds more like a Yamaha TDM with its 270 degree parallel twin, i.e. sounding more “twin” like than the classic Triumph “triple” exhaust note. Even the characteristic high pitch whine is now muted. 

It was happy leaning to a considerable 40+ degrees, at which point the adventure-sized 19-inch front wheel would require more, perhaps excessive, handlebar input to increase lean angle. Tackling sweepers spiritedly would also cause a bit of rear wheel bobbing (evident by tyre wear), a characteristic of softly-sprung adventure bikes, but we were able to mitigate that by increasing the preload a few clicks.

As for non-spirited daily riding, the Triumph’s broad power band, agile handling, and low seat make easy work of the urban jungle, and without panniers the bike’s not particularly broad either. The GT Low doesn’t have an up-down quickshifter, available as an option, and standard on the GT Pro and Rally Pro. We did notice that there was some heat directed at the right knee, though if you don’t wear shorts, nor spend 15 minutes on end in traffic it shouldn’t be a problem.   

Like any self-respecting Euro adventure bike now, the Tiger’s brimming with technology on all fronts, and it is quite well-specced. 

On the safety front, Brembo Stylema front brakes deliver good power and feel, even with one finger, and that’s helped along by riding modes (Rain, Road, Sport, Off-Road) and a new optimized cornering ABS and traction control, with IMU (inertia measurement unit).

The Tiger 900 now sports a 7.0-inch TFT display for a dashboard, which apart from having four layout styles to choose from, also includes a half screen Turn-by-Turn navigation, which requires option hardware, and operation via the My Triumph app.

Triumph has clearly thought this through, since a waterproof handphone compartment complete with charging capability is provided under the passenger seat. Additionally, the battery is now accessible under the rider’s seat by simple removal of a plastic shroud.

Underseat phone charger is a nifty feature

In competition, the BMW F 850 GS and Ducati Multistrada 950 are the closest, with a similar size, spec, though you pay more for the premium badge of course. Like Triumph always does, the Tiger 900 offers lots of bang for the buck in comparison. 

If we were in the market for an adventure bike agile enough for daily commute, long tank range (each fill up is good for 350km), characterful engine and exhaust note, at a price tag reflective of the world economy, the Tiger 900 would be on that short-list without a doubt. 

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!

Triumph Tiger 900 GT 

• Engine    888cc, inline 3
• Power    94hp at 8750rpm
• Torque    87Nm at 7250rpm
• Gearbox    6-speed manual 
• 0-100km/h    Not quoted 
• Top Speed    Not quoted
• Wet Weight    198kg 
• Seat Height     760-780mm
• Agent    Mah Motors (www.mah.com.sg)
• Price     S$29,419.05 machine price
• Availability    Now
• Verdict     Feature-packed, well rounded middle-weight adventure bike that handles like its highly regarded brethren, now accessible to a wider audience.

The Husqvarna Norden 901 concept revealed at last year’s EICMA show promised to be more than just another bike—it would be a machine that brought the Husqvarna brand into a new mainstream market, appealing to riders who’d never considered the company’s products before.

Now it’s clear that the Norden is following in the footsteps of the firm’s Vitpilen and Svartpilen models, making the leap from concept to production with a minimum of changes compared to the show version and bringing with it an innovative style that’s instantly recognizable as one of Husqvarna’s growing range of road-focused bikes.

The Norden in these spy pictures is clearly close to production-ready, featuring many of the components that we’d expect to be missing from a prototype that’s earlier in its development cycle. The headlight and windshield, for instance, are usually among the last parts to appear on test bikes, but they’re present and finished-looking on this model, as are elements like the metalized skid plates under and to either side of the engine and even the two auxiliary lamps that were a key element of the concept’s look.

Have there been changes compared to last year’s show bike? Sure. Those lights are all different—the Norden concept’s aux lamps were yellow-tinted units with four LEDs behind each lens, and here they’re replaced with single LED white units, while the main headlight is also distinctly different. On board, the show bike featured an unusual dash with two stacked color LCD displays that could show a single image across both screens. Here we see a much more sensible single screen that appears to be borrowed from KTM’s latest 1290 Super Duke R. And that’s far from the only KTM component on view here; in fact, the Norden is rather like a Husky-shaped veneer over an existing KTM. The frame is pure KTM 890 Adventure, as is the 889cc parallel-twin engine. It’s KTM’s LC8c unit in its biggest-capacity form, and depending on the final state of tune power is sure to be somewhere between the KTM 890 Duke R’s 121 hp and the 890 Adventure’s 105 hp.

Like the 890 Adventure and the 790 Adventure before it, the Norden uses an unusual plastic fuel tank that’s wrapped over and around the engine, doubling as much of the bodywork. The bulk of the gas is held in two side-mounted sections—seen on either side of the engine with aluminum panels on them on this prototype—but the tank also arcs up and over the top of the bike, providing a conventionally placed fuel filler in front of the rider. While similar in concept to the KTM 890 Adventure’s tank, it’s a different unit as the rear sections of the radiator cooling vents are molded into it, and needed to be shaped to suit the Norden’s distinctive, neo-retro look.

The swingarm, WP suspension, and KTM-branded brake calipers all appear to be directly from the 890 Adventure as well, and it’s likely that the Austrian bike’s spec sheet is a good guide to what to expect from the production version of the Norden 901. That means a dry weight in the region of 432 pounds, about 8 inches of suspension travel at each end, and electronics including Bosch 9.1 MP cornering ABS, lean-sensitive traction control, and riding modes that include an “off-road” setting.

The wheels appear to be the same size as the KTM 890 Adventure, too, which means a 21-inch front and 18-inch rear—a setup that’s more off-road biased than most adventure bikes on the market. That means the Husqvarna should sit in a position of being slightly more luxurious and touring-oriented than the 890 Adventure it’s based on but without losing much of the KTM’s ability away from the beaten track. For more road-biased adventuring, the upcoming CFMoto MT800 uses many of the same KTM-sourced components but in a package designed with pavement use in mind.

Had 2021 been a normal year, replete with major international motorcycle shows, we’d have expected to see the production version of the Norden 901 revealed at EICMA in Milan. However, with the November event canceled, many firms, including Husqvarna, appear to be opting to unveil new bikes individually and nearer their on-sale dates. Since the Norden isn’t expected to reach showrooms until well into 2021, it might be a while before the final version is given an official unveiling.

18 years and 110,000 units after the original Multistrada hit the market, the fourth generation 2021 Ducati Multistrada V4 has been unveiled at Borgo Panigale by CEO Claudio Domenicali. Domenicali, as much an enthusiast as a corporate higher-up, laid out all the technical and functional details that set the new Multistrada V4 apart from its previous iterations and competitors.

With the decline of superbike sales, Ducati has invested in the development of highly functional, practical, versatile bikes like the all-new Multistrada V4. And on paper, the V4 appears to be a platform built to meet the expectations of sport touring enthusiasts without the mythical exclusivity of the brand’s past.

The heart of the Ducati Multistrada V4 is the 1,158cc Granturismo V4, sans that engine’s desmodromic valve train. The new powerplant is claimed to produce an impressive 170 horsepower at 10,500 rpm and 92.2 pound-feet of torque at 8,750 rpm while meeting the tightening Euro 5 emissions standards.

Claimed numbers are impressive, to be sure; but Ducati also claims the new powerplant is more than two pounds lighter than the Testastretta DVT 1260cc V-twin engine in its predecessor. It’s more compact, too, allowing for optimal engine location for proper weight bias and neutral handling character. Wheelbase has also shrunk by one inch, to 61.7 in.

Thermal comfort was analyzed while designing the Multistrada V4, resulting in strategically placed venting to improve heat dissipation, particularly at low speeds and while stopped. The engine also automatically shuts off the rear cylinders at low speeds to prevent uncomfortable heat build up underneath the seat.

Harnessing the engine’s performance is a sophisticated electronic rider-aid package, with a six-axis Bosch inertial measurement unit (IMU) at the forefront. The system manages the Multistrada’s Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), and Cornering ABS function on all Multistrada models, while the up-spec V4 S platforms incorporate Cornering Lights (DCL) and Vehicle Hold Control (VHC). A bi-directional Ducati Quick Shifter (DQS) is also fitted.

Multistrada V4 S models also incorporate an all-new radar system, co-developed with Bosch, allowing for Adaptive Cruise Control (ACC) functions, as well as Blind Spot Detection (BSD) for more comfortable, safer riding.

Inspired by Ducati’s Panigale superbike platform, the Multistrada V4 does away with the classic steel trellis frame and adopts a  fully integrated cast-aluminum pyramid-shaped monocoque structure, although steel tubing can still be seen in the subframe. A new aluminum swingarm is featured, encompassing the base model’s Marzocchi gas-charged shock. A massive 50mm Marzocchi fork is used on the base model, and suspension travel is a respective 6.9 inches up front and 7.0 inches in the rear.

Geometry-wise, the chassis features slightly reduced front end rake and trail compared to the outgoing Multistrada 1260. Rake is down from 25° to 24.5° and trail from 4.4 in. to 4.03 in. Being more compact, the engine is set higher, which is said to generate a more balanced and homogenous man-machine association for sure-footed feel at all lean angles, as well as allowing more generous clearance over rough terrain.

A wind-tunnel developed front fairing inspired by the Panigale V4 improves rider comfort, while the 5.8 gallon fuel tank has been reshaped to offer an easier reach to the ground. Standard seat height is 33.0 inches, while lower (31.9 in.) and taller (34.5 in.) seats are offered by Ducati for a more custom fit.

