NORTON Motorcycles has just opened its new state-of-the-art production and manufacturing facility in Solihull near Birmingham. Norton Motorcycles is just a month or two away from swinging open the doors of its new production facility in Solihull.

We’ve known about the Norton relocation for some time, with the firm’s interim CEO, John Russell talking extensively about the move when he was interviewed in recent times. It was also clear that Norton was not going to do things by half when it came to finding a new home. It needed a bespoke building, not an office that was converted into a production facility.

To facilitate this, Norton’s owners TVS have poured a multi-million pounds investment into the renowned British brand and given it a brand new production base that is due to open in March.

The premises will be the central hub for all of Norton operations, providing a permanent base for all staff. The new headquarters will be home to design, engineering, purchasing, sales, marketing, and support teams as well as the skilled production team that is resuming the manufacture of motorcycles.

The new manufacturing facility will make use of modern-day, quality-assured production processes. Skilled technicians will deploy bespoke bike building techniques and state-of-the-art new manufacturing equipment to ensure all bikes are built with great precision and quality, a hallmark of both Norton and TVS Motor Company. Norton will resume production of the Commando Classic model at the Solihull site, building a limited quality to honour customers that had ordered and paid for a deposit on these bikes. Production of the V4SS will commence soon and the full opening of the facility is expected in Q1 2021.

Sudarshan Venu, Joint Managing Director of TVS Motors, said:

“The opening of the new headquarters represents a significant step forward for Norton Motorcycles. The opening of this state-of-the-art facility will create the foundations for a sustainable long-term future of Norton. The new bikes will meet the world class standards our customers expect.

 “2020 has been a tough year for the world but we are excited to be moving into our new home and we are delighted this has been created by the Norton and TVS teams in just 9 months. This new facility underpinned by strong quality processes will produce bikes truly worthy of the illustrious Norton brand and take it into the future. We are setting out to create a future for the company, our employees, our customers and our partners that lives up to the highest expectations and enable Norton to once again become the real force its history deserves.”

It is amazing to see a resurgence of the Norton Motorcycles brand, which is undoubtedly one of the most famous and beloved British brands to have made it on the international stage. While Norton might have had some troubles over the last couple of years - we'd pretty certain that under new owners TVS that Norton can start getting back on the right track.

Are there any Norton lovers in Singapore? We have our fingers crossed that the official distributor will be relaunching with a bang once production is up to speed.

An a bonus, here's a picture of some beautiful Norton Motorcycles based here in Singapore from the Norton Motorcycle Club Singapore:

Suzuki Motorcycles has just released a short teaser video on its YouTube channel that finally shows us the new 2021 Suzuki Hayabusa. It’s a fleeting glimpse, but enough to tell us that this is definitely an updated version of the legendary high-speed machine. The Suzuki Hayabusa has been held in high regards by bikers worldwide as one of the fastest production bikes ever made and the Hayabusa has been akin to most Ferraris - the poster-bike of any teenage boy's dream hanging on his bedroom wall.

Scroll to the end of the article to watch the video and also how you can sign up for the official launch of the all new 2021 Suzuki Hayabusa!

The video seems to be set at a speed-bowl type test circuit, the first clue as to the nature of the machine, which also gives us a sneak preview as to how the bike will sound at full pelt.

The short clip also shows the analogue speedo (don’t worry there is a TFT in there too) being forced past the 180mph (290km/h) mark, as the bike is ridden in what can only be described as its natural habitat. We are certain that the all new Hayabusa will be capable of speeds 300km/h+++, not that we condone it. As mentioned, the bike doesn’t just have a TFT dash, instead, duties are shared between two large analogue dials on either side, with a smaller TFT between them. It’s a very neat looking unit and it gives us some clues as to the bike’s electronics.

The top of the TFT bears the letters S/D/M/S, meaning the new Hayabusa is equipped with multiple engine power modes, although how many is unclear. It also features a quick-shifter that can be turned on or off and there are other settings on the screen too - although they are obscured by the bike's key!

Another interesting point is the text towards the end of the video. It features the words ‘Perfectly poised’. It could just be Suzuki bragging about the job they’ve done with the new bike, but we think it’s a clue as to another 21st-century update. The new bike is being rumoured to be featuring a very trick new suspension system that allows for not just damping and rebound adjustment, but also for more wide-reaching alterations too.

Watch the full sneak peak of the 2021 Suzuki Hayabusa here:

To catch the first glimpse and look at the all new 2021 Suzuki Hayabusa, be sure to RSVP and register for Suzuki Global Motor Salon Virtual Motor Show that will be happening on the 5th of February 2021, registrations are open now!

OMG!!! Are you as excited as we are?!

This year might have gotten off to a shaky start, but 2021 has redeemed itself. After a two-year sabbatical, Kawasaki dropped the news: The KLR650, king of the KISS (Keep It Simple, Stupid) ADVs, is back. And at first glance, the bike thrifty backcountry explorers love most appears to be blissfully unadulterated. Sure, the list of new-for-2022 features is pretty long, but wisely enough, Kawi seems to have addressed many of the affectionate grumbles aimed at the previous version while maintaining its bare-bones “I’ll take you wherever you want to go as long as you don’t mind if it takes a while” personality.

We're loving the "Desert Storm" paintwork on this 2022 Kawasaki KLR650

One point to note before reading this article however, is that it has been a common problem in Singapore for a long time that there is no established Kawasaki agent here locally and Kawasaki owners have been heading up north to our neighbours in Malaysia to procure spare parts or even whole Kawasaki motorcycles. The number of Japanese motorcycles in Singapore are dominated by the likes of Yamaha, Honda, and even Suzuki and if you wanted a Kawasaki motorcycle, you'd probably have to get one indented from a local parallel importer or bike shop. So before you get all excited over the 2022 Kawasaki KLR650 - be prepared that this ADV bike might never actually reach our shores.

Now on the the first-look review of the 2022 Kawasaki KLR650:

Engine

For this new refreshed model, rather than, say, shoehorning in the parallel twin from the Versys 650, for example, Kawasaki simply added DFI fuel injection to the previous model’s tried-and-true 652cc liquid-cooled single. Kawi also made a few tweaks it says boosts midrange torque, such as revised intake and exhaust cams and a narrower exhaust pipe with smoother bends. A certain portion of KLR Nation (you know who you are) should warm up their “back in my day” stories, as Kawi also seems to have fixed The Doohickey; the cam chain guide is said to be stronger, made from new materials, and with a new shape.

The KLR’s gearbox is still stuck with just five gears. But revised third gear dogs, a new finishing process on the fourth and fifth gears, and new thrust needle clutch release bearings should make things a bit smoother and more robust in demanding riding conditions. Speaking of which, suspension both fore and aft is stiffer, the 300mm single front brake disc is 20mm larger than before, and the 240mm rear disc is 1mm thicker for better heat dissipation.

KLR650 brakes

Brakes on the previous KLR650 were a weak point; a larger 300mm front disc with optional ABS should help. 

New “dual purpose ABS,” developed in partnership with Bosch, allows for some wheel slippage; Kawasaki says that this results in a natural braking feel off-road, while the on-road feel is “like normal ABS with a less sensitive setting.” It’s unclear whether ABS is switchable, but purists can rejoice, as it’s optional on the standard KLR650.

Black rims holding tube-type tires are said to be stronger than before, with larger axles. The swingarm is 30mm longer with a 2mm-longer pivot shaft, improving the KLR’s stability and highway road manners. Foot-pegs are pushed out 10mm to match the 10mm-wider handlebar, and both are rubber mounted for buzz-free comfort on those long slogs in between the dirty bits.

KLR cockpit

The 2022 KLR’s cockpit: a new LCD instrument, wider, rubber-mounted handlebar, wider mirrors, a taller, two-position adjustable windscreen, an integrated accessory mounting bar, and two optional power sockets (standard on the Adventure and Traveler models).

At its core, however, the KLR is still a no-frills adventurer. Despite its new LED headlight and pumped-up generator, the 2022 KLR650 still only manages 80 watts of available power for accessories like heated grips and a GPS. Its 6.1-gallon fuel tank, reshaped for a comfortable fit between the knees, will carry you well off the beaten path, and the new LCD instrument includes a gas gauge in addition to two tripmeters and a clock, but no tachometer.

There will be two standard 2022 KLR650 models, one with ABS and one without, as well as two travel-ready models, the KLR650 Adventure and the KLR650 Traveler. The Adventure comes equipped with a set of 21-liter hard plastic top-loading side cases by Shad; LED auxiliary lights; engine guards; and two power sockets, one standard cigarette lighter adaptor and one USB. The Traveler comes with two power sockets and a 42-liter plastic Shad top case large enough to fit an off-road-style helmet.

2022 KLR650 Adventurer

The 2022 KLR650 Adventurer (shown in Cypher Camo Gray) comes with engine guards, auxiliary lights, and Shad side cases. Shad top case is standard on the KLR650 Traveler model.

Pricing for the 2022 Kawasaki KLR650 (Singapore pricing TBC if available - Prices below are for US market)

At $6,699 for the non-ABS model, $6,999 with ABS, and $7,399 for the Traveler, Kawasaki has managed to hold true to one of the most endearing aspects of the KLR650′s personality: a reasonable price-tag.

KYMCO just unveiled 4 new scooters through a virtual launch in the last quarter of 2020. One of the scooters that caught the eye of many of our readers is the KRV – a 175cc scooter loaded with lots of features which are usually reserved for the bigger, flagship models. Although the news did not get much traction in South-East Asia, we'd reckon if the scooter was bound for Singapore shores, this would get many scooter riders to sit up in their seats and take notice.

Being a 175cc automatic scooter, the Kymco KRV is one of the largest displacement Class 2B scooters should it actually make it to Singapore. In the land of the "kiasu", getting a Class 2B license means that you are legally allowed to ride any motorcycle or scooter up to an engine capacity of 200cc, however, most of its competition currently have engine capacities ranging from 125cc to 155cc. The last larger displacement Class 2B scooter that we saw in the past was the super popular Gilera Runner ST200 - and we reckon its horsepower, speed, and engine displacement played a big part.

