Performance of a maxi scooter and sport bike agility, the Kymco Downtown 200I delivers the ultimate scooter riding experience. Powered by an all new 4-valve Electronic Fuel Injected engine coupled to an agile, responsive, light weight dual cradle steel chassis. A lighted, under seat storage space is big enough for two helmets and a water tight console compartment for cell phone storage, equipped with a 12V accessory outlet for charging your phone, satisfying all your daily commuting needs. Add an optional top case and your daily commuter ride turns into a weekend touring machine.

Originally showcased as Downtown 350, the Downtown 200 is specially configured for Singapore's unique motorcycle class licensing. In order to penetrate the Class 2B market, KYMCO Taiwan made use of everything that belong to its predecessor and down-bore the engine to the exact capacity of 200cc for our market.

KYMCO Singapore authorised distributor: Motor Sport Pte Ltd

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

The Downtown series has proven popular across the world for its ability to be many things to many people – namely its ability to combine agility, comfort and versatility with safety and technology. With its rider-centric Noodoe Navigation system, riders are presented with real-time directions and street-countdown indications, allowing them to focus on the road safely.

If you're looking for a Class 2B scooter that is easy to handle, maximises the capacity of your Class 2B license, and looks like a much more larger bike that it really is, and have all the latest technology creature comforts and tech, look no further than the Kymco Downtown 200I!

Editor's note: The Yamaha T-Max 20th Anniversary Edition will not be available for the Singapore market. The normal T-Max however, is available through Singapore's exclusive agent Hong Leong Corporation. You can find out more at the link here:

http://www.hlcorp.com.sg/motorcycles/products_overview.asp?cat=1&id=148

The powered two-wheel world changed forever when Yamaha launched the original TMAX back in 2001. By being the very first machine to offer motorcycle performance with scooter comfort and convenience, this dynamic Sport Scooter has transformed the lives of hundreds of thousands of TMAX'ers all over the world.

Join the SBF Yamaha TMAX Club here:

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! 

As the best-selling Sport Scooter in Europe every single year since its launch, the TMAX has been on an incredible journey, and along the way has established a truly iconic status among its legions of fans. Over here in Singapore, if you're looking into the Class 2 segment and want a scooter with more power, the go-to answer would more often than not be the Yamaha TMAX. Two decades after the introduction of the very first TMAX, Yamaha has created a special edition model that marks the outstanding achievements of one of the most loved and revered designs in the company’s history.

Before TMAX, anyone looking for a fast, comfortable and enjoyable way to get to work had the choice of a smaller capacity scooter or a geared motorcycle. Both of these options were fine for many customers, but neither was the ideal solution for a discerning group of commuters and leisure riders who specifically wanted a machine that offered the simplicity of a “twist and go” automatic scooter together with the thrilling acceleration and high speed stability of a sports motorcycle.

Recognising the gap in the market, Yamaha’s designers embarked upon the project to build the world’s fastest scooter in the late 1990s. Nothing was ruled in or out, and in true Yamaha style the company ignored conventional thinking and created a totally new kind of hybrid two-wheeler that successfully combined the advanced engine and suspension technology from a motorcycle with user-friendly scooter features. Equipped with a step-through chassis and wind-beating bodywork – as well as automatic transmission, luxurious seating and a large underseat storage space – the radical TMAX was a huge gamble for Yamaha, but it was a gamble that was to forever change the face of long distance commuting.

The rest is history, and in 2001 this innovative and exciting high performance maxi scooter was launched into a vibrant European market that had never seen anything like it before. Its unique blend of motorcycle performance combined with scooter comfort and convenience made long and medium distance commuting quicker, easier and more fun than ever before.

TMAX has maintained its immense popularity and has been the best-selling Sport Scooter every year since its introduction 20 years ago. With almost 300,000 units sold to date in Europe, TMAX is by far and away the most successful Sport Scooter ever produced, and is one of the most important models in Yamaha’s line-up.

Throughout its remarkable history the TMAX has constantly evolved to meet the needs and desires of each new generation of customers. Driven by a 500cc, twin-cylinder engine capable of achieving 160 km/h (100 mph), the 1st generation TMAX was the first true Sport Scooter. With its compact powerplant mounted rigidly in the tubular steel frame, it delivered a new level of high speed stability that made it the ideal vehicle for customers who needed a fast, comfortable and easy to use long distance commuter.

Between 2004 and 2007 the 2nd generation TMAX’s class-leading performance was taken to the next level with the introduction of a more powerful fuel injected engine, while handling quality was enhanced with new forks and dual front disc brakes with ABS as an option. A parking brake was fitted, and a larger 15-inch rear wheel was featured.

2012 saw the introduction of the 4th generation TMAX that featured a new body design as well as a larger capacity 530 cc engine with belt transmission – and a new aluminium swingarm reduced the unsprung weight to give even smoother and more responsive rear suspension operation.

The 5th generation TMAX arrived in 2015, and its most notable new features were the motorcycle-type upside down front forks and radial-mounted brake calipers that underlined this iconic Sport Scooter’s position as the highest specification model in its class.

In 2017 the 6th generation TMAX came with a dynamic new look and featured a range of sophisticated electronic rider aids that offered even greater control in different riding conditions. Its class-leading specification included the Yamaha Chip Controlled Throttle (YCC-T) and Traction Control System (TCS) – and TMAX was also offered in a higher specification DX version which featured D-MODE switchable power modes, with cruise control, a heated seat and grips and an electrically adjustable windscreen as standard.

2020 saw the launch of the most dynamic and most powerful TMAX ever seen. Its new more aggressive bodywork combined with a larger capacity 560cc engine took the whole TMAX experience into new territory, and reinforced its status as the ultimate high performance scooter of all time.

The key feature on this new model is the forged carbon bodywork that gives every scooter its own “fingerprint”. Unlike traditional carbon fibre which has a uniform weave pattern, each of the forged carbon-fibre components used on the TMAX 20th Anniversary has its own individual surface finish that makes every one of the 560 units unique.

The distinctive boomerang body panels as well as the front fender and muffler heat shield are all manufactured from this strong and lightweight carbon material, giving the TMAX 20th Anniversary an even more dynamic look and premium feel – and yellow highlights on the boomerangs and fender are a reminder of the original model’s bright yellow colour scheme.

Manufactured from premium grade materials, the exclusive heated seat features yellow stitching to match the accents on the boomerangs and front fender, and a 20th Anniversary logo confirms the scooter’s exclusive status. Heated grips are also standard, and these feature special end grips that enhance this iconic Sport Scooter’s specification.

Each TMAX 20th Anniversary will be fitted with a numbered badge that confirms its exclusivity as one of just 560 units that have been manufactured as a tribute to the industry’s most successful and iconic Sport Scooter. Together with the unique “fingerprint” of the forged carbon bodywork, the production number gives every individual model its own special identity.

The most unique and desirable TMAX ever made will be finished in a special Tech Graphite colour that underlines this very special scooter’s dynamic looks and perfectly complements the exclusive forged carbon bodywork. Contrasting bronze-coloured wheels reinforce the premium status.

Yamaha TMAX 20th Anniversary Key Features

• Unique forged carbon bodywork
• Special heated seat and heated grips
• Exclusive colour
• Powerful 560cc EURO5 compliant engine
• Dynamic and aggressive body design
• Electric screen
• Cruise control
• Integrated LED front flashers
• Fully-equipped with best-in-class specification
• Lightweight aluminium frame
• Traction Control System & D-MODE
• Large storage space
• Smart Key keyless operation.
• Monotone TFT instrument panel
• Motorcycle-type suspension with optimised settings
• Centre stand locking system

Yamaha launch video of the 2021 Yamaha T-Max 20th Anniversary Edition:

When Can-Am trotted out news of its 2021 On-Road vehicle lineup this week, the headline on the press release was how the brand was successfully attracting new, younger, and more diverse riders to the riding community. The numbers we were given—approximately a third of Can-Am On-Road owners are female; close to 50 percent of Can-Am Ryker owners are new to the sport, and 72 percent are under the age of 55—were enough to make us take notice; traditional two-wheel manufacturers would kill for those kind of stats.

Halfway down the press release, Can-Am also let us in on the notion that its 2021 lineup “remains incredibly fun and easy to ride,” which seemed like another way of saying that most of last year’s models are returning, but with just a few minor changes. Let’s take a look at what’s new for 2021.

The Can-Am On-Road lineup consists of two core models: the Ryker and the Spyder. The Ryker is the lower-cost, more accessible machine and encourages customization, with an aesthetic geared more toward younger, urban riders.

The Can-Am Spyder, on the other hand, is split into two trims: the Spyder F3 and the Spyder RT. The F3 is all about bold muscular styling—what Can-Am calls the “American customer,” while the RT leans toward more comfortable ergonomics and touring amenities like cargo space. The Spyders are all powered by an inline-triple Rotax 1330 ACE engine. And priced at well over SG$40,000 here in Singapore, it is on wonder that the Spyder is a rare sights on Singapore roads. What's more unfortunate is that one recently caught on fire right here in Singapore and that means that they're even rarer now!

2021 sees three trim levels in the RT family: the RT base model, the RT Limited, and the new, exclusive Sea-to-Sky version, which gives a nod to the iconic Sea-to-Sky Highway in British Columbia. The upscale STS model brings enhanced luxury, comfort, and convenience in the form of new wheels, trims, and badging for a unique premium look, as well as adaptive foam seats that reduce pressure points during longer rides. It’s not a limited edition, but Can-Am says it’ll be available for the 2021 model year only.

Both the touring-oriented Spyder RT and RT Limited received complete redesigns in 2020, so this year it comes down to new color options. The Spyder RT starts at $23,299, while the RT Limited model, which gets an integrated backrest, heated seats, and more storage capacity, retails for $27,299. The top-of-the-line STS edition adds to the Limited model with an exclusive Highland Green colorway, painted top case, titanium-colored machined wheels, and special badging and cargo bags. MSRP is $29,799. New accessory options include adjustable side wind deflectors and LED floorboard lights, as well as new removable LinQ storage bags. Prices quoted above are for the North-American market and we'll just have to wait and see what they'll be priced at once it lands on our shores.

In the Spyder F3 line, we see a total of five models for 2021, with slight variations in performance, suspension, electronics, and cargo capacity. All are adjustable ergonomically. The solo-saddle F3 base model starts at $15,999, while the sportier F3-S adds 10 hp and gas-charged Fox shocks, cruise control, and a sport mode with bigger gauges for $18,999. The F3-S Special Series for 2021 adds a sportier grille, passenger seat option, orange frame highlights, a bigger digital gauge with BRP Connect capability, and a special Gravity Grey color, all for $19,999. Next up is the F3-T, which, as you might guess, adds a bit of touring capability with installed 21-gallon side cases and a windshield, as well as a four-speaker sound system; that’ll run you $21,499. New colors include Glacial Blue Metallic. Last is the Spyder F3 Limited, which gets all those previously mentioned amenities and adds a passenger backrest, self-leveling rear suspension, heated grips and footboards, as well as a top case and six-speaker sound system. Cost is $24,499.

The Can-Am Ryker lineup has also been refined for 2021, but it still retains a focus on accessories and personalization. Since its launch in 2018, Can-Am says the Ryker has been hugely successful in attracting new, previously hard-to-reach riders. For 2021, the family sticks with the two models that have served it from the beginning.

The base model Ryker is still the main draw, especially given the attractive price tag, which starts at $8,799. At this level you get a choice of a 600cc or 900cc Rotax engine (as displacement goes up so does price), tool-free ergonomic adjustability, and a vast catalog of accessory options.

The Ryker Rally Edition starts at $11,499 and comes standard with the 900cc engine, rally tires, upgraded suspension, and protection components for both bike and rider. Rally mode means you can cut loose in the dirt and have even more fun. New accessories for both models include the Adventure windshield for more wind protection, as well as new body panel options and the option for the LinQ cargo bags.

After the model breakdown, Can-Am was also keen to tout its ongoing outreach to riding schools, saying it collaborates with more than 150 riding schools throughout the US and Canada as part of its Can-Am Rider Education Program (REP). It also claims that 80 percent of the 28,000-plus participants who’ve completed the REP since 2016 did not previously have a license to ride. And we can all agree that those stats are encouraging for the whole powersports industry—enough to be headline news.

For more info see: can-am.brp.com.

Peugeot Motocycles shows its new logo, distinguishing itself as not limited to just scooters. Is the 125cc and 300cc P2X on the way? And by the way, yes, that is how Peugeot spells "Motorcycles" - as Motocycles.

Peugeot may be well known on two wheels for their scooter range, but a little while back they decided to ditch the ‘Scooters’ from their name and go for ‘Motocycles’ instead. 

Interestingly, searching Peugeot motocycles on a popular search engine will show two websites at the top, the first reading ‘Peugeot Motocycles - the oldest manufacturer of scooters’ with a dedicated website, the second being ‘Peugeot Scooters’ with another dedicated site. 