Ducati is offering the new platform in three different levels: the standard Multistrada V4; the Multistrada V4 S; and the Multistrada V4 S Sport. The two up-spec models include semi-active Marzocchi suspension with Ducati’s Skyhook technology and an auto-leveling system which automatically adjusts for extra load on the chassis (passengers, luggage, etc.). They also receive top-shelf Brembo Stylema calipers with larger 330mm discs (compared to 320mm on the standard), the radar system with adaptive cruise control and blindspot detection, additional riding and suspension modes, and a larger 6.5-inch TFT dashboard in comparison to the base model’s 5-inch TFT display.

The Sport model comes equipped with a unique livery, Akrapovič exhaust and carbon front fender.

Ducati will offer additional accessory packs, the Enduro, Touring, Urban, Performance, and Travel, each designed with additional features to suit every rider’s needs.

All in all, the Multistrada V4 is intended to be a real game changer in the sport-touring category, and Ducati does not want to miss a beat in creating the most diverse model line in its history; a model that might convince the Borgo Panigale-based manufacturer, led by enthusiast Domenicali, to increase the production numbers.

We know that Ducati Singapore is currently clearing out the older Multistrada models and once those are gone, expect to start to see the Ducati Multistrada V4 landing on Singapore's shores. We have reached out to Ducati Singapore on the model availability as well as pricing and will update as soon as we hear back.

Just 1 month ago, Royal Alloy Singapore did the first ever virtual brand launch via their page on Facebook. The COVID and Circuit Breaker situation, with its many restrictions, have caused companies to think out of the box and of new ways of engaging their customers. Some companies have sought to list their inventory online and going as far as to run a "live" auction via Facebook Live, but we think Royal Alloy Singapore might just be the first distributor to do an entire brand launch via social media.

Royal Alloy Singapore, distributed by Yew Heng Group, teamed up with our good friends over at @TRI333PLE to host an albeit short, but very fun and interesting introduction to the Royal Alloy brand. You can see the full video linked here:

The Royal Alloy is yet another company that is coming out of the far-east that produces Class 2B and Class 2A scooters that pay tribute to the likes of Vespa scooters. In recent years, we've seen companies like Lambretta and now Royal Alloy start coming to our shores and it is a testament to the changing market trend of more bikers moving towards smaller CC and automatic scooters. Afterall, with the borders being closed, 1,000+cc ADV motorcycles do not have anywhere to stretch their legs in Singapore.

For a start, Royal Alloy Singapore will be bringing in 2 model range from within their line up, namely, the Royal Alloy GP available in 200cc and 300cc guises, as well as the Royal Alloy TG, also available in 200cc and 300cc guises. The TG is the more retro-styled of the 2 and comes in 2-tone colour shades and the TG is the more modern looking scooter.

From Royal Alloy's website:

Royal Alloy GP 200/300

The Royal Alloy GP series was really a breakthrough for us and for the real retro scootering fraternity! For the very first time in recent history the consumer can enjoy a truly authentic retro scooter that is made of steel!

All machines feature advanced anti-dive front suspension, all machines have safe combined braking systems or 'Bosch' ABS.  The Royal Alloy range is truly unique in being the only British brand that provides a complete portfolio of 'Real' Retro' scooters for the modern rider. 

Royal Alloy TG 200/300

The Royal Alloy Tigara Grande series was really a breakthrough for us and for the real retro scootering fraternity!
For the very first time in recent history the consumer can enjoy a truly authentic retro scooter that is made of steel.

The TG will feature a predominantly steel body with cast aluminium headset and horncast. It will feature as standard the new 'lowrider' seat.

Tigara Grande - Tigara is an old native Inuit word meaing 'point' and Grande is obviously a synonym for big, there fore Tigara Grande is Royal Alloys 'Big Point' We feel that all of our earlier efforts were finally worth it, so today we are proud to present to the world the Royal Alloy Tigara Grande, a real classic in the making.

Price List:

Royal Alloy Test Ride Information

Royal Alloy Singapore are now also open for test rides if you want to check out their GP or TG range of scooters, and you can contact them at Royal Alloy Singapore, 3006 Ubi Rd 1, #01-364, S408700.

Royal Alloy Singapore Contact

Website: https://www.royalalloy.sg
Facebook: https://www.facebook.com/royalalloysingapore
Instagram: https://www.instagram.com/royalalloysingapore/

What do you think of the Royal Alloy range of scooters? Let us know in the comments section below!

You might even find it ticks a few more, compared to the rocket-ship you were previously considering. So to help you think outside the box, and possibly consider something a little different when it’s time for a new bike, here are a handful of reasons not to rule out a small capacity motorbike…

1) Cost Savings (Especially during this COVID period! - No Touring!)

First of all, think how much cash you could save yourself by buying a small capacity motorbike. It’s no secret that superbikes are getting more and more expensive by the year. What did not help over the last few years is the new ARF tax placed on Class 2 motorcycles by the LTA. This has cause Class 2 motorcycles, whether ADV or superbikes, to almost double in prices! This increase in price has cause a very obvious fall in registration numbers of Class 2 bikes, and shops that we spoke to recorded as much as a 50% fall in demand for new Class 2 bikes.

In fact it’s becoming fairly silly. Your talking about Class 2 motorcycles being priced a S$50,000 for a run of the mill motorcycle, and the European brands touching and even surpassing S$100,000! If you want a top spec litre sportsbike to call your own like the Ducati V4R, that would set you back a pretty S$132,000, let that sink in for awhile. It would be lovely to be able to afford to spunk that kind of cash on a new bike, but not many people can. Certainly not without selling your soul to a finance company.

But for less than 20% of that, you could buy yourself a proper little weapon, brand new, still with a few bells and whistles. For less than S$15,000 you could have a Yamaha MT-15. Or you could have a Honda PCX150. And that’s just for a new one. Imagine what you can pick up in the used bike market.

And you’re not just going to save on the purchase price. You’re insurance will be cheaper for a start. You definitely won’t get through tyres as fast as you would on a big bike, and you’ll probably use less fuel too. Winner, winner, chicken dinner.

2) Smaller CC bikes are "more fun" and nimble!

But smaller bikes are too slow and too boring, aren’t they? Well that’s where your wrong! You can have a right laugh on a smaller, slower bike precisely because it’s just that. Most people can’t hold the throttle wide open on a 200bhp bike for very long. I know I can’t. Big bikes these days are beyond fast. Don’t get me wrong, I love the thrill of riding a big superbike, but you can’t really ring ones neck. Not on the road anyway. And that does take a little bit of the fun out of it.

Give me something with 20bhp though, and it’s a different story. You can really stretch the cables on one of those. And what a laugh you’ll have whilst you’re doing it. Some of the most fun I’ve had on a bike, has been on bikes with barely any power.

If you’re racing, of course you need to be on something with comparable power to the rest of the field. But if you’re not, you don’t. Even if you’re on a trackday, nobody really cares how fast you are. As long as you enjoy yourself. And with local event organisers such as SingaMoto organising track days dedicated to the Yamaha Aerox class, you can go racing even on a Class 2B kup kia!

3) You'll keep your license for longer!

But for me, it’s when I’m riding on the road that a small capacity motorbike really comes into its own. And not least of all because I know my license is a lot safer. When you’ve got 200bhp+, if you’re not careful, you don’t just break the speed limit, you annihilate it. You might be innocently sitting at 90km/h one moment, and then doing 200km/h the next. And if the TP catches you doing that, you’re in serious, serious trouble. It’s so easy to do though, that you’re never far away from loosing your license on a superbike.

With just 10% of the power, it’s a different story altogether. Sure, you can still do 120km/h on most production sportsbikes, but the smaller the bike is, the harder you’ve got to try. And if you ask me, that’s what riding a motorbike is all about.

And don’t be fooled into thinking that a Class 2B bike has to be ancient. Oh no. Some of the trickest bikes going have only got small engines in them. Take the latest range of scooters for example, with it’s full factory electronics suite including ABS, keyless-entry, traction control, these toys aren't just reserved for the Class 2 superbikes anymore.

And besides, with the cash you’ll save when you decide not to go down the superbike route, you could bling any bike out to the max. You could splash out on some decent suspension, a full system and some lightweight wheels, and still be in pocket.

4) Pissing Class 2 bike owners off

But the thing that’ll probably make you smile the most about owning a small capacity motorbike, is how much your mates will hate it. When they have all paid top dollar for their all-singing-all-dancing, streak-of-lightening superbikes, and you’re keeping them honest on a bike with half the power, that cost half the money, they’ll be incandescent with rage. It’ll be brilliant. Because you can keep up with most big bikes on a small capacity bike, if you’re prepared to give it some extra berries.

And you’ll definitely find that slower sportsbikes are capable of fast group trackday pace (with the right rider onboard). So don’t let your love for trackdays put you off. You might even find you can lap quicker on a slower, easier bike to ride. You wouldn’t be the only one.

So don’t be a CC snob. If you’re ready for a change, don’t write off the possibility of trying something a little bit different. Something a little bit smaller and a little bit slower. It might be the best decision you’ve ever made.

Yamaha is set to bring back the R7 moniker and some convincing renders of the motorcycle have come out already.

The existence of such a model in Yamaha’s pipeline was uncovered recently when the Japanese bike manufacturer filed a registration of the title Yamaha YZF-R7 in the USA.