Bigger engine

The KRV is powered by an SOHC 4 stroke, 4-valve, liquid-cooled, fuel-injected, single-cylinder. It's actual displacement is 175.1 cc. It produces 16.7 PS at 7,500 rpm and 15.68 Nm of torque at 6,000 rpm.

Styling

Like most modern scooters today, the KRV’s styling cues possess aggressive lines. Its lights are powered by LED technology instead of conventional bulbs. These help to give it a distinct look on the road.

Flat floor

Compared to most scooters, KYMCO opted to go with the traditional flat floor design to give the rider more legroom. This would be more akin to the Piaggo Vespa rather than the more popular Yamaha NMax and Honda PCX.

Fuel tank capacity

The center mound is usually where maxi-scooters keep the fuel tank. Having a flat floor doesn’t mean that the KRV is short on fuel tank capacity, though. In fact, compared to the other scooters in its class, the KRV boasts a bigger fuel tank capacity at 7.2 liters, which could translate to less visits to the gas station.

Convenience features

Another feature evident is its keyless system. Like many of the newer scooters, keys are being ditched for a fob that broadcasts a radio frequency to the bike. This makes it harder to steal. In addition, it's also more convenient for the rider who no longer has to fumble through his pockets to start his bike.

It also comes with an integrated power socket for charging phones, which is now a standard feature on higher end 150cc scooters these days. Thankfully, it's not inside a compartment, letting you plug your phone while it's mounted over the handlebar.

If you take a good look at the upper right photo, you'll also notice the scooter has an integrated passing light on the left handlebar. This may seem like a minor addition but to many delivery riders, this is invaluable, especially at night when riders can easily by cut off by cars that don't see them.

Traction Control System (TCS)

Traction control is a new feature we're seeing in more entry level scooters. It works by cutting off engine power in the event the onboard computer senses too much rear wheel spin, resulting in a loss of traction, which then could lead into an accident. The computer is always measuring the traction level and adjusts the throttle delivered to the rear wheel as needed.

This technology is usually reserved for bigger and more expensive expressways-legal motorcycles. If KYMCO opts to bring the KRV here, it could be one of the few pioneers for the technology in the sub -200cc segment.

From what we've seen, the KRV is pretty packed with features that are usually reserved for bigger bikes. If KYMCO decides to bring the KRV here, with all these innovations, it could give it a leg up over the current competition.

What do you think of the Kymco KRV? If this is a scooter you'd be interested in, do give the local distributor Kymco Singapore (Motor Sport Pte Ltd) a shout - if enough of us asks for it, we're pretty sure they'd be incline to consider.

In the meantime, if you're looking for something else within the Kymco range, reach out to Kymco Singapore and mention SingaporeBikes.com (SBF) for a special SBF member pricing + additional freebies!

KYMCO Singapore authorised distributor: Motor Sport Pte Ltd

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

We’ve always been big fans of Triumph’s Speed Triple since it came on the scene all the way back in 1994. And for 2021, it’s brand new – oh, and it’s lighter, more powerful and more aggressive than ever.

When Triumph updated their Speed Triple back in ’18, they really did craft a lovely machine that was easy to ride and confidence inspiring; in a world where it was mainly insanely-powered hypernakeds populating the litre bike naked scene, it came in with just 150 horsepower, a softer stance, and well, a bit of a gentle personality.

But then again, it lacked that savage edge that comes with strapping straight bars on an insane engine and chassis combo, which meant it didn’t quite have that zest of some of its rivals. But for 2021? Well, with their all-new Speed Triple 1200 RS, it’s looking like all of that has gone out the window – and for good bloody good reason.

When we say this is an all-new machine, we aren’t pulling your plonkers – we really do mean it. Everything has been built for this very bike; from the dash at the front to the exhaust at the rear, the whole lot is new – and yes, that is including the engine and chassis, meaning that this really is the real deal. For starters, the brand spanking new 1160cc Triple motor is now not only larger in capacity than before, but is also a whopping 7kg lighter than the old lump – yet even so it’s beefier than ever, offering an extra 650rpm before you hit the redline compared to the previous generation.

Thanks to the work Triumph have put in, the new Speed Triple is pumping out an extra 30 horsepower (to make 178 horses) and an extra 8Nm of torque (to make 125Nm) than on the previous model, which when coupled with the 10kg weight saving overall (yes, ten!) is the largest increase in power-to-weight since, well, ever for Triumph on this model. They really have gone to town, meaning everything from the intake at the front to the exhaust valve at the back is new, including gifting the 1200 RS with a new slipper clutch and smoother stacked gearbox.

Triumph have told us that not only is it an absolute peach at the top end, but it’s also incredibly good at the bottom as well, thanks to the low inertia from the engine – 12% less than before, to be exact. They’ve even managed to pack in a load of their Moto2 knowhow to not only make it incredibly fast and responsive, but also reliable as well – meaning that service intervals are a whopping 16,000km.

But that’s not all folks, oh no. They’ve then taken this pretty potent-sounding powerplant and stuck it in a new lightweight cast aluminium frame that is not only tighter, narrower and more compact, but it’s also a whopping 17% lighter than the previous one. Couple that with a weight distribution that edges further both further forward and lower, and it’s pretty obvious that Triumph have worked their socks off to make the Speed more aggressive and sporty than ever before; especially so as they’ve improved the improved ground clearance as well.

Couple that with high-spec fully adjustable Öhlins 43mm NIX30 USD forks and an Öhlins TTX36 Monoshock, Brembo Stylema stoppers and some super sticky Metzeler Racetec RR rubber, and it looks like Triumph really are onto a winner when it comes to fast road and track action.

And that’s without even delving into the tech behind the new Speed Triple 1200 RS; the old one was definitely no dinosaur in terms of equipment, but even so Triumph have given the new Speed a whole new dash and operating system, which they tell us makes things not only easier to change settings on the fly, but is also easier to read exactly what info you need. It comes equipped with five riding modes that includes an enhanced ‘track’ mode, alongside Triumph Connectivity as standard – just in case you fancy hooking up your phone or GoPro to your bike.

The electronics are run through an IMU and as you can imagine it comes with all the bells and whistles, that Triumph have been working hard in improving for minimal intervention whilst riding: we’re talking traction control, front wheel lift control and cornering ABS, alongside linked brakes, to get you stopped as quickly as possible. There’s a new ‘shifter & ‘blipper with a variable position sensor for the very crispiest gearshifts, and even a lithium battery, alongside LEDs all round, and self-cancelling indicators. Oh, and keyless ignition, but thankfully for this model, you can open the fuel cap without the key, and even disable it if you fancy, for extra security.

But one of the best parts? Well that has to be the price. You see, it’s not just performance figures that have risen it the hypernaked class, but the cost has also shot up. Triumph’s new Speed Triple 1200 RS comes in at £15,100 (SGD27,515 before COE/ARF/Tax/Insurance) on the road, which is incredible considering the goodies it comes with, and how much the competition comes in at (especially if its Italian).

Ducati is one of the most well-known brands in the motorcycling world. Heck, even non-bikers would have heard about this Italian stallion brand just like how Ferrari has become a household name. It is always an exciting time of the year when Ducati refreshes their line-up, introduces new bikes, and give us a sneak peak into what's coming over the next few months.

We feel that this is a very appropriate time to look at Ducati's range offer for 2021 and what we might expect in the near future! Read below to find out what's coming and if anything tickles your fancy, we have an authorised Ducati distributor right here in Singapore! Be warned tho, bring along your wallet, credit cards, unwanted children, and whatever organs in your body that you don't need as payment.

Ducati Naked Bikes & Street Bikes

First up, we have the Ducati Monster which is freshly updated for 2021 - with two model variants, the Ducati Monster and Monster+, and you’ll instantly see it no longer includes the signature trellis frame.

The Monster has been on sale since 1993, and is one of the more instantly brand-defining motorcycles Ducati offer, the Monster is being updated to shed a fair chunk of weight in its quest to become the choice du jour of the naked muscle motorcycle category.

The enduringly popular Ducati Scrambler continues to be mildly rejigged with an ever-growing number of trims and model variants appealing to riders across categories, including A2 compliant versions, cafe racer editions and off-road creations. 

The Scrambler range is designed to be effectively it’s own line of bikes within the Ducati range, with individual branding and style options there’s a model version to suit everyone… There’s a handful of new Scrambler models coming in 2021, including the Scrambler 1100 Dark Pro, Nightshift (replacing the cafe racer and Full Throttle), Desert Sled and Icon editions.

The recently launched Streetfighter V4 and V4S, which first hit the street in 2020 gets its own special edition for 2021 with the Streetfighter S Dark Stealth in the works for 2021. 

Last on the street list, is the Hypermotard. Another longer term staple in the Ducati stables, the Hypermotard has seen a facelift among some of the changes leading to the 2020 release of the newest iteration, the Hypermotard 950 RVE. This one ticks all the usual boxes for a Hypermotard, but adds a ‘graffiti’ livery (it says HYPE on), a quick shifter and everything you’d need to hoon around your local area.

Ducati Sportsbikes, Ducati SuperSports Bikes & Ducati HyperSports Bikes

These are the motorcycles most often recognised as Ducati, and often spoken of as their leading-line of bikes.

First, we have the Ducati Panigale, which is another to get a special edition variant - the SP2 - which plugs the gap between the S and R, featuring all manner of stealthy styling mods an obscenely high power-to-weight ratio, weighing in at 173kg but outputting 214bhp. 

But if it’s true power ratios you’re after, look no further than the all-new Superleggera V4, which is 152.2kg with the racing kit, and puts out 234bhp with the full racing exhaust. Certainly no slouch, but at a price of around £90,000 it’s certainly wildly pricey too.