Weirder still, the Peugeot Motocycles website has the old ‘prancing lion’ logo, whilst the Peugeot Scooters site has the new ‘Peugeot Motocycles’ logo. Looking at the listed range on the site, and there are no motorcycles (yet). Now, I understand the need to distinguish from the Peugeot cars brand, but it seems like there is a lot going on here.

I’ve got to admit, for a smaller capacity bike, the P2X really does look impressive, and an option I’m sure plenty of Class 2B riders would be keeping an eye on if the tyres ever hit the road. And the 125cc P2X does look a lot like the Honda CB150R (or CB125R is you're going by Boon Siew Honda's official imported version). This would be another entry into the super popular retro-street Class 2B segment.

Perhaps an electric motor version is on the way, instead. Definitely an option for a motocycle/scooter company that’s been around since 1810, and making two-wheeled motor-cycles since 1898 (when they literally stuck a motor on a cycle, see what we did there). 

We’ll keep an eye out, but the new logo looks really cutting edge and modern, and we really like it. 

Few tech products have ever changed motorcycling as much as the Bluetooth communicator. In addition to connecting riders to each other, Bluetooth devices brought the power of the smartphone inside the helmet, which puts a whole world of tools at the rider’s disposal.

Modern Bluetooth communication units allow riders to talk to each other, hear directions for navigation, listen to music, use voice assistants, or even record rides. (Not that you shouldn’t keep a working knowledge of old-school hand signals, too!)

From Reddit, to YouTube, to review sites all over the internet, Cardo Bluetooth Communication Systems have consistently come out on top when compared to other offerings in their price range. Although later to the game than its main competitor Sena, Cardo has invested heavily in R&D and listen to the everyday biker to put together what is arguably the best package possible at different price points to cater to different group of audiences.

From the PackTalk series of products catering to higher-end users and the Freecom range for those who are looking for a more budget friendly solution, Cardo has you covered regardless of what your requirements might be.

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

As Cardo’s SOLE AUTHORISED DISTRIBUTOR in Singapore, Chong Aik provides:
3-Year Warranty (For Packtalk Black)
2-Year Warranty
1-to-1 exchange on the spot (For parts deemed faulty not due to wear and tear)
*With proof of purchase: Invoice

Entry-Level Recommendation (Cardo's Freedom Range):

We’re recommending Cardo’s Freecom + units for the average motorcyclist. Most folks just need to get some directions, listen to music, and talk to another rider or two. They want a communicator that’s easy to use and pair without breaking the bank. The Freecom + units provide exactly that, so congratulations to Cardo for earning our choice for most riders. Nothing fancy, and no compromises where it counts.

Carbon Freecom 4+

Cardo played it smart by creating three different units within the Freecom + line that get more features as they get more expensive. Each Freecom’s name tells you how many other riders can link up to it in total. Need to talk to your pillion or just get audio via Bluetooth? Get a Freecom 1+. Run a Freecom 2+ for two, and Freecom 4+ for four. (There is no 3+.) All the Freecom + devices use a simple button layout, with the addition of a slim jog wheel for the 4+. These units keep a low profile when mounted on a helmet.

There is a catch with the Freecom 1+, though. It can function as an intercom to talk to a passenger with another Freecom communicator, but its range is too limited to connect to other riders on other bikes. You can still stream music and hear turn-by-turn directions from your app of choice, so this is really for connecting to your phone or talking to your passenger via the basic boom mic. As the cheapest Freecom, the price reflects its limitations. If you want better sound quality, especially for listening to music, take a look at the JBL speaker upgrade, although you won’t really need it for turn-by-turn directions or chatter with your passenger.

Move up to the Freecom 2+ if you commonly ride with one riding buddy. The Freecom 2+ adds communication between two riders on two different bikes, out to 500 meters. The Freecom 2+ also gets a wired mic option (along with the basic boom mic option). The JBL speaker upgrade is also available for the 2+.

The Freecom looks sleek on any helmet!

Frequently out riding with your three amigos? You’ll want the the last unit in the series, the Freecom 4+. It can pair with up to three other devices over 0.75 miles (1.2 km). Additional features include “natural voice” technology for smartphone voice commands, a jog dial, and upgraded JBL speakers included as standard. All three Freecom units are available as single units or in dual packs. The dual packs save you a few bucks per unit.

Note: Only the Freecom 4+ comes with Cardo’s upgraded JBL speakers. You’ll have to pay more for the JBLs if you want better sound quality from the 1+ and 2+.

Premium-Level Recommendation (Cardo's PackTalk Range):

Whether you opt for the Cardo PackTalk BOLD or the PackTalk Slim, these are by far hands down the best overall Bluetooth communicators. That’s due to Cardo’s audio quality, mesh technology, and ease of use. These units are functionally the exact same. The Bold is one complete unit, whereas the Slim relocates the battery to the back of the helmet for less wind drag. Take your pick, because both options are equally brilliant.

Cardo’s excellent mesh tech can connect a rider to a group of up to 15 riders. Even better, you’ll be able to talk to any PackTalk-equipped rider you can see up to one mile away (1.6 km), with a total group span of up to five miles (8 km). How’s that possible? Imagine three riders spread out over a distance: Harley, David, and Sonny. Cardo’s mesh technology can join lead rider Harley to Sonny in the back via David’s communicator in the middle, pushing the group’s range far beyond a single communicator’s abilities. That’s great, but what about pairing with a different brand of communicator that doesn’t support mesh connections? The PackTalk units can connect with them, too, over plain old Bluetooth.

Cardo's mesh technology is what sets them apart

The true beauty of the mesh system is in real-world riding, where a group might spread out, then join up again. Cardo’s mesh network automagically reconnects as riders drop back into range. No more stopping to mash buttons in an attempt to link back up. Add best-in-class noise cancellation, upgraded JBL speakers, voice command technology with multilingual options, and up to 13 hours of talk time, and Cardo’s PackTalk Slim/PackTalk BOLD units easily take the top honors for best Bluetooth communicator around.

Don't take our word for it though, if you need more convincing, take a look at this very detailed comparison video done by the good guys over at FortNine, although a couple of years old now, Cardo has consistently taken the top honours over the past 3 years:

Comparison between the different Cardo products

So whether you are looking to prepare for a touring trip up North when the borders are open, or you want to get a communication system so that you can communicate with your pillion or friends when you go exploring around Singapore, you won't go wrong with a Cardo system.

Hit up Cardo's exclusive distributor in Singapore - Chong Aik International Pte Ltd to enquire about their products today! Mention that you are from SingaporeBikes.com and you might just get a special price! (Don't quote us on that though!)

Or purchase via their online webstore located here:

http://www.chongaik.com/index.php?route=product/category&path=1002_1833

Purchasing from the authorised distributor ensures that you get the best advice on your purchase, aftersales support, and unrivalled warranty process should the need arises. Support local businesses today!

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

As Cardo’s SOLE AUTHORISED DISTRIBUTOR in Singapore, Chong Aik provides:
3-Year Warranty (For Packtalk Black)
2-Year Warranty
1-to-1 exchange on the spot (For parts deemed faulty not due to wear and tear)
*With proof of purchase: Invoice

Did You Know?

The Red Lions, performing at Singapore's National Day Parade, communicate with each other during the skydive maneuver via Cardo PackTalk Bold communication systems! Cool right?!

https://www.straitstimes.com/singapore/red-lions-to-perform-classic-skydive-manoeuvre-at-national-day-parade

Honda, Yamaha, KTM and Piaggio sign a letter of intent to set up a swappable electric batteries consortium for motorcycles and light electric vehicles. 

ANNOUNCED on the 1st of March 2021, the four manufacturers (Honda, Yamaha, KTM & Piaggio) have signed a letter of intent to set up a swappable electric batteries consortium for motorcycles and light electric vehicles. 

They will all collaborate on batteries that can be switched amongst their future electric model lineup, meaning a universal battery cell that can be used across all models. It may not be something that we see on the roads and in use any time soon, but it’s a clear sign of intent that they are all planning for the longevity of use for their electric vehicles, as well as promoting the use of electric power with increased availability.

From the release: ‘The aim of the Consortium will, therefore, be to define the standardized technical specifications of the swappable battery system for vehicles belonging to the L-category; mopeds, motorcycles, tricycles and quadricycles. By working closely with interested stakeholders and national, European and international standardization bodies, the founding members of the Consortium will be involved in the creation of international technical standards.’

This new consortium, however, will begin its activities in May 2021, and it seems invitations have been sent to other manufacturers to join their initiative. At the end of all this, we (the consumers) will likely win out, just as much as they do. A swappable battery across makes and models would mean ease of use and much quicker recharging times by physically swapping an empty battery for a full one - it's not a new concept by any means, but the big manufacturers jumping on board certainly signals their intent going forward.

Noriake Abe, Managing Officer of Motorcycle Operations for Honda, said: 

 “The worldwide electrification effort to reduce CO2 on a global scale is accelerating, especially in Europe. For the widespread adoption of electric motorcycles, problems such as travel distance and charging times need to be addressed, and swappable batteries are a promising solution. Considering customer convenience, standardization of swappable batteries and wide adoption of battery systems is vital, which is why the four member manufacturers agreed to form the Consortium.

Honda views improving the customers’ usage environment as an area to explore cooperation with other manufacturers, while bringing better products and services to customers through competition. Honda will work hard on both fronts to be the ‘chosen’ manufacturer for customer mobility.”

Takuya Kinoshita, Executive Officer and Chief General Manager of Motorcycle Business Operations for Yamaha, said:

“I believe the creation of this Consortium holds great significance not just for Europe but the world as we move towards establishing standards for swappable batteries for light electric vehicles. I’m confident that through work like this, the technical specs and standards, that currently differ by regional characteristics or the state of the industry in different markets will be unified, and, in the future, will help lead towards maximizing the merits of electric power for customers on a global level.”

Electric motorcycles and scooters are the future whether you like it or not, and with such heavy investments by industry leaders, this can only mean good things for the future and competition and demands drives improvements and investments which is ultimately good for the end consumer. While it might not seem likely right now, an electric motorcycle could very well be the norm in the near future.

The 2021 Ducati SuperSport 950 gets Euro 5 approval, an IMU, and fresh looks. Being closer to the Panigale V2 & V4 than ever, would this be the most value-for-money Ducati to get?

It’s been four years since Ducati revamped the SuperSport. For 2021, it gets an overdue rework complete with updated styling, a contemporary electronics package, and a new name. Now dubbed the SuperSport 950, the road-biased sportbike from Borgo Panigale will appear in Singapore sometime over the next few months, and we will await for the latest confirmed pricing from Ducati Singapore - but expect it to cost quite a bit less than the flagship Ducati Panigale V4.

Ducati Senior Designer Julian Clement, who penned the 2017 SuperSport as well as the Panigale V4 and Scrambler Icon, chipped away at his original design to give the SuperSport 950 an aggressive look more in line with the Panigale family. While the tank and tailsection appear unchanged, the front fairing and side fairings are new. The fairings feature prominent side extractors and the front end has a look reminiscent of the 1099/1199/899 Panigale.

The redesigned extractors are inspired by the Panigale V4 and are designed to pull hot air away from the rider. The SuperSport 950 has the same 937cc Testastretta 11° engine as before, but it’s now Euro 5 approved. Horsepower and torque figures remain unchanged. Ducati claims the engine produces 110 hp at 9,000 rpm and 69 pound-feet of torque at 6,500 rpm. New for 2021, the SuperSport gets a hydraulic clutch, replacing the cable-actuated unit of the outgoing model.

Other than the design, the big news is an updated electronics package featuring a Bosch six-axis IMU managing cornering ABS, traction control, and wheelie control. Ducati Slide Control, as found on the Hypermotard 950 and Panigale V4, is conspicuously absent—though perhaps not missed, considering the SuperSport is destined for neither hooliganism nor racetrack dominance. The electronics package has three ride modes to allow complete adjustability, as is Ducati’s MO. Adjusting parameters is simple thanks to the new 4.3-inch TFT dash.

The SuperSport 950, like its predecessor, is available in a base and an S model. The latter replaces the 43mm Marzocchi fork and Sachs shock with a 48mm Öhlins fork and Öhlins shock.

Heated grips, semi-rigid bags, and a taller windscreen are available as accessories. Given the price point and category, we’d love to see the SuperSport 950 come with cruise control and heated grips as standard. While heated grips are available as an accessory, it does feel rather uncharitable of Ducati not to include them, at least on the S model.

Given its famous name, one can’t help but pause and consider the SuperSport’s lineage for a moment, especially in light of its new, aggressive looks. Specifics of the design, specifically the swooping LED headlight and front intake layout, are seen throughout much of the current Ducati lineup, suggesting a unifying design language intended to produce a strong brand identity.