Expected to make its debut either in the fag end of this year or in early 2022, it would be the successor to the homologation special that was put on sale 2 decades ago.

However, unlike the first R7, the new model will be based on the MT-07 street bike and will not be limited to just 500 units like the old one was.

Coming to these 2022 Yamaha R7 renders, which were done by basically slapping a fairing on the MT-07 and interchanging parts from other Yamaha “R” bikes, it is clear that the bike will be a looker.

Some might even see this bike as a grown up R6 of sorts, which would only be a compliment, and it should sit right in the middle of Yamaha’s supersports category. If you'd remember, the Yamaha R6 was discontinued late last year for the European market as Yamaha look towards refreshing their sportsbike market.

However, we can expect Yamaha to come up with a cleaner styling for the motorcycle than these renders suggest.

The MT-07’s 689cc parallel-twin motor would power the 2022 YZF-R7, but, Yamaha will likely increase the motor’s power output. The 2021 MT-07 has a maximum of 73.4 PS and 67 Nm of torque.

Considering the old R7 had 106 BHP in stock form which could then be raised to 160 BHP in race trim, it would be a shame if the new R7 did not make a power figure close to, if not more than, its predecessor in stock form.

That should put it right in the league of the Aprilia RS 660 that makes 100 BHP. This also leads us to speculate that Yamaha might actually use the MT-09’s 890cc 3-cylinder engine for the bike.

Also, unlike the Italian machine, Yamaha is expected to price the 2022 R7 around £8500, which should please many bikers the world over as it will be one of the most bang for your buck sportsbike you can get in the Class 2 category!

Ducati’s legendary naked bike - the Ducati Monster, showed up in 1993, a Massimo Tamburini-designed beauty with a steel trellis frame and Ducati’s infamous L-twin on full display. It was a hit, but even with a blue-chip name behind the drawing board, it was a parts-bin special. That, friends, ain’t the case here.

The 937cc Testastretta L-twin pushes out 111 ponies to push the new Monster’s insanely lithe 366-pound dry weight. Backing that up is 68.7 pound-feet torque at 6,500 rpm. As is de rigueur with Ducati, it sucks its air and gas through desmodromic valves. Peak power hits at 9,250 rpm, which should mean the Monster’s power curve is nice and friendly.

The power is sent through a new gearbox that has an up-and-down quickshifter as standard.

To lose all that heft, Ducati went for broke, chucking the iconic trellis in favor of an aluminum “front frame” that apes the Panigale V4′s. The new cradle bolts straight to the engine from the headstock and is extremely compact. Out back, the subframe is now glass fiber-reinforced polymer (GFRP in Ducati marketing speak), which Bologna says saves 4.2 pounds. The wheels shed another 3.75 pounds, and the swingarm has been slimmed by 3.5.

Coupled with the weight loss, the new Monster is narrow, and has a stock seat height of 32.3 inches. If you’re more compact, Ducati will sell you a seat to lower the bike to 31.5 inches, and if you’re of truly Napoleonic proportions, you can throw in a lowering spring to get the seat down to just 30.5 inches off the deck.

The 2021 Ducati Monster gets all of Borgo Panigale’s standard technological fare, including cornering ABS, traction control, wheelie control, and launch control. All of those interventions can be configured to your liking, or specified in one of the bike’s three riding modes. The riding modes (Sport, Urban, and Touring) are controlled via a switch on the bars and a 4.3-inch TFT dash keeps the rider updated.

Last but not least, for 2021 Ducati is unveiling decal sets to help buyers separate their Monster from the crowd. The Monster will be available in Ducati Red and Dark Stealth with black wheels or Aviator Grey with red wheels in ’21, though price varies by color. If you want a small windshield and a pillion cover, you’ll need to upgrade to the Monster Plus, which is available in the same three hues.

The 2021 Ducati Monster will hit dealers in April 2021, with prices to be confirmed for the standard bike in Ducati Red. Monsters in Dark Stealth and Aviator Grey are also available and these bikes are expected to cost more as is with the norm with Ducati. There will also be a Ducati Monster Plus (not the Ducati Monster S??) that will also be expected to be priced higher. We will check in with Ducati Singapore and update here with the prices once we have them!

Yamaha’s neo-classic versions of the MT-07 and MT-09 are getting style upgrades for the 2021 model year. The XSR700 and the XSR900 pack all the wallop of their modern-looking counterparts, but their paint and bodywork hearken back to the heady days of the RZ350 and its smoky ilk.

For 2021, both bikes will be available in an oh-so-retro combination of Dynamic White and Garage Metal, set off with a killer set of gold or black wheels and subtle black stripes. This colorway definitely calls those radical ’80s rockets to mind.

Mechanically, the bikes are much the same as they were in 2020. The XSR900 soldiers on with the 847cc version of the crossplane triple, which is being replaced in the MT-09 for 2021 with an 890cc mill. The XSR700 is still rocking the 689cc parallel twin from its MT-07 stablemate.

Neither bike is just a pretty face, as they each come with a raft of electronic gadgetry to keep hooliganism from turning bleak. The XSR700 carries ABS brakes bolted to lightweight aluminum rims and model-specific details like the single-piece saddle and teardrop mirrors.

Those who opt for the 2021 Yamaha XSR900 will get adjustable suspension, ABS brakes, and an assist-and-slipper clutch. It also rocks a single-piece seat bearing the XSR900 logo, teardrop mirrors, and a retro front fender.

Both models are currently available from Yamaha's exclusive distributor in Singapore Hong Leong Corporation Pte Ltd. OTR price for the XSR900 Heritage Edition is S$27,870, while the XSR700 will set you back S$26,320 (prices are subjected to change depending on the current COE prices).

Last September BMW filed trademark applications for three new ‘M’ branded motorcycles – the M1000RR, M1300GS and M1000XR. Now the first of those machines has been unveiled and it’s aimed squarely at bringing BMW into contention for the WSB championship.

The standard BMW S 1000 RR, which has been around since it emerged in 2009 as a Superbike World Championship contender, uses a water-cooled 999-cc inline four-cylinder engine producing 205 horsepower with a redline at 14,600 rpm and a top speed of 185 mph. A solid foundation, then. Now, the M 1000 RR (or M RR for short) makes 212 hp at 14,500 rpm and has a higher redline at 15,100 rpm thanks to a bunch of internal upgrades.

On the list are lighter two-ring forged pistons, titanium con rods, machined intake ports and lighter, slimmer rocker arms, while a titanium exhaust system opens things up and saves nearly 7.5 pounds of weight. Beyond the engine, the M division also gave the M RR carbon fiber winglets and a unique windscreen that generate up to 35.9 pounds of downforce at 189 mph. The bike's swing-arm is lighter than the S 1000 RR, giving it a slightly longer wheelbase, and special M-specific suspension tuning takes things even further. Stopping the bike's M carbon fiber wheels are four-piston twin-disc M brakes in the front and a two-piston single disc in the rear.  We'll go into more details on the individual components later on.

BMW says these changes have been developed for sport racings and "perfected for the road." That means this race-focused bike features daily rider comforts like heated grips, hill-start control, and ABS Pro settings for rain, road, with a dynamic mode. 

The M1000RR is BMW’s equivalent to Ducati’s Panigale V4R – a homologation special, designed to meet FIM WSBK and Superstock rules offering increased performance and race-tuning potential compared to the normal S1000RR. It’s built around a revised version of the S1000RR’s Shiftcam inline four, now rated at 209bhp (212PS, 156kW) in road-legal form, plus race-inspired weight loss, suspension and aerodynamics to create a package that comes in at a mere 192kg ready-to-ride. In short it’s the most potent street-legal production bike BMW has ever made, and one that gives the firm the best chance yet of getting the racing success that’s eluded the firm in the decade since the S1000RR was launched.

Let’s start with the changes to the engine. While the capacity of BMW’s Shiftcam four-cylinder is already right at the limit, and its variable valve timing and lift offers greater tuning potential than its fixed-valve-timed rivals, BMW has still found ways to improve it.

The big changes are the adoption of new pistons – 12g lighter each – longer and lighter titanium con rods, slimmer and lighter rocker arms and a higher 13.5:1 compression ratio. Those add up to a 500rom higher redline, now 15,100rpm, five extra horsepower at 14,500rpm and greater performance than the normal version all the way from 6000rpm to the redline.

Peak torque of 83lbft at 11,000rpm is unchanged, but the M1000RR gets a 46 tooth rear sprocket instead of the normal 45 tooth design, giving shorter overall gearing that will inevitably result in stronger acceleration.

The engine’s intake ports are also tweaked, with new geometry to improve flow, while the titanium exhaust valves get new springs.

The 2mm longer titanium con rods reduce lateral loads on the pistons, adding to the bike’s race tuning potential. Each rod weighs a mere 85g despite the vast forces it needs to cope with.

Like the S1000RR, the M1000RR has variable-length intake trumpets, but they’re shorter than before to improve top-end performance. A new Akrapovic titanium exhaust system cuts a remarkable 3657g from the weight of the stock pipe, totalling just 7780g.

In terms of outright performance, BMW claims the M1000RR reaches 62mph (100km/h) around 0.1 to 0.2 seconds faster than the S1000RR and hits 125mph 0.4s quicker. Not vital on your daily commute, but significant in the race to the first corner.

The usual, bafflingly vast array of riding modes (rain, road, dynamic, race) are increased further with an extra three ‘Race Pro’ settings (Race Pro 1-3), while the M1000RR also gets BMW’s highest-spec IMU-assisted traction control and a wheelie control that can be finely adjusted in ‘Race Pro’ modes to tailor the precise amount of front wheel lift you’d like. Race Pro also adds three engine brake settings.