We also find the Ducati 950 and 950 S in the Supersport category, and both have received sizeable refreshes for 2021 to give newer riders a firm stepping point in to the supersport ranks, with updated upper and lower fairings to bring the look closer to the Panigale.

Ducati Adventure Bikes

Ducati has given the Multistrada a big update for 2021 with the introduction of the new V4, which comes in at the top of the adventure-sport-tourer range.

Powered with a tuned version of the V4 engine as found in the Panigale and Streetfighter offering top tech, refined dynamics and more go-anywhere ability at a premium cost versus its competitor. The Multistrada platform is known for being built to high standards, and is designed to both look good and go the distance with class-leading service interval checks. The Multistrada 950 S also arrives to spruce up the entry point into the range for those unable to stretch to the V4.

Ducati Diavel

Not quite a cruiser, not quite a tourer, the Diavel basically carves itself a unique place in Ducati’s 2021 range, and is a stunning look at what can be achieved when an Italian manufacturer looks to go for a mixture of both pure brute power and Italian flair. 

We get vibes of movie-villain from this range, but who doesn’t love an anti-hero? Diavel does, after all, mean ‘Devil’ in Italian. 

For 2021 the Diavel takes 3 forms, the X Diavel Dark, X Diavel Dark Star, and the limited edition Diavel 1260 Lamborghini - seen in the brilliant video unveiling a shared passion between the two Italian outfits. What a dream.

What is coming up from Ducati in the future?

So what can we expect from Ducati in 2021 and beyond? Well, one thing is for certain, we can definitely expect to continue seeing the Ducati flair and high performance bikes being rolled out. Ducati are really trying to keep their models fresh with updates for 2021, and are clearly shaking things up a little bit in hope they don’t get too complacent. 

It’s likely we’ll continue seeing varied versions of the Ducati Scrambler range, while we wouldn’t be surprised if the Multistrada was brought closer into line with the V4 updates further down the range.

The Hypermotard is also a bike worth keeping an eye on as it isn’t in the first flush of youth, with it’s latest RVE edition possibly providing a foundation for a newer version in the future.

The launch of numbered and limited bikes, the Panigale V4 SP and Diavel 1260 Lamborghini, point at a possible future of other releases with added value through scarcity, the design team is likely sketching up the latest collaboration as we speak.

Automotive tyre manufacturer Michelin has just patented a device that might take all of the struggles out of big bike ownership (or even small bikes for that matter).

The gadget is powered off its own Li-ion battery and features a couple of small rollers that are mounted in a casing. The casing is held onto the back wheel by a bracket – much like the number plate holder on a modern bike. The rollers are powered by small electric motors, and by moving the rollers they rotate the wheel in either direction.

The motors in the device are reported to be 3.6v items, making them big enough to exert between two and four Nm of force onto the back wheel. This is said to be enough to allow the system to move even the heaviest of motorcycles at a very slow speed.

It’s not totally clear how the system detaches from the tyre under normal riding conditions, or if there is a solenoid in the gearbox that allows the rollers to free-wheel. The current diagrams that are shown in the patent document does not seem like a very elegant implementation of the device but as with most inventions, they will need time and several revisions to get perfect.

Look, it’s not a total earth-mover in terms of technical scope, but as any motorcyclist who is vertically challenged will tell you; quite often the hairiest part of riding a big adventure bike is moving it into a parking space! And we hardly think anybody would want to own a motorcycle with dolly-wheels sticking out the rear just to aid in reversing the motorcycle!

With the ever increasing amount of technology going into motorcycles, and with the invasion of electric motorcycles into the mainstream space such as the Honda PCX e:HEV and the Scorpio Model X, having a reversing gear on your motorcycle might just become common place as these electric motors are able to 'turn' in both directions without the need or requirement of a traditional gearbox.

Do you think having a reverse gear in your bike would be a game-changer and if this would bring more people into the motorcycling world? Let us know your thoughts in the comments section below!

Honda’s luxurious Gold Wing ‘Tour’ – a flagship completely reborn in 2018 –  with radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine and 7-speed Dual Clutch Transmission option, glides into 2021 featuring more luggage capacity, a more relaxed pillion position, new seat material and upgraded audio quality. The comprehensive spec sheet includes 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes, HSTC and Hill Start Assist – underlining its status as a flagbearer for new technology.

Introduction

The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975, has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.

For 2018, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing* and Gold Wing ‘Tour’ took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement the Gold Wing’s reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).

And, as a result, the Gold Wing Tour’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 2020, standard-fit LED fog lights, larger pillion grab handles plus improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

For 2021, the Gold Wing Tour gains carrying capacity, improved pillion comfort and an audio upgrade, further cementing its standalone desirability.

Model Overview

The Gold Wing Tour’s engine and chassis were designed in unison for the 2018 rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction. Suspension damping adjusts electrically.

Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and Idling Stop (on the DCT option) offer ease of use and improved fuel efficiency. Honda Selectable Torque Control (HSTC) maintains rear wheel traction.

The manual transmission is 6-speed, while DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.

The Gold Wing Tour offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the extended electric screen adjusts for preference; the seats, too provide all-day comfort and, for 2021 feature a new suede/synthetic leather cover. The angle of the pillion back rest is also more relaxed. Upgraded, speakers show off vivid sound quality. And features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ add modern-day convenience and connectivity.

The 2021 GL1800 Gold Wing Tour is available in the following colour options:

• Gunmetal Black Metallic
• Candy Ardent Red (available with DCT only) 2021 Honda Gl1800 Gold Wing Tour

Key Features

3.1 Styling & Equipment

• Taut lines with a contemporary edge show off the motorcycle underneath
• Ample luggage capacity for weekend touring; top box grows to 61L
• New suede/synthetic leather seats, more relaxed pillion back rest angle
• Upgraded audio quality
• Electric windscreen adjustable for angle and height
• Cruise control operates smoothly via Throttle By Wire (TBW)
• 7-inch TFT display provides riding, navigation and audio information
• Apple CarPlay™ and Android Auto™ allow smartphone use
• Full LED lighting, LED fog lights and auto-cancelling indicators
• Smart Key control adds convenience for ignition and luggage
• Two USB Type-C sockets

The Gold Wing Tour’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.

The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.

Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics

Comfort, heat management and, most importantly, air management are also high on the Gold Wing Tour’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.

An extended electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body and fixed deflectors for the lower legs and feet.

From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach. Both rider and pillion now benefit from a luxurious new suede/synthetic leather seat cover; the angle of the pillion back rest also relaxes, from 16° to 23°.

All lighting is LED and the Gold Wing Tour is equipped with dual LED fog lights. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.

For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation ­– and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.

Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.

The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as managing riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.

Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.

Pride of place – on the centre console and Smart Key – is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. It activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while just carrying the Smart Key.

For 2021, an additional 11L for the rear top box brings total capacity to 121L. Exclusively- designed inner bags are available as an option. Luggage operation is simple. With the Smart Key present, a push button opens all of the boxes. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant pannier access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.

The Gold Wing Tour is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.

Newly upgraded, lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.

The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.

The capacity of the fuel tank is 21 litres with fuel economy of 5.5 litres/100km.

3.2 Chassis

• Die-cast, aluminium twin-beam frame
• Double wishbone front suspension and Pro-Arm rear
• Front and rear damping level adjusts to suit riding mode selected
• Rear spring preload electrically adjustable
• ABS and Dual-Combined Braking System (D-CBS)

The Gold Wing Tour’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.

Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing Tour’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.

Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing Tour weighs 385kg wet; the DCT version 390kg.

The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.

The Gold Wing Tour also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion.

Damping level adjusts electrically relative to riding mode. Stepper motors housed within the front and rear shock absorbers move needles to control oil flow, tailoring damping force for the riding situation. Rear spring preload is also electrically adjusted. Separate from the 4 riding modes, there are 4 settings of preload relative to load from soft to hard: single rider; rider with luggage; rider with pillion, and rider with pillion fully loaded with luggage. The setting is displayed on the TFT screen and adjusted via switch.

3.3 Engine

• Horizontally-opposed, flat six-cylinder SOHC 24-valve engine
• Throttle By Wire (TBW) with 4 rider modes to tailor power output
• Honda Selectable Torque Control (HSTC)
• Riding modes also manage HSTC, suspension damping and brake force
• Idling Stop and Integrated Starter Generator (ISG) on DCT version
• Hill Start Assist (HSA)
• 6-speed manual gearbox with assist/slipper clutch and electric reverse

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing Tour’s 1,833cc engine was completely redrawn. Still as a horizontally-opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.

Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.

The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.

The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):

• TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.
• SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.
• ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.
• RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.

Honda Selectable Torque Control (HSTC) also seamlessly monitors and maintains rear wheel traction, in all riding conditions, for an extra layer of riding confidence. Its level of input, too adjusts via TBW relative to riding mode selection.

There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.

To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.

The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. Its 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.

Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.

The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing Tour. Idling Stop can be turned ON or OFF from the right handlebar switch.

Hill starts on a conventional motorcycle often involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing Tour has Hill Start Assist (HSA) on both Manual and DCT versions.

After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.

3.4. Dual Clutch Transmission (DCT)

• Third-generation 7-speed DCT
• Smoother, quieter with faster upshifts and downshifts
• Walking mode allows machine to ‘creep’ forward or back
• The 4 riding modes also manage DCT for optimised response
• Optimised low speed manoeuvrability for 2020

Honda’s DCT technology is now in its eleventh year of production, and over 140,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th, the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points.

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.

It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.

Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.

A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.

The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.

The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.

The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:

• TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.
• SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.
• ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.
• RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.

For more information on Honda Motorcycles Singapore visit https://www.boonsiewhonda.com.sg/.

Stationed at an elevation of 2,175 metres above sea-level, the world’s highest motorcycle museum succumbed to a blazing fire at around 4:30 on January 18, 2020. The Top Mountain Crosspoint Motorcycle Museum, tucked into Timmelsjoch Pass, and sandwiched between Austria and Italy, was consumed by flames in the wee hours of the morning.