Parent company VW/Audi follows a similar strategy with its automobiles, so it’s interesting to see Ducati follow suit more than ever. That isn’t to say it’s necessarily a directive from corporate ownership, or that such a directive would be a bad thing. It’s not even a new strategy for the brand, but it’s becoming more and more realized across the range.

In the ’90s, Miguel Galluzzi’s 900 Supersport and Massimo Tamburini’s superbikes shared the limelight without resembling each other even a jot, and were neither the better nor the worse for it. Please note: This observation contains no qualitative assessment or nostalgia, but is merely put forth as a point of contemplation for those sipping their morning espressos and daydreaming of Ducatis.

Harley-Davidson just revealed the long-awaited Pan America adventure motorcycle, the company’s first foray into the highly competitive ADV space. This bike also marks the introduction of the (presumably) modular liquid-cooled V-twin Revolution Max engine that was shown in the Pan America, Custom, and Bronx concept bikes. It’s a big day for the MoCo.

“From its inception more than a century ago, when many roads were little more than dirt trails, Harley-Davidson has stood for adventure. So, I’m very proud to present Pan America as the first adventure-touring bike designed and built in America,” said Chairman and CEO Jochen Zeitz. “The Pan America models exude that go-anywhere spirit, shared today by riders in the U.S. and around the globe who want to experience the world on a motorcycle.”

First adventure-touring bike built in America? A moment of silence for the Buell Ulysses, please.

I’ll get straight into the Pan America’s details in a second, but I think you should read the details with a price in mind. In the USA, the Pan America starts at $17,319. For reference, the base Honda Africa Twin is $13,999, the base Suzuki V-Strom 1050 is $13,399, the KTM Super Adventure S is $18,599 and the base BMW R 1250 GS is $17,995 if you could ever find one. The Yamaha Super Ténéré feels close in price and purpose at $16,299. Of course, there are many other ADV options out there, and to compare all of them against the Pan America would be an article in itself. These numbers are intended to give some reference for Harley’s positioning for this bike, especially for readers who don’t spend much time around adventure motorcycles. We'll check back with Harley Davidson Singapore to get our local pricing but expect it to be priced similarly to other premium ADV options from the likes of KTM and BMW.

With that out of the way, let’s see what Harley’s got for us.

The Pan America, “Harley-Davidson’s explore-it-all machine for riders who see touring as detouring,” weighs in at 534 pounds (242.2kg) wet in base trim. It’s powered by Harley’s new Revolution Max 1250 engine, a liquid-cooled, 60-degree, DOHC V-twin with variable valve timing and hydraulic self-adjusting lifters. It has a bore of 105 mm, a stroke of 72 mm, and a total displacement of 1,252 cc, breathing though a washable filter and a full stainless exhaust.

The new engine has a 13:1 compression ration and wants 91 octane for best performance, though Harley says the knock sensor permits the use of lower octane levels if needed. Magnesium covers help keep the weight down.

The Revolution Max 1250 produces 150 horsepower at 9,000 revs, with 94 foot-pounds of torque coming on at 6,750, all with an average fuel economy of 46 mpg (est. city/highway), according to Harley-Davidson. With its 5.6-gallon (21.2 litres) aluminum tank, the Pan America should be good for around 250 miles (402 km) per fillup. Happily, the Pan America includes cruise control as standard.

The frame is actually three components that bolt to the engine: a forged aluminum “mid-structure” with steel trellis sections up front and under the tail. An aluminum swingarm, cast as a single piece, brings up the rear. The seat height can be adjusted from a high position (35.2 inches) to a low position (34.2 inches) without tools to suit a wider range of riders. More on that later, with the Special’s semi-active suspension.

Styling and design

The Revolution Max was built to be stiff enough to serve as a stressed member in the middle of the chassis, where it’s on full display. Harley didn’t want to hide their new engine or its clean, distinctive lines. In fact, take another look at how nothing crosses in front of the right “display side” of the bike except the exhaust. The left side has a little more going on, sure, but the overall execution manages a premium look in the utilitarian ADV space. Harley compared the styling to that of “a good multi-tool… function [leading] form.” The bike features integrated grab rails and luggage mounts for the adventuresome tourer. Wheelbase is among the longest in the class at 62.2 inches, which makes sense with Harley’s expectations for passengers and plenty of luggage.

The production bike sports the same basic design we saw with Harley’s initial concepts: minimal bodywork, a stepped seat, radiator covers along the sides, and a polarizing bullnose that’s equal parts Road Glide and light bar. I think it looks tough with a U and two Fs. According to Harley, its wide shape is especially beneficial when off-road riding in low-light conditions. We see a similar windshield to the concept’s, too, now with four positions of adjustability that can be raised or lowered while riding with your clutch hand.

The Pan America is available in two versions. Let’s look at the standard version first, then we’ll get into the up-spec Pan America 1250 Special and its additional features.

Base Pan America 1250s are Vivid Black, like this.

Braking and rider assists

Harley made sure that the Pan America shipped with a suite of rider aids to stay competitive. “This broad collection of technologies is designed to match motorcycle performance to available traction during acceleration, deceleration and braking,” says Harley. Brembo supplies the dual radial monobloc calipers up front, as well as the master cylinder and adjustable lever.

The touchscreen locks while riding to prevent distracted disasters. Pull over to use the touch feature or navigate menus while riding with the handlebar-mounted buttons.

On the rider assist front, Harley bestowed the Pan America with their Cornering Rider Safety Enhancements package which includes (deep breath) “Cornering Enhanced Electronically Linked Braking, Cornering Enhanced Antilock Braking System, Cornering Enhanced Traction Control System, Cornering Enhanced Drag-Torque Slip Control System, and Hill Hold Control.” These systems use input from the bike’s IMU to stabilize the motorcycle and increase confidence. They are lean-sensitive, just like the rest of the flagship ADV bikes out there.

The paint upgrade for the plain Pan America is this River Rock Gray. Look at how neatly the engine is framed from this angle.

The Pan America’s five modes are also rider aids in their own way. You’ll get Road, Sport, Rain, Off-Road, and Off-Road Plus on the base model, with an additional two custom modes for the Special. 

All these assists and features are managed with the Pan America’s 6.8-inch TFT display. This screen is touch-capable as long as the motorcycle is not moving; you’ll have to use the button controls by the handgrips for changes on the fly. The tilting, anti-glare dash connects with smartphones, as you’d expect, to handle calls and music, while navigation “is supplied by the free Harley-Davidson® App for iOS or Android.” Harley’s ride-planning tools came highly recommended in our motorcycle GPS article, so here’s hoping for more of the same. 

The stock wheels and tires are suitable for light off-roading. If you look closely at the rider's gear, you'll see that Harley partnered with REV'IT! for branded ADV gear to match the new bikes.

Wheels and suspension

The Pan America’s cast wheels measure 19 inches in the front and 17 inches in the back, shod in Michelin’s new Scorcher Adventure tires that were developed specifically for this bike. They look like bulked-up Scorcher 32s to my eyes. Harley recommends moving up to the Anakee Wild for anything more than a fire road, and even offers them as a factory upgrade. Tubeless laced wheels are a $500 factory option.

The base Pan Am has a fully adjustable, 47 mm fork and a preload-adjustable RSU, all from Showa. Harley claims the rear shock linkage keeps the rear suspension compliant enough for on-road duty, yet strong enough for thrashing in the wild. You’ve got seven and a half inches of travel here, with 8.3 inches of static ground clearance.

The base Pan America will be available in Vivid Black or, for an additional $250, River Rock Gray. Read on if you want all the bells and whistles on your Harley ADV bike.

Harley-Davidson Pan America 1250

The Pan America 1250 Special is built to compete with the premium ADV crowd.

For an additional $TBC and 25 pounds of weight, the Pan America 1250 Special is aimed at the premium ADV market. The big story here is Harley’s semi-active front and rear suspension with what they call “Vehicle Load Control,” or VLC. This system uses inputs from various sensors to automatically adapt the bike’s damping to “the prevailing conditions and riding activity.” The Special’s VLC can even weigh its rider, passenger, and cargo to instantly adjust the rear preload settings for optimum sag.

Here's the white/orange design that we first saw on the concept. I don't think anyone will mistake it for a KTM.

A factory-installed option called Adaptive Ride Height (ARH, +$TBC) can push these abilities even further. ARH gently lowers the bike to its shortest suspension setting at stops so that the rider can get a foot (or two) down. It’s fairly sophisticated, too, with plenty of customizability. The Pan America lifts back up once underway. 

Other features include TPMS, a center stand, brush guards, a skid plate, an adjustable brake pedal, heated grips, wind deflectors, (another deep breath) a steering damper, and adaptive cornering lights.

Maybe a small step for ADV, but one giant leap for H-D

The Pan America’s success hinges on several factors. Will its specs, innovations, and real-world performance woo customers away from the other compelling options on the market today? How will the Harley community treat a liquid-cooled adventure-tourer that doesn’t have a square inch of chrome? And will dealers get on board with Harley’s new direction?

One line stuck out to me in Harley’s presentation: “The fact that you’re being so polarized about it is a really healthy reaction to have.” These motorcycles will need more than spec-sheet speculation and a cinematic introduction video to be judged, and we can’t wait to get our hands on one for a future first ride review. Look for the Harley-Davidson Pan America 1250 and Pan America 1250 Special to arrive in dealerships starting in May 2021.

Thousands of motorcyclists in France protested over the weekend against a decision that bans them from squeezing in and out of other vehicles on the roads. The practice has been totally prohibited since February 1st 2021, under penalty of a fine of €135 and three points on the driver’s license.

It was in fact not 100% legal in France before February 1, because it had only been authorized “experimentally” on certain roads since 2016. With this new law in place however, the practice is now banned across the country.

Thousands of motorcyclists demonstrated in several cities in France against the ban this weekend, including in Paris, Lille, Toulouse and Lyon. The motorcycles hit the road yesterday after an angry call from the French Federation motorcycle user group.

The ban means that motorcycles must use the roads like a car or any other vehicle, and stay in line.

The practice was permanently banned after the road safety agency Road Safety condemned the trial results of a 'test of lane splitting as “disappointing,” after a report showed that the number of motorcycle accidents on the test roads had increased by 12%.

The fixed trial ran on roads in Paris, Bordeaux, Marseille & Lyon from February 1st 2016 to 31st January 2021, and over that time accidents increased by 12 percent on these roads. As a result, lane splitting has been outlawed, and French motorcyclists aren’t happy.

What do you think of the introduction of this new law? Nanny state gone too far, or can you understand their reasoning? Either way, make sure you’re aware of this change to the rules if you’re travelling to France on a biking trip.

Also, if this was to be implemented in Singapore, what do you think the outcome and repercussions will be? Lane splitting has allowed bikers to cut through traffic jams and generally get to their destination ahead of their car-counterparts. If lane-splitting was made illegal, we'd have to be stuck in traffic jams and bear the brunt of the hot sun and rain. Would you then reconsider riding your motorcycle for transport? Let us know your thoughts and comments in the section below!

Check out some of the comments from Twitter from enraged motorcyclist:

Honda Motorcycles Singapore, through their agent Boon Siew Honda, have been teasing the launch of the Honda Forza 750 in the last couple of weeks. We have now received official confirmation from the trade that the first 2021 Honda Forza 750 (codename NSS750) has been registered on our roads and is available for order officially.

Initial stocks are low at the moment but if you're quick enough, you shouldn't have to wait too long to collect your brand new Forza 750. We're taking a look here today at the new flagship maxi-scooter from Honda and see how it stacks how against the tried and tested Yamaha T-Max from its Japanese competitor. Being priced at S$34,000, the Forza is quite a bit more example than the T-Max that is priced at S$28,000 from local agent Hong Leong Yamaha, that's a 20% premium over what is already one of the best maxi-scooters in the market!

Read the article below and let us know if you think the Forza is worth the premium over the T-Max? Would be cool to hear your comments!

P.S. Singapore bike reviewers and vlogging team @TRI333PLE have been granted exclusive FIRST RIDE review video of the 2021 Forza 750 - We'll update the links here once the video has been uploaded on SBF!

Video now live!

Honda’s Integra (old name of the Forza) debuted back in 2012 as a spin-off of the ‘NC’ range of economy-focused twins. For 2020 it’s reborn as the Forza 750 with a higher-spec chassis, sharper styling and a more powerful engine.

Apart from an update in 2014 that saw the Integra gain an alloy swingarm and the same 745cc engine that the rest of the NC line gained that year, replacing the previous 670cc version, it’s been left unchanged since its debut, and its age has started to show. The 2021 transformation into the Forza 750 helps not only revive the bike with a technical overhaul but aligns it with the Forza model range, which now runs all the way from 125cc to 745cc to give a broader span of capacities than any other scooter line-up.