Launch control, an up-and-down quickshifter and a pit lane speed limiter are also standard, as is a ‘Pro’ version of BMW’s hill start control with adjustable settings (although if you haven’t mastered hill starts, maybe the M1000RR isn’t for you…)

The engine changes might be significant, but the M1000RR’s aero updates are more noticeable. Like an increasing number of its rivals, the BMW has grown wings.

While we’ve recently seen BMW developing advanced active aerodynamics, its first production foray into the field is with conventional fixed-position winglets on either side of the nose. Designed to help keep the front of the bike down during acceleration, allowing the rider to use more throttle without wheelying, the BMW winglets are intricately-designed carbon-fibre parts that are claimed to create as much as 13.4kg of downforce at 186mph.

The M1000RR also gets a new, taller windscreen that BMW claims reduces wind resistance and offsets the extra drag of the winglets so top speed isn’t reduced.

BMW says that during tests with Tom Sykes and Eugene Laverty, the M1000RR was 0.5s to 0.7s per lap faster with the winglets fitted than without. Speaking of lap times, the firm says that BMW World Endurance rider Markus Reiterberger, on a stock M1000RR fitted with slicks, was just 2.101s slower than Tom Sykes and 1.590s slower than Eugene Laverty when they were riding full WSB-spec machines that were 15hp more powerful and 15kg lighter.

While we had been hoping that BMW might have used the lessons learned on the HP4 Race to bring carbon-fibre frame technology to the M1000RR, the firm has stuck with the normal aluminium chassis. That’s probably as a result of having to meet the strict €40,000 WSBK price cap for homologated street versions of the racers – something the M1000RR does with ease, with a UK list price of £30,935. (We'll check back in with BMW Motorrad Singapore to see how much the landed cost will be, if it even arrives on our shores)

The chassis might be familiar but the M1000RR gets new suspension geometry with a 23.6 degree head angle and 3mm less fork offset. Wheelbase grows from 1441mm to 1457mm in the process, thanks in part to a swingarm that’s 11.7mm longer than the normal version. The swingarm pivot point is also more widely adjustable than on the stock S1000RR.

At 192kg, the bike’s weight is 5kg less than the normal S1000RR, largely accounted for by the 3.7kg lighter exhaust system. The wheels – BMW’s ‘M’ carbon rims – are also 1.7kg lighter than the normal aluminium ones.

Other chassis tweaks include milled alloy triple clamps and revised rear suspension geometry that increases the rear ride height by 6mm. It’s all slowed down by new ‘M’ brakes developed with Nissin with lighter calipers and thicker discs than the stock S1000RR.

While the bike’s on-board view is largely familiar the TFT dash gets customised displays for the M1000RR, and if you splash out an extra £4100 for the ‘M Competition Package’ you get an activation code that allows comprehensive data logging to be downloaded via the bike’s OBD port.

That M Competition Package also brings the software for a GPS lap timer trigger and an array of milled alloy parts including levers and footrests, the ‘M’ carbon package and a 220g lighter swingarm as well as the firm’s newly-released M-Endurance chain, which is DLC-coated to prevent wear and eliminate the need for regular adjustment. A pillion seat cover completes the somewhat pricy set.

Will the M1000RR be what it takes to bring BMW into contention in WSBK? The firm will certainly be hoping so. At the time of writing Sykes and Laverty are languishing in 11th and 13th places in the WSBK championship table and the firm is last of the five regular manufacturers in the constructors title race, behind Kawasaki, Ducati, Yamaha and Honda. Only Aprilia is behind BMW, and the Italian firm has only appeared in wildcard races with a single privateer bike this year.

Honda gives its CB1000R naked some love for 2021 with a sophisticated blacked-out look and a few choice upgrades. The bike will be available this May starting at S$TBC. Although it will be available to dealers in May, it doesn't mean you will be able to get one in May however. We must apologise in advance as we understand from Boon Siew Honda that they will not be bringing in the Black Edition of the Honda CB1000R until the current 2020 models have been sold out - and who knows how long that would take!

The new styling gives the machine its 2021 moniker, the CB1000R Black Edition, and touches just about every visible part of the bike. Honda used black plating and black anodizing techniques on the subframe, swingarm pivot plates, exhaust system, front suspension, and handlebar clamp among numerous other places.

In addition to the bold new colorway, the CB1000R gets a new three-level quickshifter for clutchless upshifts. A slip/assist clutch smooths out wheel hop on hard downshifts.

Honda fitted a new 5-inch TFT instrument panel to the bike also.

The CB1000R Black Edition is powered by a 998cc inline-four fit with ride-by-wire and four ride modes. Honda Selectable Torque Control is included to help dial performance in a variety of conditions. It utilizes a steel backbone frame suspended by a Showa SFF Big Piston fork, fully adjustable, and a Showa shock with spring preload and rebound damping adjustability. Four-piston radial-mount calipers grip two full-floating 310mm discs at the front while a single-piston caliper and 256mm disc handle braking duties at the back.

Honda utilizes LED lighting throughout, highlighted by a classic round headlight that emphasizes the brand’s Neo-Sports Café aesthetic, of which the CB1000R is a hallmark example. Other premium design features include a flangeless fuel tank, aluminum alloy detailing, a new rear splash guard that mounts directly to the swingarm, and a passenger seat cover.

The only available colorway for 2021 will be, you guessed it, Graphite Black.

Winning an award one time would be outstanding, winning it 2 or 3 times would be spectacular, but winning it 11th times in a row? That only goes to say one thing. And that is exactly what Liqui Moly has managed to achieve.

For the 11th time in a row, readers of auto motor und sport and AUTO ZEITUNG has voted for Liqui Moly as Germany's best lubricant brand. A massive congratulations to Liqui Moly, and the entire Liqui Moly team here in Singapore whom have been so supportive of the local motorcycle scene as well as SingaporeBikes.com!

From Ernst Prost, CEO Liqui Moly Global:

Quote

 

"It’s a recipe for success!

For years now, there has been only one direction for us, and that’s up! This applies both to the top quality of our products and to the popularity of our brand. And that’s probably why the readers of the leading car magazines once again voted us Germany’s best lubricant brand in 2021. For auto motor und sport as well as AUTO ZEITUNG, the 11th time in a row. At AUTO ZEITUNG, we also shine again with second place in the care products category. It is a special honor for which we would like to express our special thanks!

To our partners, to our customers, to all of you!

Because only together can we succeed!"

 

Last but not least, if you are due for an engine oil change or any other lubricant within your motorcycle, we highly recommend the most popular lubricant brand for motorcycles in Singapore - Liqui Moly!

You can find a full list of their authorised workshop partners here and you can be sure that what you are purchasing is 100% authentic!

Some car drivers love their car. I’ve had a few cars in my time though and haven’t really loved any of them. And I know that plenty of other folk out there could say exactly the same. For a lot of us, a car is just a tool, good for getting you from A to B. A bike, on the other hand, is more of a toy. Sure, some use their bike to get from A to B, but plenty of us only ride our bikes for the sheer thrill of it. And for the love of our bikes. That’s because motorbikes are better than cars.

There are loads of reasons motorbikes are better than cars but, in case you don’t know what they are, and you’re still unsure about whether or not to bin the fart-box off and enter the world of two wheels, in the interest of public service we‘ve put together a list of the top five reasons motorbikes are better than cars. And here it is

1) They Look Cooler

They say beauty is in the eye of the beholder, don’t they, and it most certainly is. But if you were to ask any beholder from here to Timbuktu what the most beautiful road vehicle is, he would probably say something like Ducati’s new Panigale V4 SP, or MV’s Brutale 1000 RR. He would, by no means, say the Nissan Qashquai, or the Kia Sedona; it just wouldn’t happen. Every car on the street these days looks virtually the same. They’re just a box made from metal and glass with a wheel at each corner. They have looked the same for years and I, for one, am sick of the sight of them.

It’s a whole different kettle of fish in the motorbike world, though. Yes, they’re just and engine and a frame with a wheel at either end, but every one is different. Like a priceless artwork, one fleeting glance at any motorcycle can evoke emotions that you never new existed. Feelings you’ve never felt. Can a car do that? Can you even remember what the last car you saw was? I can’t. I can’t even remember what colour it was, that’s how memorable an experience it was. Automotive designers are going to have to do a whole lot better.

2) They’re Cheaper

I know that some would say that over the years (particularly recent years), the cost of certain bikes has started to get a bit silly (especially at current COE prices and that mind-blowingly expensive ARF for Class 2 bikes, a Ducati Panigale V4R at S$132,000, ARE YOU KIDDING ME?!?!?!). It’s true that they aren’t as cheap as they once were, but what is? But when you compare the price of bikes to that of cars… Yikes! That’s when you realise we aren’t doing two bad, over here in Motorcycle City. Ok, I’ll admit that some cars are in the same ball-park, price-wise, as bikes. But let’s face it, why would you want to?

On the other end of the motorcycle price spectrum, at the S$50,000 mark, you can pick up all the bike you’ll ever need. Whether it’s a BMW S 1000 RR M Sport, the bike that blitzed the opposition on both the road and track elements of 2020, or a cruiser, roadster or adventure bike from just about any of the major manufacturers. If you want to match the performance of S$50,000 superbike (like the aforementioned BMW S 1000 RR M Sport), in a car, you’d need to spend ten times the amount on something really special. I think we can all agree that compared to bikes, cars are a right old rip-off.

