The rumours of a new sports bike from Honda with a V4 engine at its heart have been bouncing around for some time now, with the idea only being semi-officially put to bed by an HRC boss earlier this year.

The thing is, the bike that Tetsuhiro Kuwata (HRC Director and Manager) was referring to, was a full-fat, out and out sports bike with race-winning dreams. He said it was unlikely for Honda to be releasing another sports bike when the latest generation CBR1000RR-R was working well in both BSB and World Superbike.

What he didn’t rule out though was Honda bringing a new V4 format to the roads in a less racy design. Indeed, should ‘Big Red’ want to continue the linage of the VFR nameplate, it’s going to need to move quickly. The current VFR800F is a bike we are set to lose at the end of this year thanks to incoming Euro5 regulations, and it’s going to take more than just an ECU update and exhaust change to get it through next year’s regulations.

The V4 engine residing in the bike has been around in this guise since around 2013 although it can trace its roots back to the first of the VTEC models of the bike, originally introduced way back in 2002. All manufacturers design and build-in a certain number of regulatory updates within an engine, but even for Honda, dragging a design along with for twenty years a real ask!

What could the new Honda VFR engine look like?

With no official confirmation from within the company as to what the bike will be, we can only go by the accumulation of rumours we have found (not all of which will be correct) and the wealth of patent images unearthed in the last few years. One such image appeared in 2019 and at the time was linked with Honda’s potential new V4 superbike. With that idea now on ice, it’s easy to imagine the tech described in that patent being used on this new more distance inclined machine.

As for the capacity of the machine, it could be the case that the VFR800 becomes the VFR900 or even 1000. The golden rule with updated bike models is always to never lose power, a mantra that Honda has stuck to with it’s 2021 model line-up. With ever-more stringent emissions regs’ and this bike unlikely to receive forced induction, a larger displacement seems like the only way forward for the model.

Article re-syndicated from Visordown.com.

Hopefully if Honda comes up with a V4 superbike, this would mean that for those of us bikers who like the V4 engine that there will be a more affordable alternative. Looking forward to it!

Aprilia have created a new kind of sportsbike with its new RS660. Let’s face it, someone had to after Yamaha announced that it was ceasing production of the Yamaha R6 at the end of 2020.

Sportsbike sales have bombed over the past decade and it’s easy to see why. Lots of us love the idea of owning one, but the reality gets ever harder as they become more extreme, powerful, physically smaller and expensive. The RS660 costs more than we’d hoped, but when you dig down you quickly realise you get a lot of machine for your money.

It ticks all the sportsbike boxes by being fast, exciting and feeling like a mini RSV4 superbike in the corners. It’s crammed with tech and looks just like a cutting-edge race rep should, but crucially it’s easy to live with.

Power is usable, the riding position is comfortable and it’s the perfect to step up the sportsbike ladder for newer riders, not to mention for the rest of us who still want the thrill of a sportsbike without the aches and pains.

Engine

If only the high-octane buzz of a supersport or superbike will do, the RS660 might feel lacking at first, but bear with it because it gets under your skin.

Its thrills are delivered in more subtle way and the excitement comes not from top speed or the ability to set lap records, but the exhilaration you get from sub 100mph acceleration and carrying momentum.

The way it clings to corners like its favourite comfort blanket is a trait is shares with its bigger RSV4 and Tuono sisters. Aprilia have always known how to make a bike handle and they’ve sprinkled the same magic on the RS660. 

Light, narrow and nimble it’s precise, balanced and steers with fingertip light precision. It never feels stiff or awkward, just easy, confidence inspiring, stable and flattering. The way the power is delivered never dominates the handling or stresses the rear tyre, which leaves you to just get on and enjoy the ride.

Suspension might not have Öhlins-like plushness and control (there’ll surely be a Factory version in the future), but its adjustable shock and Kayaba forks do their jobs perfectly over all kinds of road surface, fast or slow.

Brembos aren’t the latest and greatest, but they may as well be and have the kind feel, power and confidence that many top superbikes struggle to pull off. Pirelli Diablo Rosso Corsa IIs are just about the stickiest rubber you can fit this side of a trackday tyre, so there’s never a problem with grip either.

Aprilia RS660 on the road

Now we’re coming to what makes the RS660 so special: it’s riding position. How many times have you wished someone would just make a proper sportsbike that normal people can actually fit on? Well here it is.

The riding position takes its inspiration from the RSV4, but it’s a relief to find that its actually halfway between a superbike and sports tourer, so wrists, knees, back and neck don’t take a battering after a long ride. 

The seat is comfy, pegs are low (ground clearance doesn’t suffer) and knees are nicely close together for extra control, thanks to the Aprilia being just two cylinders wide. Thighs fit snuggly beneath the sculpted tank wings and it’s not too much of a stoop to its raised clip-ons, which are set wide like a modern race bike’s to give you room to move around.