It’s fair to say that the Integra hasn’t been a huge sales success. While its siblings – the NC750S, NC750X and X-ADV – have no problem finding customers, the Integra is the slowest seller of the range, despite arguably being the most practical. Despite their very different appearances and purposes, the NC750S,NC750X, X-ADV and Integra share the same basic engine and frame, with changes to the suspension and bodywork to differentiate them. The Forza follows the same formula, but borrows inspiration from the vastly stronger-selling X-ADV.

While the tubular steel frame is the same, the Forza 750 gains the X-ADV’s swingarm and a pair of 41mm upside-down forks instead of the dowdy-looking right-way up forks of the Integra. New wheels – 17in at the front and 15in rear – are added, along with twin radial-mount, four-pot Nissin front calipers on a pair of 310mm discs, where the Integra had a single 320mm disc and two-piston caliper.

The engine is the same 745cc parallel twin – derived from the Honda Jazz car’s four-cylinder – as used in the NC range, the Integra and the X-ADV, but it’s been reworked to meet Euro 5 emissions limits, gaining a few more horses in the process.

Always an engine tuned for economy rather than performance, the 2021 Forza 750’s version of the twin is rated at 59hp, 5hp more than the version offered in the 2020 models using it. The peak comes at 6750rpm, still low revs but 500rpm higher than the old version. Peak torque is also up, from 68Nm to 69Nm (50.15lbft to 50.89lbft) at 4750rpm. Economy is officially listed at 78.5mpg, enough to squeeze a theoretical 230 miles from each 13.2 litre tankful of fuel. 

Three riding modes – standard, sport and rain – are joined by a user-definable setting where you can select engine power, engine braking and traction control levels.

As before, the power unit’s party piece is Honda’s DCT twin-clutch transmission. Using two mainshafts – one for 1st, 3rd and 5th gear, the other for 2nd, 4th and 6th – each with its own clutch, the electronically-controlled transmission can have two gears engaged at the same time and switch between them seamlessly by disengaging one clutch and engaging the other. It can be used in fully-automatic mode, using a programmed shift pattern to change ratios depending on engine revs, throttle position, speed and gear, or in manual mode with triggers on the left bar to change up or down. As with the engine, there are three selectable riding modes for the transmission and a ‘user’ mode, allowing you to tailor how high the engine revs before upchanges in automatic mode.

The Forza 750 might be the biggest thing for 2021 in Honda’s scooter range but it’s not the only update. There’s also a new Forza 350 to replace the old Forza 300 model and a tweaked 125 for 2021

Practicality was always the Integra’s strong suit, offering bike-like performance, handling and range with scooter-style ease of use and storage space. The Forza 750 follows the same path with 22l of luggage room under the seat, plus niceties like a USB socket in the luggage compartment and a small glovebox in the right hand fairing panel.

A new 5-inch TFT colour display replaces the old LCD unit, including a built-in smartphone voice control system to allow voice control of calls, music, emails and navigation via Bluetooth (you’ll need a helmet-mounted headset, of course), with bar controls also offering control over the system.

A keyless system, with a fob that can stay in your pocket, controls the ignition, fuel cap, steering lock and seat lock. When fitted, it also controls the optional top box’s lock. Honda has also fitted a clutch mechanism to prevent the steering lock from being broken using brute force, a favourite method among bike thieves.

At 235kg wet the Forza is no featherweight, but it’s 3kg lighter than the X-ADV. However, the motorcycle-style NC750 is significantly lighter, at 217kg for the ‘S’ model and 220kg for the ‘X’ version.

Price in Singapore for the Forza 750 has been confirmed by Boon Siew Honda to be at S$34,000, including COE @ S$7,500.

With a true capacity of 330cc, the new model is a full 51cc bigger than the old 279cc model with a stretched bore and stroke helping to push power up from 24.8hp to 28.8hp. Although peak torque is unchanged at 27.2Nm, Honda says there’s considerably more power and torque all the way from 3500rpm than the old model, helping push top speed up by 5mph from 80mph to 85mph.

Of course, the engine changes are really a response to Euro 5 emissions rules, coming into force in 2021, and to meet them Honda has altered the valve timing and lift, added a lighter crankshaft and a revised air intake with larger throttle bodies and inlet valves. Of course, there’s a new exhaust as well, along with revised porting of the engine for better efficiency.

The bike’s styling is evolved rather than completely revamped, with a familiar look but new details including an electric screen that now has more travel, plastic grab handles rather than alloy, saving weight, and revised fairing side and nose panels.

Like the 750, the Forza 350 gets a keyless ignition with a fob that unlocks the steering, ignition, luggage space and – when fitted – the optional 45l top box. Honda’s smartphone voice control system, as used on the Forza 750, is an option on the 350.

Weight is unchanged at 182kg, and while prices are yet to be announced the Forza 350 is likely to be in the same ballpark as the S$17,250 Forza 300 it replaces, with sales due to start in early 2021.

At the bottom of the Forza range, the Forza 125 is tweaked for 2021, with cosmetic updates to the front and side fairing, the rear side panels and the engine cover, and like the Forza 350 it gets a longer-travel electric screen that adjusts 40mm more than the old model.

The chassis is unchanged but the 15hp SOHC single gains switchable ‘HSTC’ traction control for 2021, as well as tweaks to meet Euro 5 emissions limits. As with the old version, there’s an idle-stop system to squeeze as much range as possible out of the 11.5l fuel tank; Honda reckons you could get as much as 300 miles between fill-ups thanks to economy of 120mpg.

The same ‘smart key’ keyless system that’s used on the 750 and 350 Forza models also appears on the 125, locking the ignition, seat compartment and the optional top box when it’s fitted.

The Forza 125 is however not available in Singapore and it would be interesting to see if local agent Boon Siew Honda actually brings the Class 2B Forza into our markets to compete with the ever-popular Yamaha NMax 155.

Honda Forza 750 Technical Specification

Class 2 bikes in Singapore have always had the reputation of being too powerful, too heavy, or impractical for Singapore's roads. When you think of Class 2 bikes you usually think of the 1,000cc+ monsters like the Suzuki Hayabusa, Yamaha MT-10, or the Honda CB1000R. What if however, you could have all the power you want from a Class 2 bike, but in a nimble, agile and lightweight package that is suitable for Singapore roads - Herein we present, the 2021 Yamaha MT-07! We have no doubt this will one of the most popular Class 2 naked bikes available as Yamaha has taken a proven recipe and made it even better!

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! 

Since its launch in 2014, the Yamaha MT-07 has been quite the crowd-pleaser in the naked middleweight class, thanks to its wonderfully tractable yet wickedly fun parallel-twin engine, sporty handling and affordable pricing. This year, the 2021 Yamaha MT-07 is set to receive a styling and ergonomic update, larger front brake discs and a few Euro 5 spurred tweaks to the peppy parallel-twin engine.

The news of the 2021 Yamaha MT-07 comes shortly after the tuning-fork-brand announced a nearly complete overhaul to the popular Yamaha MT-09.

For the model year 2021, the 689cc liquid-cooled CP2 parallel-twin engine returns with some massaging, undoubtedly done to meet Euro 5 emissions standards. Mechanically, the engine is virtually identical to prior generations with its fun-loving 270-degree Crossplane Concept crankshaft design and 80mm bore and 68.6mm stroke. However, there are some notable upgrades.

New to the party is a redesigned air intake, partially brought on by the aesthetic refresh and a new 2-into-1-exhaust system. Going hand-in-hand with those changes are updates to the ECU specifications and fuel injection settings, which Yamaha says have improved low-rpm throttle response. Hopefully, the FI updates have cured the throttle abruptness that we have noticed on past MT-07 generations. Also, new exhaust valve seats are introduced. Lastly, the six-speed gearbox is said to boast improved shifting feel due to the new cut angles in the dog gears.

The Master of Torque styling is in its third-generation, and the MT-07 borrows heavily from its big brother, the 2021 Yamaha MT-09. Notable styling changes include revised bodywork throughout, with the most noticeable update to the all-new LED headlight. Importantly, LED turn signals are featured, ridding the MT-07 of its polarising pumpkin-esque indicators. Three color choices are available for no additional charge; Storm Fluo Yellow, Matte Raven Black and Team Yamaha Blue.

Other aesthetic changes come in the form of its updated negative LCD instrument panel. While still an LCD readout, the 2021 MT-07’s dash appears to be far easier to read, benefitting from larger displays of the clock, gear indicator, trip/odometers and tachometer. Also, 10,000-12,000 rpm is indicated in red, which is shown in white on prior models.

Ergonomically, the 2021 Yamaha MT-07 will encourage a more neutral, upright riding position with a new tapered handlebar that is 32mm wider and 19mm taller than before. For taller riders, this will surely open the cockpit up and increase comfort. Meanwhile, the approachable 31.7-inch seat height remains the same.

What has not changed is the steel-trellis chassis and non-adjustable 41mm KYB fork with 5.1-inches of travel. In the rear, the single KYB shock featuring spring-preload and rebound damping adjustment and 5.1-inches of travel returns as well. With its 406-pound claimed wet weight, the MT-07 has always been nimble and accommodating for a variety of riders.

Braking performance is not ignored either, as the front discs grow in size from 282mm to 298mm. ABS is still standard. 

Lastly, high-quality Michelin Road 5 120/70 and 180/55 tires will be part of the package in 2021.

We’re quite excited about the 2021 Yamaha MT-07, which is expected to hit dealers in Q1 2021 and can’t wait to put these changes to the test. Until then, feast your eyes on Yamaha’s updated MT-07.

2021 Yamaha MT-07 Specs

ENGINE

Type: CP2 parallel twin
Displacement: 689cc
Bore x stroke: 80.0 x 68.6mm
Compression ratio: 11.5:1
Transmission: 6-speed
Clutch: Web multiplate
Final drive: Chain

CHASSIS

Front suspension; travel: Non-adjustable 41mm KYB fork; 5.1 inches
Rear suspension; travel: Cantilevered rebound-damping and spring-preload adjustable KYB shock; 5.1 inches
Front wheel: 17 x 3.50
Rear wheel: 17 x 5.50
Tires: Michelin Road 5
Front tire: 120/70 x 17
Rear tire: 180/55 x 17
Front brakes: 298mm discs w/ 4-piston caliper
Rear brake: 245mm disc w/ Nissin caliper
ABS: Standard

DIMENSIONS and CAPACITIES

Wheelbase: 55.1 inches
Rake: 24.8 degrees
Trail: 3.5 degrees
Seat height: 31.7 inches
Fuel capacity: 3.7 gallons
Estimated fuel consumption: 58 mpg
Curb weight: 406 pounds

COLORS

• Storm Fluro
• Matte Raven Black
• Team Yamaha Blue

2021 YAMAHA MT-07 Price: To Be Advised

Vespa is an Italian brand of scooter manufactured by the automotive giant Piaggio Group. The name actually means wasp in Italian and according to popular beliefs, this was what the founder of the Piaggio Group Rinaldo Piaggio exclaimed when he saw the first designs as he thought that it look like a "Vespa" or wasp.

The Vespa has evolved from a single model motor scooter manufactured in 1946 by Piaggio & Co. S.p.A. of Pontedera, Italy to a full line of scooters and one of seven companies today owned by Piaggio.

The Vespa Range

The Vespa scooters are known worldwide and has built up a cult following, even right here in Singapore. Due to their ease of use, relative ease of maintenance, high build quality and strikingly cute looks, it's become the go-to scooter for many motorcycle enthusiast here in Singapore and all around the world.

Vespa HQ Factory During The Olden Days

Have you ever wondered however, how these Vespa scooters are made and what goes into manufacturing a Vespa scooter? You might be shocked to know that a brand new Vespa rolls off the production line every 3 minutes! And the Piaggio Group has the stats to back this up. Even during the pandemic in 2020, the Piaggio Group posted an increase in sales of 6%!

The Iconic Vespa Silhouette

The Vespa has come to encompass true Italian styling, artistic influence, and created a lifestyle that is enjoyed and envied by bikers worldwide. Their strong resale value even in the 2nd hand market is testament to the ever-growing demand of the Vespa brand!

The Vespa Brand Has Become More Than Just About A Scooter

Make yourself a nice cup of tea, or a glass of wine to pay homage to the Italians, and enjoy the video! (Credits to Business Insider)

If you're in the market for a Vespa scooter or any other motorcycles from the Piaggio Group, head down to the exclusive distributor and agent in Singapore:

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

If you're keen to know more about Piaggio Group and Vespa's performance in 2020, head back to our previous article here:

Hot on the heels of the release of the 2021 R 18 cruiser, BMW is introducing the first model variant, the R 18 Classic, a traditionally styled tourer.

The BMW R 18 Classic in full dress

When BMW released the R 18, it showcased a wide range of accessories that allow riders to completely transform the style of the base model. Spend a few moments with BMW’s online model configurator and you’ll get a sense that, like the R nineT, the R 18 has been designed specifically to be customized. Make it a bobber, make it a tourer, make it your own.