Inaugurated in 2016, and founded by Alban and Attila Scheiber, the museum housed a parade of collectibles reminiscent of bygone eras. Sprawled out across three thousand square metres, it hosted more than 230 iconic motorcycles, a set of vintage cars, and a number of replicas. A large proportion of its collection has been reduced to nothing.

According to reports, two of the museum’s staff members were awoken by the sound of the fire alarm going off in the wee hours of the morning. By the time local fire fighters reached the site, the museum’s false ceiling was engulfed in flames.

Despite the intervention of 60 fire-fighters, and the employment of snow-blowers and water-cannons, the structure had surrendered to the fire, and was at the precipice of utter destruction. Since the entire museum was made out of wood, all efforts were in vain. Not even one vehicle could evade the disaster.

Authorities are still investigating the cause of the fire. The extent of the damage effected upon the museum hasn’t been divulged yet. No casualties have been reported.

Luckily, it doesn't sound like anyone was hurt. According to its official website, the museum closed its doors on November 3, 2020, to comply with local COVID-related regulations, and it tentatively planned to reopen to the public on January 24, 2021. Its restaurant was closed, too.

Video of the museum in better times:

Video during the fire that occurred at Top Mountain Crosspoint Motorcycle Museum:

The previously announced cooperation of chassis specialist Thyssenkrupp Bilstein and the German carbon wheels manufacturer Thyssenkrupp Carbon Components has reached another milestone with the sales in the NAFTA region officially starting in December 2020. As a result, the braided and ultralight carbon motorcycle wheels can be purchased in the United States of America, Canada and Mexico through the channels of the official importer and distributor Bilstein of America.

Customers can now enjoy the full range of the braided Thyssenkrupp carbon wheels covering a number of models of seven manufacturer including the respective flagship motorcycles such as:

• Honda CBR1000RR-R Fireblade
• Yamaha YZF R1
• Selected Aprilia models
• Selected BMW models
• Selected Kawasaki models
• Selected Suzuki models

Extensive information and an overview of the models, for which the unique Thyssenkrupp carbon wheels are available, can be found on the manufacturer’s website. The model range will be constantly expanded with further motorcycles to be equipped with the braided carbon wheels being announced in the next months.

A characteristic, which is highlighting the uniqueness of this product is its certification with ABE, DOT E and JWL. This results in the Thyssenkrupp carbon wheels being the only carbon motorcycle wheels, which are road-legal worldwide. It, furthermore, speaks for the high quality-standards, which combines the best material quality on the market, the usage of extraordinary patented technologies as well as a variety of thorough in-house and external testing procedures.

We have reached out to Blistein Singapore to find out if these awesome looking wheels which are finally street legal will be making it onto Singapore's shores. Otherwise, it might cost a hefty penny to get them imported from the United States but they would be so worth it, wouldn't they?

What do you think of these carbon fibre wheels? Will you trade your tried and test old school wheels for better weight savings and a stiffer feel? Let us know in the comments section below!

The slow-drip pattern of info for new 2021 KTM models seems like it’ll continue with the revamped, radar-equipped 1290 Super Adventure set to take a bow on January 26, followed by a high-spec 1290 Super Duke RR shortly afterward. But more details of the new Super Duke RR have started to emerge thanks to published emissions tests results and type-approval documents, confirming some of the changes we can expect on the bike.

German emissions tests were the first firm evidence of the bike’s existence. Published in December 2020, they revealed that the bike’s peak power, 132kW (or 179 hp), is the same as that of the standard Super Duke R, but that the RR’s emissions differ slightly, with higher carbon monoxide output and lower hydrocarbons and NOx results.

Now further information has emerged via type approval documents in Europe that reveal a little more about the Super Duke RR.

Firstly, the documents confirm that the RR gets a slight change to its exhaust, with one of the type-approved silencers featuring a different part number than that on the Super Duke R. A check against KTM’s PowerParts web page reveals that the new number matches the optional Akrapovič slip-on titanium and carbon silencer already offered as an extra for the Super Duke R. This tweaked exhaust probably accounts for the minor change in emissions performance during the German type-approval tests.

An aftermarket exhaust alone doesn’t merit a completely new type-approval and model designation though, so what else varies on the Super Duke RR? The big difference between the RR and the Super Duke R is weight, with the high-spec new model coming in 10 kilograms (22 pounds) lighter than its cheaper sibling. The documents we’ve seen list the two bikes in an unusual way, including a full tank of fuel and adding an arbitrary 75 kilograms (165 pounds) for an “average” rider. They put the Super Duke RR at 275 kilograms (606 pounds) in this form, which sounds massive, but once the 75-kilogram/165-pound rider is removed it comes to a neat 200 kilograms (441 pounds) for a fully fueled curb mass. In the equivalent type-approval documents for the Super Duke R, the existing model is listed at 285 kilograms (628 pounds) including all fluids and a 75-kilogram rider, putting its wet curb weight at 210 kilograms (463 pounds).

Just to add another layer of confusion, KTM normally quotes “dry” weight for its bikes, with no fuel, water, or oil on board. In this form the normal 1290 Super Duke R comes in at 189 kilograms (417 pounds), so it’s likely the 10-kilogram-lighter RR will be listed at 179 kilograms (395 pound) on the spec sheet.

Where does the weight saving come from? That’s not known for certain, but the strong money must be on the use of more of KTM’s PowerParts components. The firm offers a full carbon bodywork set for the 1290 Super Duke R, and paired with the titanium Akrapovič pipe, the lighter mass of those parts might add up to a reasonable slice of the 22 pounds the Super Duke RR has lost. Other PowerParts like CNC-machined triple clamps and footpegs are also likely to be used, adding up to further weight savings.

Whether the firm goes further still and adds lightweight wheels or higher-spec suspension remains to be seen, but we don’t have long to wait before we find out as KTM is expected to unveil the 1290 Super Duke RR officially within a few weeks.

Article syndicated from cycleworld.com

In spite of the global pandemic that is happening all around the world, Ducati was able to have a relatively strong year, delivering results that are just 9.7% below what they managed to achieve in 2019. Ducati delivered a total of 48,042 motorcycles globally, with 114 of these mean monsters (no pun intended) headed to our local shores here in Singapore. We have a sneaky feeling a big bulk of these 114 units are the V4 and V4S that we see running around ours local roads.

Data courtesy of LTA

Press release below courtesy of ducati.com:

Despite the complex global situation and the seven-week halt in production right at the peak period of the season that heavily impacted the first six months, Ducati Motor Holding concluded 2020 with a record second half.

Thanks to the results obtained from July to December, Ducati was able to deliver a total of 48,042 bikes in 2020, limiting the sales differential compared to 2019 to -9.7%. This is a significant result if we consider the impact of the pandemic and the forced closure of the Ducati factory between March and April.

The growth trend that has characterized the brand in recent years in China continues, with 4,041 motorcycles sold (+26%), and the country thus becomes the fourth largest market for the Borgo Panigale company. An increase in sales compared to 2019 was also recorded in Germany, with 5,490 units (+6.7%), and in Switzerland (+11.1%). Italy is the first market in the world with 7,100 units.

“2020 was a complex year in many ways and a whole new challenge for everyone in the world. Inevitably, it ended in a different way than we would have liked, but Ducati was able to make the most of the recovery trend of the two-wheel market that began in June, achieving an excellent second half of the year with a result that was better than we had expected back in March. By redefining working methods and processes we managed to maintain the safety of our employees, to stay close to the fans and to consolidate the Ducati brand in the world by growing in some markets such as China. We also won the Constructors' World Title in MotoGP for the second time in our history”, said Claudio Domenicali, Ducati CEO.

Despite the global situation, 2020 was characterized by the conquest of the MotoGP Constructors' World Title, the continuation of the process of strengthening the sales network, the opening of the new Australian subsidiary and the start of production of one-off limited series such as the Superleggera V4 and the Diavel 1260 Lamborghini.

The Streetfighter V4 was the best-selling model with 5,730 units while the Ducati Scrambler was the best-selling family with 9,265 bikes. Ducati Scrambler is a world full of freedom, joy and self-expression. The "Land of Joy" marks a return to the true essence of motorcycling, guaranteeing accessibility and fun in complete safety.

"The final part of 2020 was characterized by an excellent second half, which allowed Ducati, with 48,042 bikes sold, to recover part of the sales gap formed in the first months the year. The company confirmed its growth trend in the markets of China, Germany and Switzerland, recording better numbers than in 2019”, added Francesco Milicia, Vice President and Global Sales Director Ducati. "During 2020, Ducati also committed to supporting its sales network all over the world, developing the Ducati Cares program, which allowed Ducatisti to be able to return to visit their trusted dealers in complete safety, or to interact digitally to book an appointment or evaluate the purchase of a motorcycle remotely. All without halting the expansion process that continued with the opening of new dealerships and the new Australian subsidiary".

The positive trend that distinguished the end of 2020 allows a solid Ducati to look to the future with optimism and confidence. For 2021, the product range is more complete than ever, and the interest of enthusiasts was immediately reflected in an order portfolio that is the largest ever observed at the beginning of the year. The first deliveries of the Multistrada V4, the first motorcycle in the world equipped with front and rear radar, have already begun and, in the coming months, Ducati dealers will also receive the other new bikes of the 2021 Model Year, including the Panigale V4 SP, the SuperSport 950, the Monster and the Ducati Scrambler Night Shift.

“We are starting 2021 with the certainty that we have an increasingly complete range that is careful to meet the needs of different types of motorcyclists. The new products have led to a very positive order portfolio at the beginning of the year and this is a clear sign of the appreciation of our fans. Motorcycles like the new Multistrada V4, which with its technology marks a new milestone for the world of two wheels, or the Monster, which represents all the essence of Ducati in the most compact, essential and lightest form possible to have fun every day. Even the upcoming racing season will see us participate with a group of young and talented riders, who are helping us to look to the future with optimism and a constant desire to improve", concluded Claudio Domenicali, Ducati CEO.