3) They’re More Versatile

Yes I know you can’t carry your golf clubs round on the back of your bike (well not easily anyway). But I still maintain that bikes are a lot more versatile than cars. They really are the machine that lets you go anywhere, from tarmac to dirt and everything in between.

Anything really does go, for us motorcyclists, as I’m sure anyone who has given it a go will vouch for. Whether it’s getting down and dirty on the MX track, or packing your rucksack and roll bag full of pants, socks and packets of three before heading for the hills, there’s always a bike for the job. In fact there are some bikes capable of doing it all. Take KTM’s 1290 Adventure for instance, which is just as happy drifting around on a dirt track, as it is plodding along on the open road.

4) They’re Faster

For some, this this alone means motorbikes are better than cars. As previously touched upon, yes, you can try and match the performance of a superbike. But you’d have to spend hundreds of thousands, sometimes millions of dollars, to achieve it. Most of us will never be able to afford that. Some of us will never be able to afford a S$50,000 superbike, either, because that’s still ALOT of money. But many of us, at some stage in our lives might just be able to afford a second hand superbike. These days it’s certainly possible to pick up a 200bhp, 200mph bike for less than S$10,000.

But it’s not just the superbikes that are fast. Take your average roadster, or cruiser; you’re still talking 200+km/h. I know that is doable in a car, yes, but not the kind of cars most of us drive. And even kids’ bikes are fast. When I turned 18 and was allowed to ride a bike on the road, the Aprilia RS 125 that I opted for would eat all my mates cars alive on the Friday lunchtime race to McDonalds; the Toyota Corollas and the Honda Civic didn’t stand a chance.

5) The People are Better

Unless you’ve got some Monster Energy stickers and some flashing neon lights on your shitty VW Golf (or some similar abomination), you’re probably not going to park up in Wheelock carpark to exchange bullshit stories about police chases with your spotty little teenage buddies. In fact you are probably not going to go anywhere with the sole intention of talking about cars. Because that’s, well, boring, for want of a better word. Bikes on the other hand, well that’s different. They’re cool and there’s way more to talk about; that’s why we love going to bike shows, meeting people at workshops, or chatting to strangers at Sepang. The most unlikely characters can be brought together (and often are) thanks to the common interest that is motorcycling.

Everyone’s your friend at the Singapore bike show or Candy Motors. There’s certainly no pomposity amongst bikers, such as you might expect at a car race.

And that is why motorbikes are better than cars.

Honda is all set to launch the made-in-India Honda CB350 motorcycle in Japan and other Asian markets as the Honda GB350 Basic Roadster.

Honda has managed to surprise enthusiasts by launching a India-manufactured premium retro-styled motorcycle late last year as most of its core line of motorcycles are manufactured in Japan. The new Honda GB350 has found lots of takers despite limited availability thanks to its retro classic looks, a crispy exhaust thump and more importantly a powerful performance. Could riders actually be looking towards more no-frills motorcycles that are at the lower end of the pricing spectrum?

Now, the Japanese manufacturer is planning to launch this bike in other markets around Asia very soon. According to a Japanese magazine, Honda will launch the classic roadster in Japan first and rechristened it as GB350. Made in India – Exported to Japan, Honda has already showcased the motorcycle in Japan and we expect it to be making its rounds to other Asia markets in the near future.

The GB350 when launched, is already BS6 compliant which is equivalent to Euro 5 emission norms. This is good news as all new motorcycles coming into Singapore would need to adhere to Euro 5 emissions or risk not being able to be on the roads after a few years (remember the NEA debacle?). Hence, Honda wouldn’t have to invest further to upgrade the engine’s emission standards. It is also equipped with ABS as standard in its based model spec, which is very helpful as this is a powerful Class 2A bike that would need up-to-par stopping power. It is highly likely that the Japan-spec GB350 will be the model that is exported overseas.

While earlier reports indicated that in Japan, the GB350 will cost around JPY 550,000 to JPY 600,000, the latest reports suggest that it would cost around JPY 499,000 instead, which comes in at a lower price than initially expected. Exact prices will be announced soon, once it is launched, and the price is Singapore is dependent on many factors such as COE and road taxes so we'll just have to wait for the official word from Boon Siew Honda.

The bike is launched as a challenge to Royal Enfield’s 350cc retro segment which currently holds a significant market share is various other countries and could also be why Honda has launched this GB350 as a direct competitor. Also similar to the Royal Enfield, the GB350 comes equipped sparingly and does not even have a digital dash like most motorcycles from 2021 but instead just has a simple analog gauge.

Initial sales numbers of the GB350 are promising, and it has the potential to disrupt Royal Enfield’s monopoly. Coming to its powertrain, it is powered by a 348cc single-cylinder air-cooled engine which generates 21 bhp at 5500 rpm and a peak torque of 30 Nm at 3000 rpm. Hardware equipped will also remain similar to the Japanese model which consists of telescopic forks at front and dual shock absorbers at rear. Anchorage duties will be handled by disc brakes on both ends.

What do you think of the Honda GB350? Do you think there is a market within Singapore for a no-frills retro roadster motorcycle? Let us know in the comments section below!

P.S. Boon Siew please bring this Honda GB350 into Singapore!

Honda Japan Promotional Video on the Honda GB350:

If it's not broke, don't fix it, right? As the famous saying goes, Husqvarna has taken heed to this and their model range for 2021, namely the Vitpilen 401 and Svartpilen 401, is almost exactly the same as the 2020 model of the bike. So if you've worried that you might have missed the boat, fret not, as you can walk in to DirtWheel and get the exact same model.

The sweet little machines ride on the same basic gear that sits under the KTM 390 Duke and RC 390, which means you get premium suspension and a punchy, economical single-cylinder engine.

The fact that Husky made no changes to the little rippers this year is testament to their spec and desirability. Think of this as the Swedes electing not to fix something that is very much not broken. Both bikes are admirable commuters, and both make short work of twisty roads where more cubic centimeters could spell disaster. The idea here is to make full use of every one of the bikes’ 44 hp, rather than letting yourself be ridden by something that belongs on a track.

Both bikes come with an absolutely stacked spec sheet. You get a Power Assist and Slipper Clutch (PASC), with Easy Shift, which allows you to bang up and down the gears without touching the clutch. The ByBre brakes have ABS with a supermoto mode, which lets you lock and slide the rear wheel.

To keep weight and power in check, Husqvarna spec’d adjustable WP Apex 43mm open-cartridge USD fork and WP Apex rear shock.

2021 Husqvarna Vitpilen 401 and Svartpilen 401

Technical Specifications

• Engine:    373cc, DOHC, liquid-cooled single; 4 valves
• Bore x Stroke:    89.0 x 60.0mm
• Compression Ratio:    12.6:1
• Fuel Delivery:    Electronic fuel injection w/ 46mm throttle body
• Clutch:    Wet, multiplate mechanical assist and slipper
• Transmission/Final Drive:    6-speed/chain
• Frame:    Tubular steel trellis
• Front Suspension:    43mm WP Apex inverted fork, fully adjustable; 5.6 in. travel
• Rear Suspension:    WP Apex single shock, fully adjustable; 5.9 in. travel
• Front Brakes:    Radial-mounted ByBre 4-piston, radial master cylinder, 320mm disc w/ ABS
• Rear Brake:    ByBre 1-piston floating caliper, 230mm disc w/ ABS
• Wheels, Front/Rear:    Spoked alloy; 17 x 3.0 in. / 17 x 4.0 in.
• Tires, Front/Rear:    Metzeler M5 (Vitpilen)/Pirelli Scorpion Rally STR (Svartpilen); 110/70-17 / 150/60-17
• Wheelbase:    54.0 in.
• Rake/Trail:    25.0°/3.7 in.
• Seat Height:    32.9 in.
• Fuel Capacity:    2.5 gal.
• Claimed Dry Weight:    333 lb.54 (Vitpilen) /335 lb. (Svartpilen)
• Warranty:    2-year unlimited mileage
• Available:    Now
• Contact:    husqvarna-motorcycles.com

TRIUMPH Motorcycles has today officially pulled the covers off its first electric motorcycle project in the form of the TE-1 prototype electric bike.

The ambitious project is being touted as providing a step-change in electric motorcycle design, performance, and dynamics. But this kind of quantum leap in ability doesn’t come easily, and to help make it happen Triumph has called upon some of the biggest names in the business to add their own sizable weight of knowledge and expertise to the project.

TRIUMPH Motorcycles are distributed exclusively in Singapore by:

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

What is the Triumph TE-1 project?

First and foremost, it’s important to get some idea of what the TE-1 actually is. Obviously, it is Triumph’s first electric motorcycle, but what does that actually mean? Well, it doesn’t mean that the bike you see in the pictures here will necessarily be the bike you can walk into a dealership and buy in years to come. The TE-1 is a prototype motorcycle, providing proof of concept for the whole idea and a rolling testbed for future development.

But it’s also more than that, as Triumph and the other stakeholders in the project are looking to create a breeding ground of expertise and knowledge within the UK workforce, creating jobs and enhancing the UK’s reputation in the field of electrification.

Who is involved?

Obviously, Triumph is the major player here, the TE-1 is a motorcycle after all, and it’s the British firm’s sizable knowledge of the global market that is supercharging the venture. Backing them up is Williams Advanced Engineering (WAE), which is bringing a wealth of knowledge gained in the cauldron of electric motorsports to the table. WAE specialise in lightweight battery design, integration, and management systems.