First Edition

The First Edition features the pinstriping that many associate with BMW’s classic models.

More of a bolt-on special than complete spin-off, the R 18 Classic features a windshield, saddlebags, passenger seat, LED auxiliary headlights, cruise control, a 16-inch front wheel (compared to the R 18′s 18-inch front), and a new exhaust to accommodate the saddlebags. Like the R 18, the Classic is available in two guises: the base model and the First Edition, which is highlighted by the pinstriping details on the tank and rear fender.

It’ll be interesting to see what else BMW has in store for its heritage cruiser platform, but the R 18 Classic, we suspect, hints at things to come.

BMW has made no secret that the R 18 is aimed squarely at appealing to Harley-Davidson riders; it takes little stretch of the imagination to envision an R 18 taking up a corner of the garage once occupied by a Softail Slim.

BMW headlight

In its quest to create an authentic BMW cruiser, the German brand hits the right notes. Its air-cooled boxer twin engine, open shaft drive, and pinstriped tank are all “trademark BMW.” While the R 18 is conceptually held together by specific traits found in BMW’s back catalog, conspicuously absent in its history is, well, a cruiser—a uniquely American idiom of motorcycling.

The R 18 can almost be considered a modern version, not of one of its own motorcycles, but of something BMW could have built in the 1950s had it been competing directly with Harley-Davidson for American riders. Which, in its own way, is kind of cool. The concept takes an American style of motorcycle and Beemer-izes it. Perhaps a better description of its big air-cooled engine and classic styling is “fundamental,” rather than “authentic.” The fundamental aspects of the R 18 are what give it identity—not history or lineage.

BMW includes saddlebags and a passenger seat as part of the Classic package.

After all, the R 18 need not be shackled by history—real or imagined. BMW is going after a hot market with a motorcycle that has a lot of attractive features. Full stop.

The R 18′s dash features an LCD screen to make it easy to navigate through ride modes.

By mixing modern rider aids with nostalgic styling and BMW’s premium identity, the German marque has created a bold entrance into a market of which, surprisingly, it hasn’t already had a share.

If you want to read about the first BMW R 18 delivered in Singapore last December, check out our press release here when the BMW R 18 First Edition was delivered to one lucky owner!

Although this raid happened a couple of years ago in 2019, it is a good reminder for all bikers that when you see a deal that is too good to be true, it most probably is. With the COVID-19 restrictions in place, more and more consumers are turning to online marketplaces such as Lazada, Shopee, Qoo10 and other platforms to make their purchases. While this technology is certainly the future and not something that we can ignore, we must practice prudency when making such purchases and not be lured by their low prices.

Tests by Shell Malaysia found that over 30 percent of engine lubricants sold in hypermarkets and unofficial online stores are fake. This is a SHOCKING statistic.

Among the counterfeit products being found during the raid, it seems that the more popular brands that are being replicate are those from Shell, Castrol, Petronas, and Honda.

Retailers selling counterfeit engine oils has been ongoing in the industry for a long time. Unlike other tangible goods, it is almost impossible to tell a 'real' engine oil from a 'fake' product as trying to tell the difference from one liquid to another is next to impossible.

From the pictures below, you can see that such factories (usually based in Malaysia or other South-East Asian countries) fill up what seems to be authentic looking bottles with huge tanks of what we can only assume is subpar quality oil, and we're not even sure if it's engine oil to begin with! These subpar quality oils can be bought for as low as USD2 per 4-litre bottle, and is then on sold to the unsuspecting customer for many more times the price.

While you might think you are getting a good deal, in the long-run, this can be very detrimental to your engine and might cost you even more when you start to face engine troubles. The issue is consumers are usually drawn in by their ultra-low pricing and at first glance would be unable to identify if the product that they have just purchased is authentic or not.

Here are 3 tips to ensure that you do not be duped by retailers when making your next engine oil purchase:

1. If it's too cheap to be true, it probably is. This goes without saying. Discount levels of between 10-20% is reasonable in the engine oil industry, especially if you are buying a package that consist of engine oil, transmission oil, and other products that are made by the manufacturer. If you are looking at discounts of 50-80%, that should raise a red flag.
2. Buy from a reputable shop or retailer. Visit your favourite local retailer or purchase from "official" shops in the various shopping platforms. This can ensure that you will be getting authentic products as such businesses would be less likely to risk their reputation selling counterfeit products.
3. Verify your purchase via online checking tools, manufacturer websites, and being generally educated by reading websites such as SingaporeBikes.com! More often than not, most manufacturers websites have a info page to distinguish their real products from the counterfeit ones. This might help you save your engine by not running unknown oil through it in the long run!

As long as you go through the above steps, you should be safe in making your purchase and also keeping your motorcycle's engine happy for a long time to come!

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!

The helmet is one of the most important safety gear a motorcyclist can have. It is so important that in most countries around the world, it is mandated by law that a rider on a moving motorcycle must be wearing a helmet or be subjected to a fine. It is the only apparel of a motorcyclist that is mandated by law.

And us as bikers, also know the importance of GOOD safety helmet, which is why we don't spend shelling out hundreds, even thousands of dollars on a good lid, as there is nothing more important than you life! Safety aside, it is one of the 'bling' items that a motorcyclist has and we know many bikers who are guilty of having multiple, high-end, and nice looking helmets just because we can and want them.

Having said that, we scoured the UK SHARP crash helmet testing data to find out which helmet brands are the ones you can trust – the ones that’ll give you the best protection in an accident.

Only SHARP testing data gives comparative scores so we can see how well helmets perform relative to each other. So that’s what we use. It’s not perfect and some brands are excluded but it’s the best data we’ve got.

So, here are the results of our latest survey – using updated data from 2016-21 (6 years!) and showing which are the safest crash helmet brands. If you’re after a new helmet and haven’t got time to read our reviews, you might want to consider one of these brands.

Here's a spoiler, SingaporeBikes.com vendors Racing World and Chong Aik both claimed the 1st and 2nd spots respectively. Good job guys!

Note: Helmet safety data and ranking is independently verified and tested by SHARP UK, SBF is reporting the results "as-is" with no changes to the ranking.

1) AGV

Italian helmet maker AGV rises to the top spot for 2021 from number 2. AGV has been making very fine helmets since 1947 and, of course, they’re known for be-lidding the hallowed head of Valentino himself – and let’s face it, he’s not going to put just any old lid on now is he? Actually, he might if the price is right. But anyway, of 6 helmets tested since 2016, three scored maximum 5 stars (Corsa R, Pista GP-R and Veloce S) and the rest were four stars, showing you really can trust an AGV. Wowzers – incredible job AGV!

AGV is distributed in Singapore exclusively by Racing World:

Racing World
Shop Online @ www.singaporeracingworld.com
Address: 8 Ubi Rd 2, #01-14 / #01-11 Zervex, Singapore 408538
Phone: 6509 6006

2) Shoei

Shoei are known for producing more expensive, well-built helmets at the top end of the market. All of which shows in their amazing ranking in our safety review. Across all 13 Shoei helmets tested ever, they’ve scored an average of 4.15/5 and of their most recently tested helmets, both the X-Spirit III and Ryd scored maximums. A massive Well Done Shoei!

Shoei is distributed exclusively in Singapore by Chong Aik:

Chong Aik International Pte Ltd
Shop Online @ www.chongaik.com
Address: 45 Desker Rd, Singapore 209576
Phone: 6294 2532

3) Shark

Storming up the chart this year from No. 8 is quality French maker, Shark Helmets. They’ve had 7 helmets tested by SHARP in the last five years with an average score of 4/5 stars. Which is no surprise because whatever the style of helmet and whatever it’s been made of, every helmet tested by SHARP scored scored 4 stars which is an awesome performance (plus the chin bars on both modulars (including the Evo-One 2) scored 100% – which is a real rarity). All in all an amazing job from the French helmet masters.

4) HJC

HJC are in our top 10 for the third year and in 2021 make their way up to fourth place. It’s a particularly great score because HJC specialises in lower priced helmets – so you don’t have to max out your credit card for great protection. They hit this spot partly because of old favourites like the five star rated HJC FG-ST and partly because their newer C70 polycarbonate lid hit a five star safety rating too. Overall, their 6 most recently tested helmets scored 4/5 SHARP stars sending them sky rocketing North. Nice one HJC!

5) Arai

Down from number one last year, Arai’s been let down by the (relatively) lowly three stars scored by the Renegade V and the (now replaced) Axces III which were tested in 2020. Which is a shame because they were on a great run – with both the QV Pro and RX-7v scoring maximum 5 stars for safety in recent years.

6) Caberg

It’s kind of a joint fifth really, because Caberg scored an average of 4/5 stars across their four helmets tested over the last four years – which is the same as Arai. But we nudged them down from Arai because there’s fewer helmets in the test. Other than that, it’s another excellent performance from Italian maker Caberg, with the 5 star rating of the Duke II really helping out their cause. In fact, across all 16 Cabergs tested since SHARP began, their average is a fantastic 4.3 stars. Immense. And really goes to show how you can generally trust a Caberg helmet.

7) Nolan

In seventh place is the daddy of the Nolan group brands. Every single one of the thirteen tested Nolan helmets has scored 4/5 stars in the SHARP safety test. Just Wow. What’s also notable is that each of their tested flip-up helmets scored 100% when it came to keeping their chin bar fully locked – which really isn’t easy to do. That’s a real testament to their design, manufacturing and quality control excellence.

X-Lite

Fellow Italian helmet bods, X-Lite, are part of the Nolan Group too, so it’s no surprise they’re slap bang next to Nolan in our top 10. Over the years and 11 helmets tested by the SHARP labs, no X-Lite helmet has ever scored less than 4/5 stars. Amazing. And if we see a few more helmets being tested by SHARP, I really wouldn’t be surprised to see them floating up very near the pointy end of our safest helmets brands list.

9) Bell

At No.9, Bell are still doing great but their three star Bell Qualifier DLX MIPS has spoiled their party a bit, meaning they’ve slipped down from 4th place a couple of years ago. Having said that, Bell has scored a massive 4.4/5 across all 14 tested helmets over the years, which is the highest rating of any helmet brand overall. But because we weight recent reviews more heavily, that was enough to push Bell down the rankings a few places.

10) MT

Scoring higher than many of the big boys (we’re looking at you Schuberth and Scorpion!) budget Spanish lid maker MT squeezes in at 10. Of their six tested helmets, one scored a maximum 5/5 stars, two scored 4/5 and three 3/5 putting them in a very healthy tenth. That’s a particularly incredible position when you realise the average price of an MT helmet is under £100! Top job MT.

EVOS Esports, the leading esports organization in Southeast Asia, has garnered the support of Yamaha’s ‘Generation 125’ as an official sponsor. This new collaboration by Generation 125 supports the younger generation to continue developing the esports industry further in Indonesia.

EVOS Esports is proudly headquartered in Singapore and is the #1 esports gaming team within South-East Asia, just like SingaporeBikes.com!

Generation 125 is the nickname for Yamaha 125cc’s matic motorbike users consisting of FreeGo, Fino, X-Ride, Mio series, and the latest product named GEAR 125 adapts the character of the current generation with the design, technology, and features that are ‘Definitely Cool’, ‘Definitely Uphill’, ‘Definitely Strong’, ‘Definitely Economical’ and ‘Definitely Reliable’ which will make users ‘Win More’ because they gain more value in the same price range as a 110cc matic motorbike. This is what keeps Generation 125 ahead because they are the younger generation who are passionate, dare to bring positive changes, never give up, geared to win in everything including esports tournaments.

Takeyama Hiroshi, Deputy Director of Marketing of PT. Yamaha Indonesia Motor Manufacturing (PT YIMM) said, “The high enthusiasm of the younger generation in the esports industry is the motivating factor for Generation 125 in collaborating with EVOS Esports; in supporting the achievements of Indonesia’s younger generation. Yamaha’s ‘Generation 125’ product has now become the choice of the younger generation as a companion in their daily routine, thus this collaboration is expected to further increase the enthusiasm and optimism of Indonesia’s younger generation to continue to advance and move forward. With EVOS Esports, let’s: Let’s GEAR UP, GAME UP, and Win More! ”

Mr Ivan Yeo - Co-founder & CEO of EVOS Esports

In spite of the global pandemic, the economic scales are certainly tipped in favour of the gaming industry and the region’s juggernaut is positioning itself keenly on the cusp of the coming wave.

“This year and next are going to be very interesting years for the gaming industry. It’s going to grow this year for sure and as the gaming industry grows, Esports and gaming YouTubers as a subset, are going to be beneficiaries,” Co-founder and CEO of EVOS Esports Mr Ivan Yeo predicted.

Generation 125 as the official sponsor for EVOS Esports, marks a breath of fresh air for the esports industry, which is getting a lot of support from various industries in developing the esports ecosystem in Indonesia.