All practical stuff is taken care of, too, with mirrors that work, light controls, a screen that’s high enough to keep the wind off tall riders and a low seat height for those short in the leg.

How Aprilia have squeezed a lot into a very small space

It’s no accident the RS660 is light and tightly packaged and it’s all been achieved without resorting to exotic materials. That’s harder to do when you’ve got to keep costs down than when you’ve got an open cheque book to produce a £90k Ducati Superleggera V4.

Aprilia have also turned the RS660 around in a very short space of time with a mock-up only being shown at EICMA show at the end of 2018.

To keep the chassis simple its parallel twin motor is a stressed member of the ali beam frame with the swingarm bolted to the back. It isn’t just a happy convenience, the engine is half an RSV4, it’s so compact it can be easily be used and repackaged to power Aprilia’s new generation 660 models. 

Attention to lightness goes right down to its lithium battery, lightweight wheels (3.56kg front, 5.38kg rear) and a slimline subframe, which is 16mm narrower than the RSV4’s and weighs just 1.98kg, but strong enough to carry a pillion and luggage.

Aprilia RS660 pillion

Even the numberplate holder gets the Weight Watchers treatment. It’s a one, instead of two-piece plastic item with a carbon fibre core and weighs just 210 grams.

Aprilia have managed to squeeze two chunky exhaust headers, a cat packed Euro5 collector box and silencer neatly under the engine for optimum weight distribution and low centre of gravity. It weighs just 6.2kg.

The first of a new generation of Aprilia electronics, the RS660 uses a more powerful Marelli 11MP ECU, replacing the 7SM found in the RSV4 and Tuono. It controls everything from the ride-by-wire throttle, lean sensitive rider aids and even cornering headlights and self-cancelling indicators.  

The RS660 has three standard riding modes (‘Commute’, ‘Dynamic’ and a customisable ‘Individual’), three engine maps, engine brake and cornering ABS settings, eight levels of traction control, wheelie control (which can be switched off), cruise control and an optional pitlane limiter and two more riding modes (Challenge and Time Attack).

Reliability

At its heart lies a 99bhp, 659cc parallel twin-cylinder motor (there’s also A2-friendly 94bhp version) with a 270-degree crank. It’s essentially the front half of a V4 RSV4 1100 with the same 81mm bore and a longer 63.93mm stroke (up from 52.3mm).

It’s a perky little number with a sweet gearbox and light clutch but it’s tuned very much for life on the road. You’ll be seeing a lot of this engine over the coming months, as it will be powering the Tuono version and adventure styled Tuareg.

Power is delivered impeccably at town speeds and flows seamlessly to its 10,500rpm peak when you want to get a wriggle on. Tuck in for long enough it wouldn’t be hard to see over 140mph on the clock.

It punches out of corners with as little as 4000rpm showing on the tacho (where it makes 80% of its maximum torque) and things gets positively fruity past 6200rpm where it accelerates like a sportsbike should and the exhaust note flips from droning Moto3 to hard-edged, bass-infused V-twin.

On the road you’ll never be dancing on the gear lever in search of power, because there’s plenty of it and being so light (just 183kg wet) it doesn’t need much to push it along anyway.

The RS660’s crowning glory is its electronic rider aids, which along with its tasty chassis parts sets it apart from its lower-spec Japanese rivals.

The up/down quickshifter is as slick as they come and its cruise control is a godsend on motorways and for keeping to speed limits.

The new colour dash is bright, clear and easy to read and the switches easy to operate, but its huge left switchgear block is a bit of an eyesore and the high beam switch juts out so far, it’s easy to keep flicking it on by accident.

Rider modes, traction, wheelie and engine braking control are almost an irrelevance to an experienced rider on a bike with modest power, but it never hurts to have the ability to make things safer and more docile in dodgy conditions.

But for the less experienced an electronic safety net that works so smoothly, as they discover the joys of a sportsbike, is a no-brainer.

To find out more about the Aprilia RS660's engine tech, click here.

Equipment

We were hoping the RS660 would be slightly cheaper, but when you look at its spec and performance you get a lot of sportsbike for the money.

Think if it this way: it’s less than half the price of an RSV4 1100 Factory and is arguably a better road bike. The Aprilia is considerably more expensive than its softer, lower-spec Japanese sportsbike rivals like the Honda CBR650R (£7949) and also the higher-powered traditional supersport Kawasaki ZX-6R (£9699). But it's considerably cheaper than the Yamaha R6 (£12,221) and MV Agusta F3 675 (around £14,000).

Equipment

The RS660 comes with electronics galore: adjustable traction, wheelie and engine braking control, power maps, up/down quickshifter, cruise control, riding modes and a multi-function colour dash (with fuel gauge).

You also get Pirelli Diablo Rosso Corsa II tyres, adjustable Kayaba forks, Brembo calipers and cornering LED headlights (dipped beam comes on automatically in low light), LED daytime running lights and self-cancelling indicators.