Putting the power to the road so to speak is another British concern in the form of Integral Powertrain’s E-Drive division. They are also a firm deeply rooted in the electric motorsport sector, being part of the team that helped the Volkswagen ID-R electric Pikes Peak car to its record-breaking victory at the historic hill climb.

The third team involved is WMG at the University of Warwick, who are providing electrification expertise to the endeavour. They will help with the R&D and commercial impact of the bike through modelling and simulation based on future market needs.

The final piece of the TE-1 puzzle is the UK Government’s Office for Zero-Emission Vehicles (OZEV), delivered by Innovate UK. OZEV will be helping with funding the project, as well as supporting charging point infrastructure throughout the UK – something without which no electric project can become viable in the real world.

What kind of bike could the TE-1 become?

As you can see from the images, the TE-1 is at this stage the core of an electric motorcycle with some obvious nods to the legendary Speed Triple in its frame design and overall shape. As we mentioned above, that’s not to say that the final motorcycle will be an electrically powered Speed Triple, although as anyone who has ridden one will know, it’s not a bad starting point!

One of the key points of focus for all involved seems to be in creating an electric motorcycle that immediately has the feel and dynamics of a conventional petrol-powered motorcycle. Because of that, the bike has the look of a bike with acutely centralised mass, with no wasted space within the frame. The battery, management systems, and motor are all placed in such a way that the silhouette of the finished product is instantly recognisable as a Triumph, with none of the outlandish angles of some electric machines.

The unveiling of the battery and powertrain of the machine signifies the completion of Phase 2 of the project, in that some high-level performance results have been obtained, and the final design sketches of the bike have been completed.

What’s next for the Triumph TE-1?

Now that the engineers from Triumph, Integral Powertrain, and Williams have gathered their high-level data, the next phase will see the bike actually being created, and then it gets really exciting.

By autumn this year, we should have seen the bike in its final form and hopefully will even get to see the thing running. Then in Spring 2022, Triumph has stated that a production model will be available and with any luck, they might send a unit over to Singapore for hot-weather testing and we'll definitely be bugging Mah Pte Ltd to test the new machine and ride the bike for ourselves.

The Royal Malaysian Police Force, otherwise known as the PDRM, has recently received a new fleet of motorcycles from Yamaha. We now are able to confirm after seeing initial pictures that these motorcycles are the FJR1300 model from Japanese manufacturer Yamaha and feature some very impressive numbers to be better able to tackle the baddies!

With their many miles of highway (most Singaporeans would have travelled on the North-South Highway or NSH for short) and problems with illegal modifications and mat-rempit issues, these bikes will undoubtedly allow the police to do a more efficient job of managing law and order.

The Singapore Traffic Police have also recently upgraded their fleet from the older Yamaha XJ to a fleet or brand new BMW R1250 RT. Which do you think is a better motorcycle for the police force? The ever reliable and popular Yamaha, or the German marque that the SPF traffic division uses?

Let us know down in the comments section below!

BMW R1250RT of the Singapore Traffic Police

Yamaha FJR1300 Specs:

• Engine    1,298 cc (79.2 cu in) transverse inline-4, liquid-cooled, DOHC, four valves per cylinder, electronic fuel injection
• Bore / stroke    79.0 mm × 66.2 mm (3.11 in × 2.61 in)
• Compression ratio    10.8:1
• Power    105.5 kW (141.5 hp) @ 8,000 rpm
• Torque    134.4 N⋅m (99.1 lbf⋅ft) @ 7,000 rpm
• Transmission    5-speed manual (6-speed from 2016), shaft-drive
• AE/AS: Electronic clutch
• Suspension    Front: 48 mm telescopic fork, 137 mm wheel travel
• Rear: Single shock, link type, 122 mm wheel travel
• Brakes    Front: Dual 320 mm disc four-piston calipers
• Rear: Single 283 mm disc two-piston caliper
• ABS standard (optional before 2006)
• Tires    
• Front: 120/70ZR17
• Rear: 180/55ZR17
• Wheelbase    1,545 mm (60.8 in)
• Dimensions    L: 2,230 mm (88 in)
• W: 750 mm (30 in)
• H: 1,450 mm (57 in)
• Seat height    805 mm (31.7 in)
• Weight    264 kg (582 lb)
• AE/AS: 269 kg (593 lb) (dry)
• 291 kg (642 lb)
• AE/AS: 295 kg (650 lb) (wet)
• Fuel capacity    25 L (5.5 imp gal; 6.6 US gal)

Yamaha's entry for the Class 2B street bike market comes in the form of the Yamaha MT-15, or Yamaha MTN155 if you are being technical. Like its elder siblings, the MT-07, MT-09, etc, it adopts the MT moniker and goes by the tagline - "The Dark Side of Japan". Its name is not just the only thing that takes after the much more powerful motorcycles however, as you can tell from its looks, that a lot of styling and design cues are also inspired from the larger Class 2 motorcycles. This two wheeler is more focused on design and positioned as a street racer.

Yamaha Singapore Official Distributor

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

 Click HERE to ENQUIRE now on ANY Yamaha Motorcycles! Special price for SBF members! 

This is the naked or street version of Yamaha R15 (which we have reviewed here) with slightly different capabilities. The overall look of the bike remains same as MT series and the bike is more oriented to city like driving conditions and priced at S$14,000 (including COE, excluding insurance) prices itself right up against similar offerings from Honda and other Japanese manufacturers. Will MT15 carve out a niche for itself? Let’s find out.

Styling & Design

Well, as soon as you see the bike, your eyes get stuck on it. The bike looks muscular and its headlamp makes it more special. The headlamp cluster is equipped with twin-LED position lamps which gives the impression of eyes and a LED projector lamp positioned beneath it.  Hence it appears to resemble Transformer (fictional character) and makes it unique in this segment.

The 10-litre tank is shaped in such a way that it provides a muscular look to the bike and air-intakes further accents this trait too. The handlebar is a single-unit and keeps you in an upright and comfortable riding position, unlike the racing position on the Yamaha R15. The quality of bar end weights and switches are excellent and goes to show the excellent qualities of the Yamaha brand.

Coming to the rear of the bike, the tail lamp is integrated at the rear of the seat. The exhaust sound complements the feel of a sports bike and has a nice tune to it. The single-seat design and rear fitted foot pegs give you a slightly more aggressive riding position on the bike but even riding on longer journeys, the ride is very compliant and smooth. The seat though is plushy for the rider enough so that you could actually go long-distance touring on the MT-15.

Engine & Performance

The MT-15 gets the same 155cc single-cylinder liquid-cooled engine that we have seen in YZF-R15. For MT15, the engine gets even more refined low-end torque. It generates 19.3hp power at 10,000rpm and 14.7Nm of torque at 8,500rpm. The motor is mated with a 6-speed gearbox.

Since the engine is refined for more low-end torque, handling traffic and congested streets is a much easier task for the bike. This has been possible due to 52-teeth sprockets compared to 48 teeth on the R15. It helps in initial faster acceleration but after 100kmph, the R15 leaves MT15 far behind. The maximum speed we attained was 130kmph but the R15 can go above 140kmph. The bike gets telescopic forks at the front and a mono-shock at the rear which can save you from small potholes although harsh bumps will have no compassion on your back, it is always a trade-off!

Ride & Handling

The MT-15 is a clear winner for the city-like driving conditions. Riding in lower gears at traffic situation is not a problem for this bike. Second gear can reach 40kmph speed easily and its mid-range punch is striking too. The bike remains stable at lower speeds even on higher gears.

The MT-15 gets VVA tech which adds some more power to the ride through its variable-valve-actuation technology - This helps with mid-range torque as well as maintaining excellent fuel economy as your ride the motorcycle. It also get a slip and assist clutch facility which reduces the chances of wheel locking. The bike only gets single-channel ABS however while R15 get dual channel which is just another difference between the 2 siblings. Cornering is not really an issue in this bike.

Our Conclusion

To sum up, it will not be wrong to say that bike is practical for all purposes and can astonish you with its striking looks. The bike can be used for day to day riding and even deliveries if you're up for it, and if you want nimbleness and fun bike then MT15 perfectly fits in your bracket. Striking good looks, excellent technology, and build-quality and warranty backed by the official Yamaha distributor in Singapore - What more can you ask for? (Cheaper COE probably..)

P.S. You can watch this review from an MT-15 owner done by @Farhan Tre:

We’ve said it before, and we’ll say it again: if there is one thing Yamaha does and does well, it is making small displacement engines that hit well above their weight class. A case in point is the Yamaha YZF-R15 (YZF155), its sports bike offering for the Class 2B market and priced at at just slightly over S$14,000 including COE.

In the Class 2B market segment, Yamaha offers quite a few other alternatives, albeit in the scooter side of things such as the Yamaha NMax 155, Yamaha Aerox, as well as the streetster model Yamaha MT-15 V3. If you're going based on registrations in Singapore, the Yamaha brand, distributed exclusively by Hong Leong Corporation (Yamaha Singapore) is by far the #1 motorcycle brand in Singapore based on volume.

Yamaha Singapore Official Distributor

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

 Click HERE to ENQUIRE now on ANY Yamaha Motorcycles! Special price for SBF members! 

Handing us the key to the YZF-R15, Yamaha’s technical person said to the author, “let me know what you think, I think you will like this engine.” Bearing Yamaha’s racing heritage, especially with 250 cc two-strokes, in mind, we set off on the YZF-R15 to find out what was what with the baby YZF.