Hartman Harris, Co-Founder and Chief Business Officer of EVOS Esports added, “We are excited to partner with Yamaha as they enter the esports industry for the first time in Southeast Asia. Through the “125 Generation Wins Many” campaign, EVOS Esports and Yamaha hope to reflect the spirit of the younger generation to be advanced and fast, especially in the esports and transportation industry.”

Generation 125 will now work together with EVOS Esports to support the ability and enthusiasm of today’s younger generation who are brave, active, smart and rational in making choices because they are always thinking ahead.

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! 

PIAGGIO Group has been able to strengthen their sales across the very unusual year of 2020, with sales across all brands accumulating a total of 207,000 sales. 

These sales are 6% greater than the totals for 2019, which would have been around 195,000 units. The total sales across all two-wheel vehicles in 2020 sat at 1,455,000, in the European market, which by all accounts is impressive for a challenging financial year.

In Singapore, the number of motorcycles registered in 2020 under the Piaggio Group are as follow:

• Aprilia - 969 units
• Derbi - 10 units
• Gilera - 0 units
• Moto Guzzi - 108 units
• Piaggio - 5,185 units
• Vespa - 1,499 units

Total - 7,771 (or 3.75% of Piaggio Group's total sales)

This is significantly higher than Ducati's Singapore share of global sales which stands at just 0.23%.

Hats off to you, Piaggio (group) and local distributor Mah Pte Ltd - always good to see the two-wheel industry doing well, for obvious reasons!

If you're looking for any motorcycles under the Piaggio Group umbrella, do give them a shoutout and let them know SingaporeBikes.com sent you and you might just get a special SBF deal!

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

The Piaggio Group has impressed with their offerings in recent years, with both motorcycles and scooters, with plenty more on the way. For scooters alone, the market share was marked at 24% of total sales falling under the Piaggio Group umbrella. 

This umbrella extends to cover various brands, including Vespa, Piaggio, Aprilia, Moto Guzzi, Gilera, and Derbi. 

Strong growth in their motorcycle sales for Aprilia is attributed to their successful 2020, with further launches underway for Aprilia, including the Tuono 660 & RS660 which we’re eagerly anticipating. Moto Guzzi sales are also seemingly on the up, particularly with their new celebratory Centenario editions being released. 

Key factors for their performance were the Vespa scooters, the Moto Guzzi V85TT, the growth of the Aprilia brand in the motorcycle segment, and the success of the Piaggio brand in scooters.

2021 is already off to a bright start for Piaggio, with the launches of new motorcycles on the horizon - this includes the Moto Guzzi V7, the Aprilia Tuono 660, and the new Beverly (a new Piaggio electric scooter that arrives in June). 

If you are keen to know how other motorcycle manufacturers are doing, we did an article on Ducati's sales performance in FY2020 which you can read here:

Canadian electric bike firm Damon have given us another glimpse of their flagship Hypersport model. The bike shown appears to be the Premier edition complete with Öhlins suspension, Brembo brakes and a single-sided swingarm.

For the uninitiated, new kids on the block Damon came out swinging last year with the Hypersport, a bike with a category-defying claimed 200hp, 200-mile range, 200mph top speed and 200kg weight. The batteries, they say, can also be charged to 80% in just 45 minutes with a combined charging system.

Not content with these bold performance claims, Damon also said the bike’s CoPilot electronics complete with 360-degree HD cameras will keep you safe as you ride. Plus, at the flick of a switch, the handlebars and footpegs physically move between sportsbike and touring ergonomics.

All of this may sound optimistic for what is essentially a new manufacturer, but Damon have worked with BlackBerry on the software for their safety systems, brought on technical expertise from the defunct Alta Motors and bought up the IP portfolio of Mission Motors, too.

Damon say this new version represents 12 months of evolution and optimisation and includes tweaks to the bodywork, a more powerful motor, a higher voltage battery configuration, new handlebar controls and a new 7in recessed LCD display.

The new version will be fully unveiled in the coming weeks, keep an eye here on SingaporeBikes.com for more information as we have it.

Most electric bikes revealed thus far from the likes of the Scorpio X and the Vespa Elettrica have been scooter variants with their traditional gasoline engines replaced with an electric motor, but with this new bike from Damon looking like it could be a Ducati in disguise, would it make you reconsider your thoughts about owning an electric motorcycle? Think of all that torque you could have from 0rpm onwards!

Under the very strong and determined guidance of chief project engineer and CRC R&D Director Brian Gillen, MV Agusta is finally emerging from the years of uncertain marketing policy consequent to never fully solved quality problems, and this new generation of three-cylinder Brutale and Dragster models comes as a most welcome confirmation of the superb success of the great engineering effort that produced the new Brutale 1000 RR from a technical base that many considered plagued by too many flaws to get it back in line. And today the Brutale 1000 RR is one of the best naked superbikes in production. Now MV looks to do the same with the 800cc models.

The MV Agusta 800cc three-cylinder unit posed far less problems since it already proved its reliability and ultimate performance potential. But for 2021 it had to conform with the latest and most stringent Euro 5 emission standards. The resulting 2021 Brutale and Dragster 800 are a radical evolution of the previous editions, and MV Agusta did not leave any technical section untouched.

First the engine. Great attention has been applied to the reduction of all frictional losses. The sintered metal valve guides and DLC-treated inverted cup cam followers make  the valve train more efficient. Equally, latest-generation plain bearings replace the previous ones with a solid gain in reliability and reduced frictional losses at the crank assembly. The lubrication circuitry has been modified, reducing the volume of lubricant, and a more efficient oil pump has been adopted resulting in reduced power absorption, a lower oil temperature, and a reduced oil splashing effect and its consequent drag effect.

The three-cylinder engine of the Brutale and Dragster has been refined to lessen frictional losses.MV Agusta
A new injection system bumps the pressure from 3.5 bar to 4 bar, for better atomization of the injected charge and consequently a more complete combustion and reduced emissions. The exhaust system, from the manifold to the catalytic converter to the three-pipe muffler, has been vastly redesigned with superior efficiency of the catalyzer. A solid increase in the profile of the torque curve has been achieved: MV Agusta announces a peak power of 140 hp at 12,300 rpm and a very remarkable 64.2 pound-feet peak torque at 10,250 rpm. The torque curve appears very strong from 4,000 rpm where 50 pound-feet are already available, and from there the curve goes constantly up with no dips.

A major contribution to the very high efficiency of the renewed MV Agusta 800cc three comes from the new and finally modern electronics suite. The engine management is far more advanced through all its fundamental steps and the new six-axis inertial platform ensures a superior control of all the dynamic conditions of the ride. In combination with the latest Continental cornering ABS system it manages the very aggressive launch control and the front lift control, which, as Gillen underlined, is not a wheelie control that cuts the engine to bring the front wheel down before things get messy. Here the electronics let the front wheel soar to a given point then keeps it there under full control, for that extra dose of adrenaline and of show-off pride.

The system also controls the opposite dynamic reaction: the lifting of the rear wheel under emergency braking. Here the ABS and the inertial platform apply all the braking power while controlling the rear-to-front weight transfer, in order to stop endoes and provide safer directional control in order to grant the rider ample possibility to maneuver in avoiding obstacles while braking. Traction control is an obvious standard, but here it is further refined by the ability of the system of evaluating the lean angle in relation to the power applied to the rear wheel.

A new, 5.5-inch TFT instrumentation display acts as the command post of connectivity functions included in the electronics suite that includes a navigation system, Bluetooth, and all connections with the MV Ride App. The app lets the rider talk to the bike to set up preferences, record trips, add enhancements to the navigation system, and more.

Gillen worked with American clutch component company Rekluse to further optimize the Smart Clutch System. The fully automatic mechanical clutch makes the rider’s life less crowded relieving them from pulling and releasing the related lever on the left side of the handlebar. The SCS system positively integrates the EAS 3.0 electronically assisted gearbox that has been further refined thanks to the adoption of a new sensor that makes it quicker and more precise up- and downshifting.

The frame of the MV Agusta three-cylinder models has been highly respected from the beginning and now has been revised in its rear section where new and more massive aluminum plates replace the previous ones in their fundamental function of solidly clamping the engine and locating the rear swingarm spindle. The new plates improve both the torsional and the flexural rigidity of the chassis that also received new and retuned suspension units. The 43mm Marzocchi fork and gas-charged Sachs shock absorber are both fully adjustable. Also the link actuating the rear shock absorber has been revised in its geometrical progression.

The front braking system is also at the top with twin 320mm rotors and four-piston calipers by Brembo. A new steering damper is easy to adjust to suit the rider’s preferences. A full LED lighting system front and rear is now standard equipment. Finally, a new seat with advanced memory foam padding has been adopted for improved long-haul comfort.

The MV Agusta Brutale comes in RR and RR SCS versions both fully equipped as described above. The starker Rosso version is powered by the 112 hp at 11,000 rpm version of the 800cc MV triple. That is the only major difference, the rest is all there for a nicely milder and more accessible Brutale 800.

MV Agusta Dragster 800

The MV Agusta Dragster adds style and spirit to the already capable Brutale platform.MV Agusta
The Dragster 800 is a Brutale pushed to the limits in terms of styling and spirit. But it shares all the mechanical and electronics refinements that were painstakingly developed in the latest iteration. The new Dragster comes in four editions: RR, RR SCS, RR SCS RC, and Rosso. The Dragster RR and RR SCS both feature beautiful wire wheels that make them even more distinctive given the rear wheel is fully exposed, enhancing the muscularity of the new 200/55-17 Pirelli Diablo Rosso III that features a more progressive profile compared to the one adopted on the previous MV Agusta Dragster.

The Dragster RR SCS RC is a more extreme version that will be available in 200 numbered units and that features distinctive graphics with a bright red frame and bright red forged aluminum wheels. In addition, a “racing kit” is available exclusively for the RR SCS RC and that includes a free-flowing exhaust system and related maps, for the addition of an undisclosed number of horses and of an extra dose of adrenaline induced by the aggressive exhaust note.

On the opposite side of the model line, Dragster Rosso follows the same philosophy of the Brutale Rosso for a more accessible version of a very extrovert bike. That means Dragster Rosso also uses the same 112 hp version of the fully updated MV Agusta 800 triple.

In all, this new generation of the MV Agusta 800 models might be a fundamental cornerstone for the return of MV Agusta to the levels of image and profitability that the glorious name deserves.

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! 

After finishing 2nd in the MotoGP Constructors Championship in 2020, even after experiencing engine troubles, Yamaha will be looking to win the Constructors Championship in 2021.

For 2021, Yamaha have changed their lineup for their charge in 2021 to win the Riders Championship and the Constructors Championship, as they haven't won the Riders Championship or the Constructors Championship since 2015.

With that end game in mind, Yamaha has recently unveil their 2021 Yamaha YZR-M1 to much fanfare, and although not publicly available for sale, Yamaha has a road-going version of this motorcycle called the Yamaha R1M - which you can purchase through Hong Leong Corporation.

Anyway, back to the YZR-M1 and the 2021 MotoGP season, the new Factory Yamaha lineup no longer features the 'The Doctor' and will be the first time since 2012 that Valentino Rossi is not racing for the Factory Yamaha MotoGP Team.

The 7 time MotoGP World Champion is being replaced by the young French prodigy, Fabio Quartararo. Fabio won three MotoGP races in 2020, but fell short at the final hurdle when challenging for the MotoGP title and finished 8th in the 2020. Overall, "El Diablo" has finished on the podium 10 times for Yamaha in their Petronas Yamaha Sepang Racing Team.

'It is great that Valentino continues, and he will still be on a Factory bike so he will still get full support. But, he will be next door. Which will be strange but hopefully the Petronas Team will be good for him" said Lin Jarvis on Valentino Rossi's move to Petronas

Partnering Fabio is still the Spaniard, Maverick Vinales. Maverick won one race in 2020 and finished 6th in the MotoGP World Championship. "Top Gun" has raced for Yamaha since 2017 and has won 7 races in Yamaha blue and finished on the podium 20 times for Yamaha. Maverick has always meant to be the future for Yamaha since he replaced Jorge Lorenzo, but he has never managed to take the title challenge to Marc Marquez, as the best MotoGP Championship finish Maverick has finished in is 3rd.

'By keeping Maverick and signing Fabio we have this young superstar rider lineup in 2021', Lin Jarvis said on signing Fabio and Maverick for the 2021 MotoGP season.

The Honda CBR150R was a popular and fun little motorcycle back when it was sold in Singapore many a years ago, but if you thought that bike was a weapon, wait till you hear about this 2021 version of the CBR150R that Honda has just launched. This is the sister-bike to the super popular Class 2B cafe racer in Singapore - The CB150R Exmotion, but dressed in sportsbike fairing and a more aggressive stance.

At first glance, you’d be forgiven for mistaking it for the CBR250RR, because that’s exactly where the new 150 derives its design inspiration from. The funky headlight design, sharp fairing and neat tail section all mimic the 250RR and give the new CBR150R an intentful and aggressive appearance.