Hot on the heels of their recent press release in the local newspapers and various motorcycle blogs, Scorpio Electric has step forward to unveil their first model which is expected to be released in 2022, the Scorpio Electric X Model Prototype.

This will be the first of many prototypes that will pave the way to the series production of Singapore’s first fully built electric motorcycle.

 The X’s concept is guided by the brand’s core values of design, technology and performance. The X is a fresh approach into the market with its bold expression, characterized by a high level of detailing.

 Designed to enhance urban mobility, smart connectivity via a mobile app ensures security, efficiency and utmost convenience. Category-leading performance, targeting more than 100km/h and a range of 200km on a single charge, the X combines beauty with power. “The future is electric. We believe we can make a difference by ushering in a new era of cleaner and more efficient way of transportation,” commented Melvin Goh, Chief Executive of Scorpio Electric.

 Pre-orders for the X will open later this year, timing to be announced.

More About Scorpio Electric

Scorpio Electric is a global brand and electric vehicle company specializing in electric motorcycle manufacturing with a focus in performance. The company aims to be a global brand and technology innovator in the two-wheel electric space and are looking to create a stylish, visually appealing product that has symbiotic relationship to the user through smart capabilities, with the intention to reduce the world’s carbon footprint.

More About EuroSports Global

Established in 1998, EuroSports Global has a long history in the specialisation of distribution of ultra-luxury and luxury automobiles and provision of after-sales services. The company’s Automobile Sales business retails new ultra-luxury and luxury automobile brands and pre-owned automobile brands comprising mainly Lamborghini, Alfa Romeo and Touring Superleggera.

EuroSports Global is the sole authorized dealer for Lamborghini in Singapore since 2002 and Indonesia since 2018, the exclusive importer and distributor for Alfa Romeo in Singapore since 2004 and the exclusive distributor for Touring Superleggera in Singapore, Malaysia, Brunei and Indonesia and non-exclusive distributorship in the PRC since October 2012. EuroSports Global is investing to develop a sustainable mobility solution in the form of a fully electric motorcycle under the brand, Scorpio Electric.

Being one of Japan’s big four, Kawasaki is one of the principal players in the motorcycle industry. With a history of manufacturing motorcycle for well over 100 years, Kawasaki has successfully planted itself all around the globe.

In general, the last year 2020, was a pretty good year for Kawasaki. The highlight of the year for Kawasaki includes the comeback of the iconic ZXR250 in the form of Ninja ZX-25, the revival of Meguro brands of motorcycles and last but not least the next-gen updates for 2021 models.

Although things were going pretty smooth, Kawasaki saw a drop in sales in South East Asia because of the COVID-19 pandemic. In fact, Kawasaki was expecting to see a loss of about 5 billion yen [47 million dollars] in operations for 2020.

In November 2020, Kawasaki Heavy Industries (KHI) announced that the company will spin off its rolling stock [Train division] and motorcycle & engine business later this year in October 2021 as a part of a major restructuring.

Kawasaki told the media that spinning off the business will speed up decision making and offer products and services that sync with customers. Besides this, Kawasaki also mentioned that they would improve their financial situation and strengthen inter-industry cooperation via joint development of advanced safety technologies, development of electric drive to catalyse growth and market revitalization.

Hearing Kawasaki specifically pinpointing the sluggish sales in the South East Asian region triggered us to take a closer look at the brand in Malaysia. It has been a long time since Kawasaki has had any significant presence in Singapore and Kawasaki owners and lovers had to venture up North to Malaysia to purchase spare spares and other accessories as Kawasaki bikes were few and far between in Singapore.

We had a slight glimmer of hope a couple of years back when the popular Kawasaki Ninja 400 was launched in Singapore and we saw a flurry of importations from bike dealers and importers as they expected the model to be pretty sought after. A few months after launch and after the first few bikes were delivered however, the interest slowly died down and we are back to the 'good old days' where the other Japanese brands such as Yamaha, Honda, and even Suzuki are much better represented in Singapore by their authorised distributors.

In Malaysia however, Kawasaki Motors (Malaysia) Sdn Bhd is the sole importer, assembler and distributor of Kawasaki brands of bikes in Malaysia. However, things have been a bit too quiet with Kawasaki Motors lately. Could this be because Modenas is cooking up a big plan directly with Kawasaki Heavy Industries (KHI) behind the scene? Well, without further ado, let’s get right into the details.

National motorcycle company Motosikal dan Enjin Nasional Sdn Bhd (Modenas) and KHI have had a long and successful relationship beginning with the former’s incorporation in 1995 with KHI owning a 19% equity in Modenas. In case you didn’t know, Modenas actually manufactures parts for Kawasaki.

After a successful 24 years run, in April 2019, KHI upped its stake in Modenas from 19% to 30% equity. The disposal of the shares by DRB-HICOM “The Group” was for a cash consideration of MYR 40.3 Million (USD 9.97 Million) based on a wiling-seller-willing buyer basis.

Fast-forwarding to 2020, during the National Automotive Policy 2020, Modenas’ Chief Executive Officer Roslan Roskan told the press that Modenas would be assembling and marketing nearly 8 Kawasaki models in Malaysia which are below 700cc.  Roslan Roskan also shared that an initial investment of MYR 5 Million had been made to set up a dedicated Kawasaki production line in Modenas’s Gurun plant to make this all happen.

Besides this, according to sources, last year Modenas planned to produce 1000 units + of the Modenas Ninja 250 in partnership with Kawasaki by H2 of 2020. As of January 2021, there haven’t been any updates on this or the plans of manufacturing sub-700cc Kawasaki models. We believe COVID-19 pandemic has played a major role in Modenas’ 2020 plan.

On another note, recent reports hint Modenas would be going all out with Kawasaki, taking over more than just the planned sub-700cc models. However, neither Kawasaki nor Modenas have officially announced anything yet.

What baffled us the most was the figures of newly registered Kawasaki motorcycles in Malaysia for Q4 last year (2020). According to reports within October 2020 and December 2020, only 55 units of Kawasaki motorcycles were newly registered in Malaysia. To put this into perspective, 88,243 units of Yamaha and 48,782 units of Honda motorcycles were newly registered within the same period last year in Malaysia.

What’s worse is that upon enquiring several motorcycle dealers in Malaysia; we were told that the stocks of Kawasaki motorcycles are running really low. We also heard about Suzuki making a come back under Kawasaki Motors Malaysia Sdn Bhd.  So as a brand where is Kawasaki heading to in Malaysia?

To clearly understand the situation we personally got in touch with a few parties. We were told that Kawasaki Motors Malaysia Sdn Bhd would part away with KHI later this year, 2021 (as far as they know). This means there is a high possibility that Modenas would take over the Kawasaki brand in Malaysia and proceed with the earlier proposed plan very soon. While this sounds positive, it would also mean that the bikes branded and sold under the Kawasaki brand would actually be built by Modenas and not the actual JDM models from Japan.

Especially with KHI’s recent announcement on the spin-off and restructuring; we think things would take a good (or bad depending how you look at it) turn for Kawasaki as a brand in Malaysia as well. Well, we can only speculate at this point; so let’s wait and see what are KHI’s and Modenas’s future plans for Malaysia.

If KHI does indeed exit the Malaysia market and sell it intellectual rights to Modenas, i'm afraid of what this might mean for Kawasaki owners and enthusiasts in Singapore as it would not be the same as purchasing a motorcycle branded Kawasaki but is actually built and developed in Malaysia by Modenas. Not to mention the lack of spare parts for the older Kawasaki models plying our roads today.

What do you think? Let us know in the comments section below! Or should one of the bigger motorcycle players step up to the plate and take over the distribution of Kawasaki in Singapore? That might be interesting..

The Yamaha Ténéré 700 is distribution by Yamaha's Singapore authorised distributor:

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

 WhatsApp to ENQUIRE now! Special price for SBF members! 

OTR Price at time of editorial - S$29,000 including COE, excluding insurance

The Ténéré 700 is a great midsize adventure motorcycle that comes in at a price of S$29,000 including COE, has finally arrived in Singapore. It undercuts the competition, but will its price advantage be enough to overtake the competition, more notably the KTM 790 Adventure?

Overview

The Yamaha Ténéré 700 is 2021′s highly anticipated midsize adventure motorcycle. It was first introduced to the European market for 2020 and now makes its Singapore debut as a 2021 model. Yamaha takes the revered MT-07 engine, the 689cc CP2 parallel twin, and broadens torque for dirt focus via revised EFI mapping, a Ténéré-specific airbox, and new muffler. The middleweight ADV is designed to appeal to everyone with its overall accessibility, affordability, and on- and off-road versatility.

Pricing and Variants

The Ténéré 700 is priced at an MSRP of S$29,000. It is available in three colorways: Intensity White, Matte Black, and Ceramic Ice.

Powertrain: Engine, Transmission, and Performance

The Ténéré 700 is powered by the great and plucky 689cc CP2 parallel twin which was pulled from the MT-07 but tuned for off-road. It recorded 63.78 peak hp at 8,870 rpm and 44.09 pound-feet of torque at 6,640 rpm on our in-house dyno. Smooth throttle response and snappy power delivery make for a hoot of a ride on road or off.

Handling

Sprinting through the dirt roads or Malaysia or Thailand, the Ténéré 700 is surprising in its combination of nimbleness and stability. The motorcycle has uncanny road feel and traction with a flickability more befitting of a naked sportbike than an ADV. Overall, the bike is supremely stable in most regards, just finding the right angle of attack on the front tire while managing the rear track is not the set-it-and-forget-it operation that modern ADV riders have become accustomed to.

Brakes

Slowing 466-pound ADV bike are Brembo four-piston calipers clamping dual 282mm front rotors matched to a Brembo master cylinder and a single-piston caliper at the rear.