At the first approach, the YZF-R15 is a stylish looking thing, following the design cues of the bigger machines in the YZF range, notably the YZF-R1 and YZF-R6. The fuel tank, having a capacity of 11-litres which is as standard as these things go, is clad in a faux air intake cover, a design cue taken from the YZF-R1.

Swinging a leg over the two-piece saddle, again, like the bigger, racier bikes in Yamaha’s YZF range, the rider will be slightly surprised to find the saddle height set at 815 mm. This is normal for a track machine, not so usual for a bike intended for daily road riding, notably in Asia.

Seat height aside – you won’t have a problem if you’re 168 cm taller or more – the seating position itself is a little extreme if you don’t have a lot of experience with pure race motorcycles. The bend of the clip on handlebars along with the seat/handlebar relationship is very much biased for high speed track use.

This means the rider is placed into a racing crouch on the R15, with elbows bent and back arched over the tank. While this might be great for attacking corners, it does mean the rider is in the neck bent position required of racing machines.

Starting the YZF-R15 brings the 155 cc, liquid-cooled single-cylinder to life with a distinctive thump. Coming with SOHC and variable valve actuation (VVA), the R15 claims an output of 19 hp at 10,000 rpm and a torque number of 14.2 Nm at 8,500 rpm.

The engine on the R15 is common with the Yamaha Nmax and Aerox 155 scooters as mentioned earlier, but there are a few differences. Aside from the omission of Yamaha’s Blue Core engine design philosophy which reduces emissions, the R15’s mill has been tuned to deliver slightly more power and in a linear fashion.

VVA kicks in at about 7,000 rpm, allowing for a swift build to the torque peak of 8,500 rpm and a little above that. The engine starts running out of steam at about 9,200 rpm, and pushing the single above that would be cruel and unusual punishment.

We found the YZF-R15 good for about 135 km/h on the open highway. Crouched well down with chin on the tank and elbows out of the breeze, it will deliver more than that but be careful picking fights with faster vehicles.

Setting off on the R15, the clutch pull is light, helped by the assist and slipper clutch. While some might ask why an engine this small might need a slipper clutch, a single mis-shift mid-corner on a wet road will change your mind, and quickly.

Clicking the six-speed gearbox through the cogs, we found engagement to be precise and positive, with a very definite point felt where the dog slips each gear into place. Lever throw was moderate and we had no issues riding the R15 whether wearing street shoes or riding boots.

No false neutrals were evident during our time with the R15, though it remains to be seen whether the gearbox holds up to hard use and redline gear changes. Which is about the only way to ride the YZF-R15.

Designed as it is for the young rider coming up from the underbone class, or the fresh licence holder, the R15’s engine needs to be wound out hard. As the R15 screams through the gears, you will find acceleration is best when the revs are kept up, as befits the displacement of the engine.

It is at this point, after rowing frantically through the gears with the throttle pinned to the stop, you run into the R15’s top speed of… well… enough. It is faster than the Aerox 155 and the NMax, we will say that much, enough to keep you moving at a pace faster than highway traffic, but just stay out of the fast lane.

Riding the YZF-R15 around, we found it to be a physically small bike, notably in the area of rider accommodation. The seat distance is just enough for the rider to get into a tuck and that’s about it.

Seat comfort itself is acceptable but we would be hesitant to take journeys longer than about two full tanks long. No feedback on pillion seating as our usual passenger took a look at the rear pillion pad and said, “it’s ok dad, I’ll stay home this morning.”

Those are the limitations of the R15, in that it is basically designed for 18-year old crotch rocket jockeys and not plus-sized senior riders, but what is it like to ride? Well, for one thing, handling on the R15 is on the sporty side of acceptable.

Throwing the bike into corners revealed that the upside-down forks in front performed well, if a little on the low side in terms of compression damping. At the back, the monoshock performed acceptably, showing a bit of weave and bob in high speed sweepers.

In terms of tracking, the YZF-R15 proved to be stable at highway speeds with no sign of weaving. Be cautious overtaking bigger vehicles though, especially when entering the backwash, as the R15’s 137 kg wet weight did not do much to keep the bike planted in strong side winds.

The YZF-R15 performed best doing quick riding in town, the sharp handling making weaving around cars on surface roads easy. That Yamaha did not cut corners in the handling stakes, despite the budget pricing of the R15, is shown in the Deltabox frame and the cast and welded aluminium swingarm.

This goes some way to explaining the performance intentions of the YZF-R15’s riding position and VVA engine. We expect to see quite a number of R15’s being raced in its home market of Indonesia next year.

Tyre sizing also goes towards displaying the racing intent of the YZF-R15, with a huge (for a 150) 140/70-17 tyre at the back end. It carries a 100/80-17 in front, which will make finding performance rubber for the R15 a breeze since the OEM fitment IRC rubber lack definite feedback and grip when pushed to the edge.

What we did like about the YZF-R15 is its overall road-going performance. While we did notice a lot of buzziness in the R15, that is the nature of business for a single-cylinder sports machine, and it did not give a lot away in terms of acceleration.

Overtaking did need downshifting a couple of gears, especially if the rider is in a hurry, but if leisurely acceleration is acceptable, the R15 would happily chug along in fifth gear. Much to our surprise, sixth is not an overdrive that lowered engine revs, instead giving a few more km/h in speed.

Not a highway cruiser then, or making any sort of pretence to long-distance comfort. This is a sports bike through and through and designed to charge through corners, riding a slingshot out the other side.

When charging into corners, the front 282 mm diameter disc proved up to the task, and the feedback and bite from the brake lever was almost at superbike level. A gentle caress of two fingers on the lever and the R15 slowed without fuss.

If more braking was needed, the rear brake was brought into play, but we rarely found a need to do so, except when really gunning it for corners on our usual test loop up the mountain and down again. In any case, after several hard corners with lots of downshifting and full-handed grabbing of the front lever, we noticed the lever coming back to the bars slightly more, but there was no deterioration in braking performance.

What we did note is the frugality of the YZF-R15 – not surprising really, given the engine capacity. Riding around town, we got a best of 2.5 litres per 100 km while highway riding returned even better numbers at 1.9 litres per 100 km, or in more common terms, 40km/litres.

Inside the cockpit a premium touch – for this market segment – is the monochrome LCD panel that displays all the necessary information the rider needs. Complemented by LED lighting front and rear, the panel includes a gear indicator and average fuel consumption, features usually found in higher end motorcycle instrument displays.

So, who needs a Yamaha YZF-R15, at S$14,000 including COE and taxes, but before insurance - Well, aside from the lack of ABS, which we did not really expect at this price point, the YZF-R15 is positioned as a sports bike.

One thing is for sure, the YZF-R15 will teach the rider a lot about making the most of the power available. Carrying corner speed is paramount on the R15, and conservation of energy, or in this case, forward momentum and cornering lines, will be lessons hard learnt.

This means the intended market is the young rider with a fresh Class 2B licence. Or a senior rider who wishes he was 18 again, hanging outside the convent school gate waiting for his girlfriend to show up. Either way, it’s one well worth considering.

This is more like it. After we gave Ducati a razzing over its insistence that a paint scheme and some small spec changes constituted a new model, it has wowed us with an all-new 2021 Monster. It’s 40 pounds lighter, it’s more powerful, and its bones are substantially different than the 2020 bike.

Ducati’s legendary naked bike showed up in 1993, a Massimo Tamburini-designed beauty with a steel trellis frame and Ducati’s infamous L-twin on full display. It was a hit, but even with a blue-chip name behind the drawing board, it was a parts-bin special. That, friends, ain’t the case here.

The 937cc Testastretta L-twin pushes out 111 ponies to push the new Monster’s insanely lithe 366-pound dry weight. Backing that up is 68.7 pound-feet torque at 6,500 rpm. As is de rigueur with Ducati, it sucks its air and gas through desmodromic valves. Peak power hits at 9,250 rpm, which should mean the Monster’s power curve is nice and friendly.

The power is sent through a new gearbox that has an up-and-down quickshifter as standard.

To lose all that heft, Ducati went for broke, chucking the iconic trellis in favor of an aluminum “front frame” that apes the Panigale V4′s. The new cradle bolts straight to the engine from the headstock and is extremely compact. Out back, the subframe is now glass fiber-reinforced polymer (GFRP in Ducati marketing speak), which Bologna says saves 4.2 pounds. The wheels shed another 3.75 pounds, and the swingarm has been slimmed by 3.5.

Coupled with the weight loss, the new Monster is narrow, and has a stock seat height of 32.3 inches. If you’re more compact, Ducati will sell you a seat to lower the bike to 31.5 inches, and if you’re of truly Napoleonic proportions, you can throw in a lowering spring to get the seat down to just 30.5 inches off the deck.

The 2021 Ducati Monster gets all of Borgo Panigale’s standard technological fare, including cornering ABS, traction control, wheelie control, and launch control. All of those interventions can be configured to your liking, or specified in one of the bike’s three riding modes. The riding modes (Sport, Urban, and Touring) are controlled via a switch on the bars and a 4.3-inch TFT dash keeps the rider updated.

Last but not least, for 2021 Ducati is unveiling decal sets to help buyers separate their Monster from the crowd. The Monster will be available in Ducati Red and Dark Stealth with black wheels or Aviator Grey with red wheels in ’21, though price varies by color. If you want a small windshield and a pillion cover, you’ll need to upgrade to the Monster Plus, which is available in the same three hues.