The next most noticeable feature on the new bike is that lovely new golden upside-down (USD) fork. We were pretty impressed to see a simple Showa USD fork on the Honda CB150R Exmotion, but the CBR150R takes things up a notch because the unit you see here is the revered SFF-BP separate function big-piston fork - the same kind used on the Kawasaki Ninja ZX-25R.

Another new piece of kit on the 2021 CBR150R is the slipper clutch, which not only reduces rear wheel hopping and locking during aggressive downshifts, but also claims to cut down lever effort by 15%.

To bring the little CBR properly up to date, Honda has thrown in a smart and well-laid out fully-digital LCD instrument cluster complete with fuel consumption data and a gear position indicator. The motor remains pretty much the same: a 149cc liquid-cooled 4-valve single churning out 17.3PS and 14.4Nm. This means that it’s down on power compared to the Yamaha R15 V3 but actually produces slightly more torque.

Honda offers the new CBR150R in two versions, with and without ABS, and the variant with the safety feature will set potential buyers back an additional S$1-2,000, if the reference from when the ABS and non-ABS version of the CB150R Exmotion was sold in Singapore.

We're not sure if Singapore agent of Honda motorcycles, Boon Siew will be bringing in the CBR150R but you can count on the parallel importers bringing over a few units to our shores with how sweet the 2021 Honda CBR150R is looking. There will be an alternative now for those who are looking for a Class 2B sportsbike but have never warmed up to the Yamaha R15 V3.

What do you think? Would you pick the Honda CBR150R or the Yamaha R15, and why? Let us know your thoughts in the comments section below!

Full launch video of the 2021 Honda CBR150R courtesy of Honda Indonesia:

Suzuki has announced details of its latest generation Hayabusa, with the new – and hotly-anticipated – third iteration of the legendary hyperbike coming with over 550 new parts, including:

• Iconic and uniquely individual Hayabusa aerodynamic silhouette and styling, but with redesigned wind-cheating bodywork that remains faithful to the Hayabusa’s unmistakable shape while adding sharper lines and classy details.
• A heavily redesigned engine - including new pistons, conrods, crankshaft, and camshaft - specifically aimed at producing enhanced performance in the lower to mid rev ranges making it the fastest-launching Hayabusa yet.
• A comprehensive suite of electronics that includes IMU-governed ABS and traction control, cruise control, launch control, bi-directional quickshifter, engine brake control, three power modes, plus three preset rider modes and three user-defined modes.
• A revised chassis, with a new subframe, new brakes, and new suspension settings.

History

Launched in 1999, the Hayabusa stunned the motorcycling world and gave birth to the hypersport category. Taking its name from the Japanese for Peregrine falcon - famed for feasting on blackbirds - it delivered unrivalled performance, was immediately recognisable thanks to its now-iconic silhouette, and went on to develop cult status. Its monster engine enabled a smooth, turbine-like power delivery and an eye-widening top-end rush, but also gave it a flexibility and usability rivals could only dream of, while wind tunnel-designed bodywork allowed it to slip through the air effortlessly.

The launch of the second generation Hayabusa in 2008 boosted capacity and power, while a mid-term update in 2013 added Brembo monobloc calipers and ABS, updates that brought the machine firmly into the 21st century, yet remained faithful to the unique styling that has earned the Hayabusa its icon status. 

Nearly 200,000 units later a third generation takes all that was right with the genre-defining hyperbike, but leverages the latest technologies to provide greater control and improved comfort to maintain its position as the ultimate sports bike.

Design

After the launch of the original in 1999, the Hayabusa’s striking aerodynamic silhouette has become instantly recognisable; nothing looks quite like a Hayabusa.

During the design of the third generation machine the concept of ‘the refined beast’ made sure that Suzuki designers did not bring about wholesale changes, but instead made sure the latest iteration was still immediately identifiable as a Hayabusa. And 21 years on, still nothing looks quite like a Hayabusa.

Still low, long, and wide, the new generation has faithfully inherited the DNA of its predecessors, but with sharper lines and a tough, modern look that oozes refinement, class, and ultimate performance. It has been brought firmly into the present and future-proofed for the road ahead.

The overall result is a look of higher quality and greater luxury fused with the daunting image of the fierce bird of prey from which it takes its name.

The side profile looks every inch Hayabusa, but the design features straighter, sharper lines, from the new mirror design to the famous seat hump. A fresh face comes from new vertically stacked LED headlights, nestled between the new angular air intakes. New position lights flanking the scoops double up as integrated turn signals.

Great effort was also devoted to designing the straight-edged exhaust and mufflers, that sweep up towards the tail (which itself features new LED rear combination lights) to create a mass-forward look.

Much like the design of the Hayabusa’s bodywork, the iconic machine’s clocks are just as much a part of the bike’s identity. And much like the bodywork, they too have been redesigned to embrace modern technology - in the form of a colour TFT screen - while retaining the elements that standout as Hayabusa: the two large dials that flank the new TFT display.

The large analog tachometer and speedometer gain a fresh, more attractive appearance. Features include bigger, bolder numbering that improves legibility, and raised scale markings around the periphery of each meter use LED lighting to provide a clearer view and faster recognition.

The colour TFT screen displays a plethora of information readouts from the new Hayabusa’s suite of electronics (described in full, below) including the current SDMS-α settings or an active data display that shows lean angle (with peak-hold function), front and rear brake pressure, rate of forward/reverse acceleration and the current accelerator position. The panel also shows clock, gear position, odometer, dual trip meter, ambient temperature, instant fuel consumption, riding range, trip time, average fuel consumption, and voltmeter displays.

LEDs located in the corners above and below the LCD include the neutral indicator light, turn-signal indicator lights, high-beam indicator light, low oil pressure warning light, traction control indicator, malfunction indicator lamp, master warning indicator, and ABS indicator. There is also an LED engine coolant temperature indicator light in the upper right corner of the engine coolant temperature gauge and fuel indicator light in the upper left corner of the fuel meter gauge. An ambient light sensor automatically adjusts the instrument cluster’s brightness level based on surrounding conditions, or the rider can also opt to make manual adjustments.

Engine

During the development of the new Hayabusa many prototypes were evaluated, with many featuring different engine configurations. Engine designer Naoki Mizoguchi explained, "We considered a variety of engine configurations before arriving at the final design. Experimentation included building prototypes with larger displacement engines, turbocharged versions, and others with six cylinders. In the end we came to the conclusion that the original engine package achieved the best overall balance. We also came to the conclusion that not changing the basic layout was key to retaining the Hayabusa’s distinct identity. So we applied the best of its proven qualities when we sat down to set the latest engine design. Our goal was to create a better engine while building on the same proven layout."

As a result of Mizoguchi and the engineer’s work, the 1340cc, inline-four cylinder engine has undergone extensive reworking, with the aim of boosting performance and improving power and torque in the low and mid-range RPM. The result - especially when allied to new performance-enhancing electronics - is the fastest-launching Hayabusa yet as well as a more rideable and flexible engine for everyday use, plus added durability and reliability, also.

While the new Hayabusa remains electronically limited to 299km/h (186mph), it outpaces its predecessors off the mark thanks to a flatter torque curve that fills in a flat spot identified in earlier iterations in the lower rev ranges.

That increase in performance, plus the added durability, comes from a number of new or redesigned components. The new Hayabusa uses new, lighter pistons, more rigid and lighter conrods, new camshaft with revised cam profiles to reduce valve lift overlap and new cam chain tensioner, revised crankshaft and crankcases, new gearshift stopper, cam, and cam plate, and gears with revised bearing widths to improve shift feeling, new slipper clutch assembly, and new magneto.

Changes to the combustion chamber promotes faster and more efficient burning of the fuel-air mixture. Further machining on the combustion chamber around the intake valve expands the valve curtain area and improves the flow coefficient by 5% as the valve begins to open and reaches 5mm in lift height.

A new ride-by-wire electronic throttle system works with the new Hayabusa’s variety of electronic control systems, while also providing a light, natural response with linear control, similar to that of conventional throttle operation. In conjunction with the introduction of this new throttle system, the size of the tapered throttle bodies has changed from 44mm to 43mm, but the overall intake pipe length, (including the intake pipe, throttle body, and funnel), is extended by 12mm over the previous intake system. This contributes to producing greater power output at low and mid-range engine speeds.

There’s also a new side feed fuel injector that places the secondary injector at an angle on the side of the intake funnel. Its spray strikes a reflecting plate in the funnel and creates a fine mist that enters the combustion chamber. The result is again an increase in power and torque output at lower engine speeds.

New air intakes reduce pressure loss and increase flow into a larger airbox, which ups capacity from 10.3 to 11.5 litres, and while retaining the bold, twin muffler design the Hayabusa is known for, a new exhaust system saves over 2kg over the previous system, as a new pipe connecting cylinders one and four helps delivery more bottom end torque. A new two-stage catalytic converter replaces the previous single-stage design to help meet Euro5 emissions standards.

Electronics

A major leap forward from the second to the third generation Hayabusa comes from a new, comprehensive suite of electronics aimed at improving everything from performance to rider comfort, and safety.

Encompassed within the latest version of Suzuki Intelligent Ride System (SIRS) is the below:

• Suzuki Drive Mode Selector Alpha (SDMS-α) featuring a selection of three factory preset and three user definable modes, combining:
• Motion Track Traction Control System (10 modes plus off)
• Power Mode Selector (three modes)
• Bi-directional Quick Shift System (two modes plus off)
• Anti-lift Control System (10 modes plus off)
• Engine Brake Control System (three modes plus off)
• Active Speed Limiter
• Launch Control System (three modes)
• Emergency Stop Signal
• Suzuki Easy Start System
• Low RPM Assist
• Cruise Control System
• Combined Brake System
• Motion Track Brake System
• Slope Dependent Control System
• Hill Hold Control System

Within SDMS-α riders have the ability to choose from one of three power modes, with full-power mode one followed by a softer mode two that reduces initial power but still builds to the same peak power, while mode three has a reduced maximum power output.

There are also 10 modes of Motion Track Traction Control from an IMU-controlled system that uses the same technology as Suzuki’s world championship-winning MotoGP machine and GSX-R1000R. The lean angle-sensitive system takes readings from the IMU, front and rear wheel speed sensors, crank position sensor, throttle position sensor, and gear position sensor to detect a loss of traction before the ECU controls output to the throttle valve, ignition coil, spark plugs, and fuel injectors to limit power. The system can also be turned off.

A further 10 modes of Anti-lift Control help prevent the front wheel from lifting during hard acceleration. The higher the setting the greater amount of control supplied. It, too, can be disabled.

A race-derived bi-directional quickshifter allows riders to shift up with the throttle wide open and without operating the clutch, while the need to blip the throttle on downshifts is also eradicated. Two modes mean riders can choose from a more race and performance orientated response, or a mode that responds to a lighter touch.

To further personalise the Hayabusa’s advanced electronic systems riders can manage the effective strength of the engine braking to match their preference. There are three additional settings to choose from, as well as the default ‘off’, whereby the higher the setting the more the effect of the engine braking is suppressed.

As part of SDMS-α come three factory preset rider modes - Active, Basic, and Comfort - with each using a combination of allotted settings for the above systems. Active uses the full power engine map, with traction control and anti-lift set to one out of 10 and the quickshifter on its raciest setting. Basic uses the same quickshifter setting but the softer throttle response with traction control and anti-lift set in the middle, at mode five of 10. Comfort sees those upped to 10, with the engine mapping set to its softest setting with reduced peak power, and the softer quickshifter setting. All three modes use the default engine brake control system setting.

However, three user-defined settings allow riders to tailor the settings to their own preferences and needs based on their experience or the riding conditions.

The new Hayabusa’s electronics suite is further bolstered by a launch control system with three modes that allow riders to limit engine RPM to 4,000, 6,000, or 8,000 RPM before launching, depending on their confidence or experience.

Cruise control allows riders to set their desired speed on longer journeys. With the system activated via a button on the right hand switchgear and the speed set and adjusted using buttons on the left, riders can release the twist grip and continue onwards at their preferred speed. The result is reduced fatigue and increased comfort. The system can be overridden with a touch of the brakes or by reopening the throttle. Owners can also set their preferred speed via a new speed limiter function, ensuring the motorcycle will not exceed that speed during operation. However, it too can be overridden by a quick twist of the throttle to allow riders to make overtakes or escape danger.

An intelligent braking system sees the third generation Hayabusa equipped with lean angle-sensitive ABS, helping riders track the intended line even when the brakes are applied mid-corner, plus linked brakes mean pressure is automatically applied to the rear brake when the front brake lever is operated, improving stopping performance.