Ergonomics: Comfort and Utility

The Yamaha new ADV bike proved to be plenty comfortable. Only after a few hours would you feel any discomfort from the stock seat (as with most bikes), while a taller Rally Seat offered via Yamaha’s accessory catalog reportedly offers more comfort. A measured 34.6-inch seat height places it on the taller side, but is exceptionally narrow between the legs which would allow for most people to be able to comfortably reach the ground. Handlebar bend is spot-on for seated or standing riding positions as well. We'd well recommend for you to head down to Hong Leong's showroom to get a feel for yourself and give the friendly sales-personnel over there a shout that you're from SBF - Discount maybe?

Electronics

ABS comes standard on this ADV and compact LEDs illuminate the way. Other electronics like ride modes and traction control are not available. Information is displayed on a vertically oriented LCD gauge.

Warranty and Maintenance Coverage

The Ténéré 700 includes a one-year limited factory warranty by Hong Leong.

Quality

Overall, the quality of this model is sleek and Dakar-inspired to serve the versatile rider. Although it may lack some of the up-spec electronics that seasoned ADV riders are familiar with, it presents an affordable no-frills package that is still suitable for the masses.

Technical Specifications

• 689cc 4-stroke CP2 engine, with high torque.
• Lightweight double cradle tubular steel frame.
• Slim, compact and ergonomic body and seat.
• Aggressive, rally-bred face, with 4-LED headlights.
• Adjustable, long-travel, 43mm upside-down forks.
• Remotely adjustable rear suspension.
• Rally-style cockpit, with tapered handlebars.
• 21-inch/18-inch spoke wheels, with adventure tyres
• Slim, long-range fuel tank, with 16-litre capacity
• Compact, rally-style, multi-function instruments.
• Switchable ABS, for on-the-fly adjustment.
• Screen and handguards give good rider protection

The Federal Bureau of Investigations (FBI) has confirmed in their recent press release that Ducati North America's Mountain View, Calif., offices were raided on December 17, just 1 week before Christmas.

While the FBI would not comment as to the specific reason for the raid, a post from a local on the Bay Area Riders Forum as well as sources who spoke with Asphalt & Rubber said that agents were searching for financial documents.

Ducati North America's Headquarters that was raided by the FBI - Located at Mountain View, California

Roughly 30 armed FBI agents conducted the search, per eyewitnesses who spoke to several motorcycle publications. Only two employees were on site at the start of the raid and three at the end, per Bay Area Riders Forum moderator Shawn Keane, who posts as elskipador. Local COVID-19 restrictions have kept most workers out of the office, but Keane posted that it was a harrowing experience for whose who were there, as he said that agents pointed pistols at his face. "Never been so scared in my life!” Keane posted of the raid. 

While the FBI did not confirm they were at any other sites, unnamed sources who spoke with Asphalt & Rubber said that several high-level Ducati North America employees' homes were searched by FBI agents as well. Those same sources also said that it was related to a financial crime, however, the FBI has not confirmed this nor were we able to find any potentially related cases in public federal court records. 

The FBI released the same statement, confirming when they were at Ducati North America's office, but declining to give a reason for the raid: 

“I can confirm that FBI San Francisco was at that location on December 17, 2020, to conduct court-authorized law enforcement activity.  As of today’s date, no public records are available. Due to the ongoing nature of the investigation, I cannot comment further at this time.”

“It is Ducati North America’s practice to cooperate fully with inquiries from government agencies," Ducati Marketing Director Phil Read told reporters. "As part of that cooperation, Ducati North America does not comment on those inquiries.”

With the rainy monsoon season upon us, there have been more incidences in the news and various biking groups that more and more potholes have been appearing on Singapore's roads. This has also lead to an increase in bikers meeting with an accident or even fatal outcomes as unlike our four-wheel counterparts, a pothole could actually do some serious damage to us motorcyclist.

Especially so in Malaysia, where potholes have been taking the centre stage in news lately, ever since Science, Technology and Innovation Minister Khairy Jamaluddin Abu Bakar met with a minor accident caused by a pothole, and two unfortunate deaths reported after the incident.

We're so used to seeing and avoiding potholes that sometimes we forget how dangerous it can be especially for those who are riding bicycles or motorcycles. 

While statistics in Singapore are not publicly shared, referencing from our neighbours up north we can see that potholes are actually a very serious problem. “A total of 4,091 public infrastructure complaints were received by the ministry and PWD till November 30. From the total, 1,473 complaints were regarding damaged roads. All complaints have been processed and action has been taken by JKR. Almost 200,000 potholes were found and repaired through monitoring and patrols by PWD in 2019 while 64,000 potholes were recorded with action taken as of last June,” the statement read.

So, what causes potholes and why are there so many of them during the rainy season?

According to Universiti Putra Malaysia Department of Civil Engineering lecturer Prof Dr Ratnasamy Muniandy, there are several reasons for this. 

Potholes form when there are cracks on the roads, which, over time, joins and causes the road materials to dislodge. 

"There are couple of factors involved in road failure. It can be road design, it can be material design, sometimes construction and not forgetting environmental factors such as moisture and temperature," Dr Ratnasamy told Rojak Daily in an interview in 2018.

In the same year, the Malay Mail wrote an article quoting Public Works Department (PWD), the Malaysian Highway Authority (MHA), the Kuala Lumpur City Hall (DBKL) and the Petaling Jaya City Council (MBPJ) regarding the issue. 

In the article, all four departments have insisted that the standards of roads in the country meets the standards set by World Road Association, of which Malaysia is a member of.

The association specifies clear standards for the design and safety aspects of road.

The departments said that problem occurs when third party contractors are involved.

City Hall had said that 70 per cent of potholes and damaged roads were caused by sub-par remedial works by contractors, especially those hired by utility and development companies.

The other departments echoed the statement. Rapid development also does not help the situation. 

What can be done?

Dr Ratnasamy said that in light of the shortcomings in the road pavement performance, universities worldwide, including UPM, have been working on technologies to make roads better. 

One of the technology the university has worked on is called the Fiber Mastic Asphalt (FMA). 

"Fiber Mastic Asphalt is basically asphalt mixture that has more fiber in it. Fibers basically forms a micromesh. 

"Micromesh is like tiny steel fibers in concrete and so on," he explains. 

FMA helps to prevent the drain down of water and keeps the binder in the mixture for a long time. This makes the road structure itself stronger and more resistant towards environmental elements such as moisture. 

If our roads aren't that bad and meets the standards that most developed countries follows, perhaps it's time to look at technologies such as FMA to make the roads last longer. 

That, and perhaps taking stern action against contractors that damage our roads, might just be what we need.

How to report an incident to the LTA?

If you notice a pothole on the road (or any other road defects) that has recently developed, is large enough to cause harm to a motorcyclist, or will cause danger to other road users, the best thing that you can do as a motorist is to report the issue to LTA immediately for them to take action and to get the issue sorted by fixing the said pothole.

• You can do this either via filing a report via the ONEMOTORING app on your phone

MyTransports.SG - Android / Apple

• Or the other method would be to contact LTA directly at the hotline below:

Customer service hotline: 1800 2255 582

Have you ever been involved in an accident due to a road defect or pothole on the roads? Please share with us your views and tips for other riders to be safe, especially during this rainy season! Ride safe and defensively!

It seems to be raining almost every single day without fail here now in Singapore as we are right smack in the middle of the monsoon season. While most will enjoy the coolness and low temperatures that we rarely see in Singapore, and most car drivers will not notice the difference as they have sheltered transport to go around in - This is a very different case for us motorcyclist.

With the wet weather comes a whole host of issues, problems, and safety concerns that us as bikers need to be aware of. Gone are the days of riding in the dry, trusting the grip levels of your brand new Pirelli tyres, and leaning the motorcycle into the corner to take that perfect apex. And it is not just our own machines that we need to worry about, as the rainy season also increases the risk of motorist in other vehicles being unable to see us bikers resulting in an accident.

Our good friends over at Budget Direct Insurance - whom have been supporting SBF for many years, have put together a fantastic list of tips, tricks, and points to look out for from them resident experts on motorcycling. We think that this is a very important list, more now than ever as safety is paramount and it is our job to make sure we are safe for our friends and family.

From Budget Direct Insurance:

Staying safe on your motorcycle in Singapore is always a challenge. And wet roads pose challenges of their own. Here’s what to watch out for:

Braking

A modern motorcycle (particularly one equipped with ABS - or anti-lock braking system) can stop in a shorter distance than a car on a dry road, but it still takes a lot of rider skill to do so. Once the road is wet, the motorcyclist’s braking distance increases even more drastically. The rule-of-thumb for car drivers is to leave a two-second gap to the vehicle in front in the dry, and four seconds in the wet. Motorcyclists should err on the side of even more caution in both cases. Remember: slower speeds mean drastically reduced braking distances. Also remember: unless you’re lucky enough to have ABS, you need to moderate the pressure on the brake levers to reduce the chances of skidding – jamming the brakes on suddenly is likely to lead to a fall.

Accelerating

A lighter touch is required with the throttle hand on a wet road as well. In a straight line, most motorcyclists can cope with a little wheelspin by backing off the throttle. If you’re too aggressive getting on the throttle when the bike is leaned over in a corner, there is a very good chance you will end up on the tarmac. Rolling the throttle on gently is the safest way.

Cornering

On dry roads bikes can be leaned over through corners much, much more than riders think. On wet roads this is less true, and it takes a very brave rider to try to find those limits. The key – even for highly-skilled riders – is smooth inputs. If you get on the throttle too suddenly, you’re likely to lose grip at the rear wheel. If you change direction too suddenly, you’re likely to lose grip at the front – and almost no rider has the skill to stop that being a crash.

Lane placement and road conditions

Your position in the lane makes a difference for two important safety reasons – visibility and grip. You should ride in the right-hand wheel tracks of the lane, even in the dry, because it places you in the best position to be seen by drivers. The wheel tracks tend to be cleaner than, say, the centre of the lane, which collects dust and grit as well as any oil leaks from passing traffic. Counterintuitively, light rain can make the surface more slippery than heavy rain, because it brings that oil to the surface and doesn’t wash it away – so the centre is likely to be even more slippery in those conditions. Be aware of any paint on the surface as well – it may offer less grip.