The 2021 Ducati Monster will hit dealers in April, available in 3 colours - the standard Ducati Red, Dark Stealth and Aviator Grey. There will also be a Monster Plus which comes with upgraded Ohlins and other goodies. We will confirm the pricing once we hear back from Ducati Singapore.

Not unlike the major Japanese players, Kymco has constantly sought to improve its product offerings to cater to the ever-increasing demands of motorcyclist. Gone are the days that owners just want a no-frills cheap motorcycle to get around but even the entry level models now comes packed with modern technology like ABS, smartphone integration, and many many more!

We wrote on the Y-Connect from Yamaha as well as the RoadSync from Honda and today, we bring you the Kymco Noodoe which is now available from all bikes and scooters available from Kymco's exclusive distributor in Singapore - Motor Sport Pte Ltd (KYMCO Singapore).

KYMCO Singapore authorised distributor: Motor Sport Pte Ltd

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

Noodoe Navigation, a revolutionary navigation experience designed for riders from the ground up, is officially available worldwide at the App Store and Google Play. Riders can now experience the completely new, rider-centric Noodoe Navigation.

Noodoe Navigation is designed to allow riders to focus on the road, putting their safety first. Through its ROAD-FOCUSED NAVIGATION concept, Noodoe Navigation presents riders with the number of intersections on riders’ side of the street before their next turn instead of continuously telling them the distances to the next turn, which requires riders to stare at the screen constantly.

Noodoe Navigation Proved to be Truly Rider-Centric in Test Ride

Before the official launch of Noodoe Navigation, KYMCO invited hundreds of riders for a real world road test throughout Europe and Asia. Over 90% of the riders were satisfied with the Noodoe Navigation. Meanwhile, more than 80% of the riders wanted to choose Noodoe Navigation over other navigation systems. Moreover, more than 80% of the riders would go as far as recommending Noodoe Navigation to other riders.

The following are the most favored features of Noodoe Navigation:

● At-a-Glance Directions

When on the road, riders only have a short period of time to glance at the scooter's dashboard. Therefore, this rider-optimized navigation system has a consistent place on the dashboard for every piece of information. Information is presented in a simple and clear manner, with critical information fixed in optimal areas. Riders can always see what they want at a glance because the user interface of Noodoe Navigation is intuitively designed and easy to use.

● Street-Countdown Indications

Through the street-countdown indication feature, riders can simply count down the number of streets left before a turn, without the need to repeatedly look down. This allows riders to stay focused on the road as they approach their next maneuver. During the entire ride, there are no unwanted alerts or interruptions. Riders can confirm the approach of the next turn whenever they want.

● Pre-Ride Destination Entry

Riders can specify a destination on their phones before leaving home, so they don't have to enter the address into the scooter's navigation. When riders turn the key on, the destination automatically transfers from their phone to their scooter. Riders are all set before they start their journey.

● Personalized Journey Navigation

Riders can enter up to 5 multiple destinations on their phone at once. As riders turn the key on, all 5 locations seamlessly transfer to the scooter to create the corresponding navigation journey they desire. This is especially useful when riders want to enjoy leisure riding or follow a scenic route along the way. Mrs. Wei, one of the test riders, has nearly 5-year experience in using navigation system for commuting and traveling. She pointed out, “The Pre-Ride Destination Entry feature is very convenient compared to other navigation systems. The design of user interface is easy to use, and the information is less likely to be misread.”

Noodoe + Ionex

For the owner of a KYMCO Ionex scooter, the combined Noodoe-Ionex experience elevates riders to the next level. Riders can pick an Ionex charge point including the Ionex energy stations through the Ionex mobile application on their phone and automatically have the location transferred to Noodoe Navigation. “Noodoe elevates the scooter navigation experience to a whole new level,” said Allen Ko, Chairman of KYMCO. “With Noodoe, the riders get a safer, more enjoyable, and overall the most heart-winning riding experience.”

Official video from Kymco presenting the Kymco Noodoe:

SINGAPORE, June 20, 2017: Nearly half a million motorists woke this morning to discover they’d been slapped with a ‘parking summons’.

Panic quickly turned to relief, however, when car and motorcycle owners realised they’d been pranked with a fake parking fine.

The stunt was part of a major marketing campaign by new online insurer Budget Direct Insurance.

It is believed to be the first time a marketing ploy on such a scale has been attempted in Singapore. Named Operation National Summons, it was planned with military style precision.

Around a 300-strong team was deployed at car parks across the island. Working throughout the night, moving around like ‘summon aunties’ in a tightly coordinated operation to cover some 2,000 car parks.

Simon Birch, CEO of Budget Direct Insurance, said he wanted the campaign to be different to the usual traditional insurance advertising tactics. “We wanted to do something that hadn’t been attempted in Singapore before. A stunt that had humour, was cost-effective and would get people’s attention. So we brought our message directly to our target customer.”

He added: “It couldn’t be a flyer, we wanted to make sure people read it. It looks like a summons, so you’re going to take notice. Your heart is going to skip a beat when you think you’ve got a fine but all ends well.”

The aim of the campaign is to highlight the insurer’s promotion of ‘Pay Less or get $100’. If motorists get a cheaper quote elsewhere for their car insurance renewal, then Budget Direct Insurance will pay them $100, even if they don’t buy.

Motorists also got a free breakfast thrown into the bargain with the redemption of their ‘parking ticket.’

Luke Tay, Creative Partner of Co:hort Communications, who helped create the stunt said the scale of the project was unprecedented and took many months of planning.  He added: “Using parking summons is a direct and relevant way to reach out to motorists. Combined with the chance to save $100, it makes a compelling offer.”

In a competitive market, Simon Birch, CEO, recognises insurers have to work harder and smarter than ever before.

He added: “Insurers are having to get more creative with their advertising message and its delivery. We have exciting plans in the pipeline. But at the end of the day, it comes down to price, quality of your product and service. Customers save money with us because we don’t pay any agent fees or cover risky drivers. We make use of the latest technology and invest in our customer service and claims people who are all based in Singapore. These are the things we’ll win on.”

To register for this promotion, visit www.budgetdirect.com.sg/promotions.

Visit www.budgetdirect.com.sg for a quote today.

About Budget Direct Insurance

Budget Direct Insurance is the trading name of Auto & General Insurance (Singapore) Pte. Limited, which is licensed by the Monetary Authority of Singapore, and bound by the regulations and requirements for insurers.

Budget Direct Insurance was built as a digital start-up here in Singapore, and it is part of BHL Holdings Limited and its subsidiaries (“BHL Group”), a privately owned, global group of companies whose principle businesses are insurance underwriting, direct insurance distribution, broking and related services and online comparison.

The BHL Group provides insurance solutions to millions of policyholders across several countries. The BHL Group includes one of the largest direct personal lines insurers in South Africa, one of the largest personal lines intermediaries in the United Kingdom and the Budget Direct brand in Australia.

One of the most common modifications that bikers do to their new bikes upon collection is to upgrade the suspension. Most, if not all bikes are built to a certain budget and have to cater to the mass market when it comes to comfort, handling, and budgetary constrains. This is where aftermarket players such as YSS come into the picture, to offer a value for money, well researched and developed product to the consumer who is looking for that little bit better performance, durability, and looks of course!

YSS Suspension products is distributed in Singapore by Chong Aik International Pte Ltd

YSS Suspension has just launched their promotion video for 2021 and it gives a very good look behind the scenes at what the brand is about, how it has developed over the years, and what it invests into the business to keep YSS at the forefront of this extremely competitive market.

Aside from Ohlins (which let's face it is VERY pricey!), YSS would be the other go-to brand among many in South-East Asia, and this is for good reason!

About YSS Suspension:

YSS is the largest producer of after market motorcycle shock absorbers in the world, and its range is constantly expanding. With a 270 strong team, they manufacture over 2 million shocks per year, with a plethora of products to suit all tastes and budgets. Since its establishment in 1983, YSS has become renowned for its use of high quality components and cutting edge technology. Every part that goes into a YSS shock is designed, manufactured and tested in house at the YSS factory in Thailand. YSS has achieved TUV, KBA and ISO accreditation for its consistency in producing innovative and excellent products, and as a testament to this the entire range comes with a full one-year warranty.

Engineered to the ideal specification for each bike, YSS shocks come ready to install straight out of the box, without the need for further adjustments. Additional features are available depending on the bike or scooter; threaded spring pre-load adjustment, high and low speed compression adjustment and a 60 click rebound adjustment are just a few that YSS shocks have to offer, enabling riders to tailor their shock to their own personal requirements.

A strict testing process is used at the YSS factory to check that the shocks meet OE specifications, with each one being specially heat treated for extra durability and strength. Shot peened for a professional finish, YSS shocks are not only a product of outstanding performance, but they also look attractive on your bike.

If you're looking for a suspension upgrade for your motorcycle, chances are that YSS makes a model-specific variant for your bike so you can install it without worries! Whether you're looking at a lower-end plug and play unit, or one with an external canister with controls that you can tweak, YSS has you covered!

Do contact their exclusive Singapore distributor to make sure you are getting the authentic product and fantastic after-sales service!

YSS Suspension products is distributed in Singapore by Chong Aik International Pte Ltd

Quote "SingaporeBikes.com" when you contact them to let them know we sent you!

34/36 Desker Road, Singapore 209566
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Beware of counterfeit YSS shock absorbers and always look out for Chong Aik's code of authenticity number "651" before purchase