The system also identifies when the brakes are being applied on a descent, with the ABS unit using input from the IMU to monitor the bike’s posture, before optimising front brake pressure to prevent rear wheel lift. The IMU also enables the new Hayabusa’s hill hold function, which automatically engages the rear brake for 30 seconds once the motorcycle comes to a stop facing uphill, even if the rider releases the brake lever or pedal. This helps ensure a smoother restart free of worries that the bike will roll backward.

Suzuki’s easy start system and low RPM assist functions also feature, meaning the engine fires with one brush of the starter button and the engine speed is automatically raised as the clutch lever is released to aid slow speed control and prevent stalling. A new emergency stop signal flashes the turn indicator lights when the brakes are suddenly and sharply applied to warn traffic in the immediate vicinity.

Chassis

Hayabusa has always been known for its remarkable combination of high-speed stability and its planted feel alongside surprising agility and nimbleness. As a result, Suzuki engineers focussed on evolving the existing chassis setup to build on the proven base, as opposed to ringing the changes unnecessarily.

The tried and tested twin-spar aluminium frame uses extruded aluminium sections which lend the right amount of suppleness and strength, achieving a better overall balance. A new subframe reduces weight by 700g.

A new setup of the fully adjustable front and rear suspension units help improve the bike’s stability at speed as well as its ability to turn, and also deliver improved grip from the specially-designed Bridgestone Battlax Hypersport S22 tyres.

Mounted to new seven-spoke wheels are bigger 320mm discs up front, with improved stopping power also coming from Brembo Stylema calipers.

Longer journeys on the new Hayabusa are not only made easier thanks to the extensive electronics package, but changes to the bike’s ergonomics see the ‘bars brought closer to the rider by 12mm, aiding rider comfort while ensuring the rider remains directly connected to the front wheel.

Availability

The new Hayabusa will be available in authorised Suzuki dealerships in March 2021. We'll bring you a first-look of the Suzuki Hayabusa 2021 in the flesh when the local agent in Singapore brings this in. We can't wait!

The Special Action Unit (UTK) is a special team within the Royal Malaysian Police's (PDRM) elite team that has specialise expertise as a tactical assault team. Now the motorcycle special team known as Unit Tindak Khas (UTK)  or Rapid Assault Team (RAT) has received 24 new units of BMW R 1250 GS added to their fleet.

The German-made adventure motorcycle by BMW is the latest asset of the PDRM with the ability to coordinate operational skills. It meets the criteria required by the RAT whom are specially trained in the tactical handling of two-wheeled vehicles in any situation.

These team members are also selected based on their abilities and skills in accordance with their assignment as a fast-moving assault team, especially in the built-up area scenario. PDRM's goal for the RAT squad is as a force multiplier on existing ‘special operations’ capabilities to address the threat of terrorism and high-profile serious criminal activities.

The new BMW R 1250 GS will certainly be up to the task and helps the RAT to look the part. Do you think the Malaysian or Singaporean police are cooler on their motorcycles? Let us know in the comments below!

If you were to make a list of the most practical motorcycles available on the market, the Honda NC750X would have to rank on it. If you were to ask a Singaporean biker what the most popular Class 2 motorcycle around was, the answer would also probably be the NC750X.

Adding to the NC750X's credibility also would be that one of our favourite local SG vlogger, @Farhan Tre, rides a NC750X for his daily shuttle between his motorcycle reviews - need we say more? By the way, you can check out more of Farhan's and Zar's adventures here: 

P.S. Farhan, we need more touring vlogs on your NC750X once the borders are open!

The adventure-styled street bike is designed to be an all-rounder, and it packs a number of purposeful features into its design. Scroll down for more technical details and Honda's official launch video of the 2021 Honda NC750X at the end!

And we can say, the 2021 Honda NC750X variant is no different, as Big Red has doubled-down on this approach on its 745cc parallel-twin machine.

Getting now Euro5 homologation, as is the trend this year, the 2021 Honda NC750X boasts a mild horsepower gain (58hp / 43.1 kW), thanks in part to a redline that is now 600 rpm higher (thanks to improved valve timing).

Honda has also revised the gearbox, using shorter ratios for first, second, and third gear, while a slipper clutch reduces lever load and keeps the ride smooth when you’re banging down through the gears.

The ride-by-wire throttle means that there are now three riding modes, and Honda has now included three levels of selectable traction control.

The option of a dual-clutch transmission remains for the 2021 model year, which for bonus point, Honda says that nearly half of all NC750X buyers select.

Moving on, the 2021 Honda NC750X tips the scales at the curb at 471 lbs (214 kg) in its non-DCT form, while the dual-clutch transmission will add 22 lbs (10 kg) of mass to the motorcycle. Both variants offer a 13 lbs reduction from the previous year’s models.

That weight loss is due in part to a new chassis, which uses variable wall thickness – good for a 4 lbs weight savings. This also allowed for more storage space in the bike, along with a revised airbox design, which found another 2.6 lbs of weight loss.

Of course, the Honda NC750X is all about ride practicality, and 2021 is no different.

The engine sips fuel, the faux fuel tank gives way to an even bigger storage space (23 liters, up from 22), and the seat height has been reduced by 30mm (800mm / 31.5 inches, in total), thanks to a reduction in suspension travel.

Revised bodywork, a new windscreen, LED lighting package, and LCD dash round out the update for the 2021 model year.

Maybe not the pavement-pounder that immediately jumps to mind when you’re thinking about two-wheeled fun, but it is hard to argue with the practical side of the 2021 Honda NC750X.

2021 Honda NC750X and NC750X DCT Specs 

ENGINE

Type: Parallel twin
Displacement: 745cc
Bore and stroke: 77 x 80mm
Maximum power: 58 horsepower @ 6750 rpm
Maximum torque: 51 ft-lbs @ 4750 rpm
Compression ratio: 10.7:1
Valvetrain: SOHC; 4 vpc
Transmission: 6-speed (DCT: Fully automatic 6-speed)
Clutch: Manual (DCT: Fully automatic)
Final drive: Chain

CHASSIS

Frame: Diamond w/ steel tube
Front suspension; travel: Non-adjustable 41mm fork; 4.7 inches
Rear suspension; travel: Linkage-assisted spring-preload adjustable shock; 4.7 inches
Wheels: Cast aluminum
Tires: Dunlop Trailmax D609
Front tire: 120/70 × 17
Rear tire: 160/60 x 17
Front brake: 320mm disc w/ 2-piston Nissin caliper
Rear brake: 240mm disc w/ single-piston caliper
ABS: Standard

DIMENSIONS and CAPACITIES

Wheelbase: 60.0 inches (DCT: 60.4 inches)
Rake: 27 degrees
Trail: 4.3 inches
Seat height: 31.5 inches
Fuel capacity: 3.7 gallons
Estimated fuel consumption: 67 mpg
Curb weight: 471 Pounds (DCT: 494 pounds)

COLORS

1. Glint Wave Blue Metallic
2. Mat Ballistic Black Metallic
3. Grand Prix Red
4. Pearl Glare White

Here are 8 facts about the new 2021 Honda NC750X to keep you informed while we wait for the arrival of this beast here in Singapore!

1) Peak horsepower is up a tad, along with a 600 rpm lift in the rev ceiling. The forward-canted parallel twin puts out a bit more than one more horsepower than last year.

2) There are now three riding modes, plus a customizable mode for the DCT version. Along with the modes comes a new full-color LCD display. Honda also says its Honda Selectable Torque Control has been refined—it adjusts engine compression braking to prevent the rear wheel from skidding during deceleration.

3) With the new power delivery comes a change in gear ratios. The bottom three gears are lower than last year, increasing off-the-line acceleration.

4) The 2021 Honda NC750X’s suspension is shorter than last year, and so is the seat height. Fork travel is shortened by 0.7 inches and rear suspension travel is down 1.2 inches. While that might discourage off-roaders, the seat height is an accommodating 31.5 inches—1.2 inches lower than last year.

5) Weight is down by 13 pounds (5.9kg).

6) Dunlop Trailmax D603 tires are now employed. Earlier versions of the X ran this tire.

7) The storage area in the traditional fuel tank location is now 23 liters. That’s an increase of over one liter.

Smartphones will always be charged thanks to a standard USB port.

9) We don’t have prices or an arrival dates for the 2021 Honda NC750X—standard or DCT versions. We will check in with local Honda distributor Boon Siew Honda and update here once we hear anything. In the meantime, hang tight and hope that the COE prices will drop!

Honda's Official Launch Video of the 2021 Honda NC750X:

We’ll have to wait another year at least for news of a revitalized Suzuki lineup, as the Hamamatsum Japan brand announces bold new graphics for a number of models in its GSX-R, GSX-S, and V-Strom lineups. Which is your favourite colour scheme out of the new launches? We reckon Suzuki going for fresh new colour schemes would at least inject a new lease of life midway through the model year cycle.

Here’s the rundown before we commiserate about another new year without a new GSX-R

The top-end Suzuki 2021 GSX-R1000R is available in two variations of metallic black. The GSX-R750 returns for its 10th model year with no changes other than graphics. Yup, it’s been around since 2011: Casy Stoner was MotoGP world champ, Marc Márquez was in his first season of Moto2, and Joan Mir was probably prepubescent. For 2021, the GSX-R1000R, GSX-R750, and GSX-R600 are also available in a special 100th Anniversary livery that resembles the look of GSX-RR MotoGP bike (the base-model GSX-R1000 does not get the anniversary treatment). The GSX-S750Z is available in an ABS version and a standard version, each with their own dedicated color schemes. The V-Strom 650XT Adventure, which includes bits from the accessory catalog, like panniers and an accessory bar, joins the V-Strom 650XT. The Adventure version is available in Champion Yellow No. 2, while the base version is available in Candy Daring Red and Glass Sparkle Black.

The 2021 GSX-R750 looks familiar, huh? Suzuki surely knows a 10-year-old design does a disservice to its legacy. You just know there’s a contingency inside the factory chomping at the bit to build a new one.

Unfortunately, it’s difficult to imagine new graphics will be enough to woo a throng of new buyers.

In other ways, it’s been a big year for Suzuki. Joan Mir earned the Hamamatsu brand the MotoGP rider’s championship for the first time in the four-stroke era. The last time Suzuki won the championship was in 2000 with Kenny Roberts Jr. aboard the RGV500. The same year, Mat Mladin won the Daytona 200 on the GSX-R750 and his second of an eventual seven AMA superbike titles.

Suzuki’s production motorcycles of the time were no less exciting than the on-track action. The outgoing SRAD GSX-R750 was updated for 2000, dropping 27 pounds, and reaffirming its reputation as a best-of-both-worlds bike by producing literbike levels of horsepower while weighing as little as a 600cc supersport. A year later, Suzuki released the first GSX-R1000.

Because of a speedy two-year development cycle, lessons learned in racing were manifested in production machines in no time flat. All that racetrack success really meant something to sportbike buyers—it captured our hearts. These days, it’s hard to imagine Joan Mir’s achievement will have the same effect on Suzuki’s aging lineup—it won’t for 2021, anyway.

GSX-S750Z ABS. Anyone else seen leftover KTM 790 Dukes for sale at the same price? Yeah, me too.

Call me naive, but I’m a firm believer in the Field of Dreams model when it comes to motorcycle development—”if you build it, they will come.” I’m sure it’s a tough sell to convince the higher-ups to spend big bucks to develop a new GSX-R750 when the current one isn’t exactly selling like hotcakes. It’s a reliable, capable bike, but that’s beside the point.

Reliability, real-world capability, and perceived value may appeal to human rationality, but those qualities are ultimately compelling only if we assume a cognitive model of human identity that overlooks our true essence. We aren’t merely thinkers or believers. Above all, humans are desiring creatures.

The V-Strom returns in 2021 with V-Strom 1050 graphics

Nowhere is that more apparent than in the habits of the average motorcycle buyer. Most motorcyclists buy motorcycles with their hearts. Few people need a motorcycle (although we all have told our families we do). So the biggest problem with Suzuki’s Bold New Graphics roll-out is that the bikes aren’t anything we haven’t already fallen in love with—and subsequently moved on from. We’re still talking about the glory days of two decades ago because the narrative is affecting at the gut level. We long for the new glory days. We long for new ways to daydream, and for new ways to blow our hard-earned cash.

Blacked-out GSX-R1000R looks good, though brings to mind the wadded rattle-can-painted Gixxer you see so often at bike night.

Right now, maybe the best thing you can say about Suzuki’s lineup is that it’s sensible. But dropping a wad of cash on a motorcycle isn’t a sensible act in the first place, so for a lot of consumers, sensible may not cut it. We want to want a new Suzuki. While evidence of a new middleweight parallel twin (possibly to replace a V-Strom 650 and/or SV) is heartening, hopefully Suzuki will sell enough Jimny 4x4s to consider padding the budget for the geniuses over in GSX-R land as well. The proof that all it needs to do is move some money around in order to give us the GSX-R we all want is that Joan Mir is 2020 MotoGP World Champion. It’s a good place to start, anyway.