Visibility

Unfortunately, the old “I didn’t see you” excuse is applied all too frequently when car drivers fail to give way to motorcyclists. Doing everything you can to ensure you can be seen is important, particularly if visibility is reduced in heavy downpours. Making eye contact with drivers around you is one way to know you’ve been seen. High visibility clothing may also improve your odds.

Equipment

Decent waterproof riding gear with crash protection is a purchase you will never regret. Likewise, a good-quality helmet, which should provide enough ventilation to keep the visor clear. I cannot stress the importance of quality tyres enough. You need all the grip you can get, and cheap tyres are a recipe for disaster. 

Other dangers

The perfectly fog-proof visor is yet to be invented, so be aware that your ability to see what’s going on around you is also diminished. Very heavy rain also reduces your forward vision (and seems to result in more rear-end crashes) – exercise your judgement and pull well off the road into a safe spot if the you feel the traffic is too close in those circumstances. Watch for telltale rainbow-hued slicks on the road surfaces – oil or diesel spills are like ice, and require yet more caution. Be aware that our tropical trees often topple over in intense squalls – if conditions are very windy, you’re probably better off stopping in a safe spot until it passes.

What do you think of the list above? Have we missed out any points that would make riding in the rain safety for fellow bikers? Share your thoughts, comments, and experiences in the comments section below so we can all keep each other safe on the roads!

Few motorcycle manufacturers have gained the mass appeal and iconic heritage of Honda's CB line of bikes. What could be considered as the company that made superbike performance more accessible to the masses in 1969 with the CB750 Four, Honda continues to have an extremely rich lineup of motorcycles bearing the iconic CB nameplate. In Japan, Honda has re-launched the iconic CB1300.

The biggest and baddest of the inline-four UJMs, the CB1300 is equipped with a fuel-injected 1,284cc inline-four. Rated at a decent 111 horsepower, the CB1300 isn't built for sheer performance. Unlike its supersport counterparts, bikes like the CB1300 are meant to be capable all-rounders. This means the CB1300 can be a bike you could use to commute to work, and gobble up miles of highway and twisty roads on the weekends. At first glance, you'd be forgiven for thinking that the new Honda CB1300 is still the same as the iconic machine of the late 80s and early 90s. 

Honda has launched the new CB 1300 range of bikes in Japan, which are offered in four trims, the Honda CB 1300 Super Four, the Honda CB 1300 Super Four SP, the Honda CB 1300 Super Bol D'or and the Super Bol D'or SP. The first two trims are naked roadsters, while the Bol D'or and Bol D'or SP feature a semi-faired design. The Honda CB 1300 range is powered by a 1,284 cc, four-cylinder, liquid-cooled engine which makes 111 bhp at 7,750 rpm and 112 Nm of peak torque at 6,250 rpm.

Just like the iconic machine, both iterations of the CB1300 have made a comeback: the Super Four and the Super Bol D'or. The Super Four gets the iconic roadster aesthetic with a fuel tank, tail, and body panels shaped similarly to the iconic machines. On the other hand, the Super Bol D'or gets a half fairing and an angular headlight that gives the bike more touring ability and protection from wind buffeting. Subsequently, both the Super Four and the Super Bol D'or get standard and SP versions, with the latter featuring more premium color schemes.

The Honda CB 1300 isn't built for sheer performance, but designed to be capable all-rounders, to be used as a daily rider, occasional highway duties and weekend twisty mountain road leisure riding. The design is inspired by the iconic Honda machine of the late '80s and early '90s. The Super Four gets the iconic roadster aesthetic with a fuel tank, tail, and body panels shaped similarly to the iconic machines. The Super Four Bol D'or gets a half fairing and an angular headlight that gives the bike more touring ability and protection from wind buffeting.

All variants feature the same double cradle frame, and on the regular models, suspension is handled by a simple telescopic front fork and twin rear shocks. The SP models have similar suspension, but the units are slightly higher-spec from Ohlins, with a lot more adjustability. In terms of electronics, the Honda CB 1300 range features standard ABS, traction control, cruise control and three riding modes, Standard, Sport and Rain. The new Honda CB 1300 range is unlikely to be launched in Singapore.

Underneath the Super Four and Super Bol D'or styling, the CB1300 features the same double cradle frame for both machines. The suspension system, albeit rudimentary, is adequate for city riding and the occasional spirited mountain ride. It's composed of standard telescopic forks and a mono-shock at the rear. As far as prices are concerned, the CB1300 Super Four is pegged at 1,562,000 Yen (around $19,900 SGD), while its SP counterpart will set you back 1,936,000 Yen, or the ballpark of $24,700 SGD. The Super Bol D'or with its gorgeous fairing comes in at 1,672,000 Yen ($21,300 SGD), while the SP comes with a sticker price of 2,046,000 Yen, or a hefty $26,100 SGD. The prices quoted above of course are before all the taxes, ARF, COE, and other costs involved with purchasing a motorcycle in Singapore.

Honda CB1300 Super Four SP

Honda CB1300 Super Four Bold'Or SP

Honda CB1300 Super Four

Honda CB1300 Super Four Bold'Or

While the 1,300cc CB1300 is unlikely to make it to Singapore's shore, we certainly hope that Boon Siew Honda will bring back the CB400 Super Four - the most popular Class 2A naked street bike in Singapore since the start. What do you think? Would you still buy a Super Four with the amount of Class 2A options available? And would you go for the standard naked CB400 or the extremely rare and limited CB400 Bol D'or?

The trend shift towards electric mobility solutions has been quite evident, with more and more manufacturers joining the line-up and going ‘Green’ governments around the world are also encouraging the clean electric mobility solution initiative. Now a motorcycle manufacturer synonymous with performance could be planning to enter the EV space in the near future. Piaggio Group, which owns brands such as Vespa and Aprilia, has recently been found trademarking the name Aprilia "eSR1" which has cause quite a bit of stir in the motorcycling world.

According to a media report, Italian premium motorcycle manufacturer Piaggio has filed patents for a new trademark eSR1 in the European market leading us to believe that the company is planning to bring an electric-powered scooter under the Aprilia brand. While the brand has not officially revealed if it plans to bring an electric scooter the evidence is in the moniker itself. The ‘SR’ marque is used for scooters in the brand’s two-wheeler portfolio and the ‘e’ prefix could be short for electric. The design of the logo is also quite similar to the one’s branded on the ICE powered scooters.

It is also being speculated that Aprilia eSR1 will share its powertrain and technology with other Piaggio group of products, specifically Vespa Elettrica which is already on sale in many international markets. Since it is a common practice by Aprilia to share technologies among its sibling brands this shouldn’t come as a surprise. This means Elettrica’s electric motor and batteries could be repackaged for Aprilia eSR1.

The Vespa Elettrica - From which the eSR1 is expected to borrow its drivetrain from

If eSR1 borrows its powertrain and technology from Vespa, much of its development would already be complete even though the e-scooter hasn’t yet been revealed in flesh. This means that launch of the new Aprilia scooter could be as early as next year for European markets.

In terms of design and styling, the new electric-powered Aprilia could be based on the internal combustion engine-powered Aprilia SR-series scooter which is currently not sold in the Singapore domestic market but is being sold elsewhere in Asia. The powertrain could be borrowed from the Vespa Elettrica which is currently for sale in the international market. 

The Vespa Elettrica is powered by a Piaggio electric brushless motor coupled to a lithium-ion battery and makes use of the Kinetic Energy Recovery System (KERS) to recharge during deceleration. The power unit is rated to generate 4kW of maximum power and 200 Nm of torque at the wheel. The battery pack manufactured by LG Chem is a 4.2 kWh 48V 86 Ah lithium-ion battery that has a life of 1,000 cycles and has the capability of propelling the e-scooter to a top speed of 70 kmph. The battery can be charged using a 220V outlet which takes approximately 4 hours to recharge. 

If the powertrain is employed on the Aprilia eSR1, the brand is likely to tune it for higher performance and offer a sportier experience to the rider. The brand is also likely to bring the electric-powered scooter to the Singapore market and compete with rivals such as the Scorpio X and the recently spied Suzuki Burgman Electric. 

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

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

 Click HERE to ENQUIRE now! Special price for SBF members! 

If this is the future of the underbone (affectionately known locally as a "cub" or "kup kia") - we want one!

HERE IS EVERYTHING YOU NEED TO KNOW ABOUT THE YAMAHA F-155 (CONCEPT) WHICH WAS SHOWCASED DURING THE LAUNCH OF THE NEW 2021 YAMAHA EXCITER 155 VVA.

Yamaha Vietnam ended the year with a bang last week with the launch of the much anticipated Yamaha Exciter 155 VVA. During the launch, alongside the production Exciter 155 VVA,  Yamaha Vietnam presented the Prototype F-155 moped concept developed by Yamaha Japan.

Although it gets inspiration from the production Yamaha Exciter 150 and the new Exciter 155, the Yamaha F-155 concept is entirely different from the ground up. According to sources, Yamaha Japan spent around USD 100,000 (approximately SGD 135,000) in the development of this prototype. Given it is a moped prototype, it’s safe to say Yamaha has poured in a lot of cash in the development of this beast. So the question is, how special is it?

Starting with the design, the F-155’s styling is sharp and aggressive. Upfront, it closely resembles the front fascia of the Yamaha Exciter, however, Yamaha has given the F-155 numerous added touches to make it more special.

If you look closely,  the F-155 gets MotoGP inspired winglets upfront alongside a functional ram air intake in the centre.

On the inside, the F-155 features a minimalist handlebar and instrument cluster which blend in well with the sharp look of the bike.

To make it look more sporty Yamaha has added in a lot of ducts and vents on the side. The F-155 is a single-seater so it features a multilevel sporty seat.

At the rear, the F-155 features R1 inspired rear cowl and taillight design. Moreover, to make it look more muscular, Yamaha has added in a twin underbelly exhaust system as well a set of sportier alloy wheels. We personally love how the orange accent complements the stealth matte grey base colour.

On the inside, unlike the Yamaha Exciter, the F-155 is built around a delta box frame and gets an aluminium swingarm. In the case of the suspension, the F-155 features an upside-down fork at the front and a mono-shock at the rear. As for the brakes, the F-155 features a 2 pot calliper upfront and single-pot calliper at the rear.

In the case of the engine, Yamaha hasn’t announced any details yet. However, sources claim the model uses a 155cc liquid-cooled engine that’s found on the new Exciter 155 VVA. However, thanks to the deltabox frame, the engine looks bigger and looks a lot more packed than usual.

Would the F-155 ever make it into production? Well, most likely not. However, judging from the Exciter Concept 202X badge found on the side, we think Yamaha would most likely use the F-155 as the design benchmark for the next generation Exciter/Y15ZR/Sniper. We can't wait!

Let us know what you think about this exciting development from Yamaha in the comments section below! With such an awesome looking bike, Yamaha might just have the edge over Honda when it comes to low-displacement runabouts unless Honda launches an exciting concept soon!

When you think of motorcycle companies around the world and try to rank them in order of which company is the most valuable and has the highest net asset value, you might think of one of the big Japanese brands like Yamaha, Honda, or even Suzuki due to the vast number of motorcycles that they product and sell every year.

Marketers will probably look the other way and value the brands based on their brand equity value, in which the likes of Ducati, BMW might come to mind. But you would be wrong. The most valuable motorcycle company in the world, with a valuation figure of a staggering US$13.6 billion dollars, is actually the Bajaj Auto Group - manufacturer of the popular Pulsar 200 NS here in Singapore.

Bajaj Auto may not have a direct footprint in Europe or North America but it hasn’t stopped Bajaj Auto from being named the world’s most valuable motorcycle manufacturer at a cool estimated US$13.6 billion (approximately S$18 billion).

One of the largest conglomerates operating out of the world’s biggest motorcycle market of India, while Bajaj is beaten by Hero MotoCorp in terms of sales, when it comes to value it comes out on top both domestically and now internationally.

At US$13.6 billion Bajaj Auto generates both a lot of money and a lucrative shareholding having established itself as a major player in 70 different markets, predominantly in Asia where its lower displacement offerings sell in large numbers.

While Bajaj Auto has not had a winner in Singapore after its Pulsar 200 NS launch which was a favourite amongst Class 2B riders as it is the highest displacement Class 2B bike available at that time, its influence is widespread as a result of its 47.97 per cent ownership of KTM AG which - between KTM, Husqvarna and now GASGAS - has seen a strong rise in global sales in recent years.

“The company’s sharp focus on the motorcycles category and its unwavering commitment to strategies of differentiation as well as the practice of TPM combined with global ambitions have today made Bajaj the most valuable two-wheeler company across the globe.” eponymous Bajaj Auto Managing Director Rajiv Bajaj said.

It's influence is set to grow too, following the recent news Bajaj Auto has linked up with Triumph to help develop and manufacture a range of low-to-mid displacement models in the 300-600cc bracket that will be sold globally.

Now, would you have expected the largest motorcycle group in the world to be based out of India seeing how we don't see much of their motorcycles here in South-East Asia? This certainly is a fun fact that you can share with your friends. What do you think Bajaj did right or wrong in Singapore and will they be able to make a comeback over the next few years?

Let us know your thoughts in the comments section below!

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PDRM WANTS TO INTRODUCE A NEW MOTORCYCLE LICENSE CATEGORY THAT WOULD LIMIT YOUTHS TO RIDE ONLY LOW POWERED MOTORCYCLES BY 2025.

New year, a new chapter. The Road Transport Department (JPJ) is currently studying a proposal made by PDRM ( Royal Malaysia Police) to introduce a new motorcycle license category for youths aged 16 to 20.

By 2025, the new “B3” motorcycle license category would allow future youths to ride only electric bikes or low-powered, small-capacity engine motorcycles that are 70cc and below.

Director-general Datuk Zailani Hashim said that the matter would be discussed in detail with the Malaysian Institute of Road Safety Research (MIROS) and the Public Works Department before any decision is made.

“The proposal was made due to the increase in the number of accidents and deaths involving high-powered motorcycles involving youths, aged between 16 and 20 years,” he said.

So how can this affect motorcycle manufacturers in Malaysia? If the idea proposed by PDRM does get approved, motorcycle manufacturers might face a drastic drop in sales in the upcoming years, especially when it comes to kapcai sales. However, the new legislation would also make a way for manufacturers to focus on small capacity motorcycles as well as electric motorcycles in the upcoming years.

Besides this, Datuk Zailani Hashim said that JPJ will launch a new queue system called “MyQ” to reduce congestion for customers. The web-based project will be implemented this month at selected JPJ branches nationwide to provide convenience for customers.

The current legislations in Malaysia have broken down the classes for riding motorcycles in 2, basically B license and B2 license. Both licenses only have the requirements of being 16 and above to qualify for the training and the test.

• B2 License - 250cc and below (That explains why the XMAX, CBR, etc are all 250cc in Malaysia and not 300cc like in Singapore)
• Full B License - Open without restriction

As both licenses are already open to those who are 16 and above, how would implementing a B3 license make any sense for new riders and youth to sign up for a license that is so restrictive? One might be better off getting a B2 license so that there are more options of motorcycles to choose from.

Unless there is a large difference in pricing and/or time taken to get the B3 license, we have a feeling most riders would go straight to the B2 or B license. What do you think? Will the new system in Malaysia be effective to curb riding accidents and will the general public even consider getting a B3 license to start off with? Let us know your thoughts in the comments section below!

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According to news reports published there, the Seahorse Ferry Company based in Thailand has announced a new ferry route that will ply the oceans between the Sattahip port and the Songkla Port. For overlanders, this means that when passing the border from North Malaysia into Thailand, you can now hope on the ferry and enjoy a 20-hour journey and arrive in Bangkok the next day nice and refreshed.

According to the press release, it mentioned:

"Good news for the southern people of Thailand.  You will now be able to travel to the east without driving far when the Seahorse Ferry Company Limited opens the ferry cruise route from Sattahip to Songkhla, covering a distance of 330 nautical miles (611 km), and with the estimated travel time being 18-20 hours.

This would be compared to travelling over land, which would require a distance of 1,130 km, helping to shorten the distance by 519 km and approximately 23-24 hours of driving. You will be able to spend time sleeping on the ferry.

• This project is 100% invested by the the Seahorse Ferry Company by buying a second hand ferry from Hokkaido in Japan.  The ferry is undergoing maintenance at the company's shipyard, Unithai Shipyard Co., Ltd. while it prepares a navigation test route for the final journey. It will begin official testing on the 7th of January 2021, and be opened to the public for normal service by the end of January or February 2021.
• In addition,  in the next phase, the company will add a stop at Pranburi District, Prachuap Khiri Khan Province as well. The company is negotiations to find a pier where the ferry will be allowed to dock.
• The Seahorse Ferry (imported from Japan, formerly known as Blue Dolphin) weighs 7,003 tons, is 136.6 meters in length, and can accommodate approximately 80 trucks, 20 private cars, approximately 586 passengers.

Do you think think this ferry service will be popular amongst the overlanders that travel to Thailand and want to visit Bangkok? This might be a good alternative as the train route that most riders used to take are now not available to big bikes (or almost any bikes for that matter).

Or would you prefer to tour the 1.1k km route from the Sadao border all the way to Bangkok like a "real" overlander? Let us know your thoughts in the comments section below!

The trickle of 2021 model announcements has officially morphed into a steady stream as more manufacturers have started locking down their lineups for the new model year. Part of the growing tide is Royal Enfield’s confirmation that its Himalayan model will be returning for 2021. It looks like the popular 411cc midsize adventurer will come into the new model year mostly unchanged, though it does get switchable ABS this time around, as well as that ever popular manufacturer “upgrade”—new colour options.

On its face, those changes sound pretty underwhelming, but then, since its introduction in 2016, the Himalayan has piled up enough accolades and impressive sales figures to the point that Enfield probably saw it as an “if it ain’t broke, don’t fix it” situation. Which means the 2021 Himalayan retains all the original architecture and underpinnings, and simply adds a few subtle features to improve the riding experience.

That includes a switchable antilock braking system (ABS) to give riders more control during sketchy off-road conditions, as well as a revamped rear brake mechanism that improves brake engagement and rider feel for decreased stopping distances. Royal Enfield says customers also requested a more refined sidestand design, so the new Himalayan gets a tweak to that unit as well. Additionally, the company improved the hazard light switch design as well for better accessibility during road- or trailside emergencies.

Now for the new colours, because for some folks that’s important too. The 2021 Royal Enfield Himalayan will be available in three new colourways: Lake Blue, Rock Red, and Gravel Gray, which join the existing Snow White, Granite Black, and Sleet hues. As before, the bike comes with a three-year warranty and will be available for ordering immediately.

The Himalayan continues to be one of the best-selling units within the Royal Enfield range of motorcycles. “The affordability, versatility, and capability of the Himalayan has established it as a must-have adventure bike, and with these updates, it’s better than ever before.” says Krishnan Ramaswamy, interim business head and president of Royal Enfield Americas.

There’s also a wide variety of Genuine Motorcycle Accessories on tap so you can customize the Himalayan accordingly. Royal Enfield says quantities are limited, though we’re unsure if that’s temporary or not. One of the most appealing thing to Royal Enfield owners is the customisation of these motorcycles and we have no doubt that we'll be seeing some of these custom Himalayans on our roads soon!

Royal Enfield Authorised Agent Singapore:

Royal Enfield Singapore
3007 Ubi Road 1 #01-458 S(408701) 408701
http://www.royalenfield.com/sg