Just like its flagship models Aprilia have produced a full range of performance, touring and cosmetic accessories, from a full Akrapovic exhaust system, single seat cowl, software to activate a pitlane limiter and the electronics for a race pattern shift, billet ali levers, carbon number plate holder and wheel stickers.

Sculpted bodywork has built-in RSV4-like wings that look the part, but they’re not exactly needed at road speeds, but the double-skinned fairing helps to keep the RS660 cool to make life more comfortable for the rider in the heat.

It comes in three funky satin paint jobs: a black one with bright red wheels, a Cadbury’s blue and gloss red one and an ‘acid gold’ one.

The all new Triumph Trident 660 for 2021 is now available for early-bird special booking from local Triump agent Mah Pte Ltd. It is the latest highly anticipated model from the new Triumph Motorcycles line up is now ready for booking!

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

Reserve your unit now and you can pick one of the 3 packs specially catered for your needs included in the special package price!

• Sport Pack
• Commuter Pack
• Touring Pack

Based on current information, the OTR pricing in Singapore is at S$17,500 before COE & insurance only!

From Triump's Press Release:

The Trident 660 enters the middleweight roadster category with an exciting all new motorcycle, designed to deliver three significant advantages. 

With its unique triple engine performance advantage, class-leading technology and handling, and its incredibly competitive price, the Trident 660 introduces a whole new dimension to a new generation of Triumph riders. 

A whole new dimension of fun, performance and style is joining Triumph’s award-winning Roadster line up, home of the category-defining Street Triple RS, Speed Triple RS, and Moto2 race engine program. 

The Trident 660 combines triple engine performance, pure and minimalistic lines, and class-leading technology to deliver pure riding pleasure.

Triple engine performance advantage o Perfect combination of punchy linear power and torque, low down and across the whole rev range. 

• 80 hp peak power @ 10,250rpm and 47 lbft peak torque @ 6,250rpm, plus 90% of peak torque available across most of the rev range 
• Slip and assist clutch 
• Unique triple sound 
• Class-leading technology, fitted as standard and Class leading features: Road and Rain riding modes 
• Switchable traction control (integrated into the riding modes) 
• Ride by wire throttle 
• High specification features include: All-new multi-functional instruments with color TFT display, with Accessory fitting “My Triumph” Connectivity System 
• All-LED lighting 
• ABS
• High specification, premium branded equipment, including: Showa upside down forks and Showa preload adjustable monoshock RSU 
•     o Nissin brakes with twin 310mm discs 
•     o Michelin Road 5 tires 
• Class-leading handling and sporty, agile and dynamic, confidence-inspiring ride 
•     o All-new chassis, with comfortable ergonomics and 805mm seat height 
•     o Lightweight 417 lbs (189kg) “wet weight” 
• Unique character and distinctive style with original British design 
•     o Pure, minimalistic form, with distinctive silhouette, clean lines and Triumph’s design DNA 
•     o Four stylish and contemporary color scheme options 
•     o 45 dedicated Trident accessories 
• Incredible value and competitive price, starting at just S$17,500 (before COE and insurance)
• Unbeatable low cost of ownership and service costs - The lowest service workshop time in the category 
• Class-leading 10,000 miles (16,000km) service interval 
• Global 2 year unlimited mileage warranty 

Available in Triumph dealerships as early as late January, 2021. 

The Trident will be available in four striking color schemes:

• SILVER ICE & DIABLO RED: Arguably the most sophisticated scheme, combining Silver Ice and Diablo Red bodywork with a bold graphic Triumph logo on the tank 

• MATTE JET BLACK & MATTE SILVER ICE: The darkest looking of all color schemes, with a bold graphic Triumph logo on the tank 

• CRYSTAL WHITE: White bodywork enriched with Diablo Red lines and Jet Black decals 

• SAPPHIRE BLACK: Black bodywork, enriched with Diablo Red and Aluminium Silver decals 

Triump Motorcycles Singapore Agent:

Mah Pte Ltd
Address: 1179 Serangoon Rd, Singapore 328232
Phone: 6295 6393

Remember to quote "SingaporeBikes.com (SBF)" when making your purchase to get additional discounts and special packages FOC!

Ducati have updated the Panigale V4 range for 2021, including a new track-focused SP (Sport Production) model. The numbered special comes with a host of updates to make it even more capable on track and a new paintjob that takes inspiration from Ducati’s factory racing teams’ winter testing liveries. This will be the 5th Ducati Panigale V4 edition, after the Panigale V4, Panigale V4S, Panigale V4R and of course the top-dog the Panigale Superleggera V4. This Panigale V4SP will be priced just slightly below the V4R.

The RRP of the new Panigale V4SP costs £32,295 (S$58,330) which puts it much closer to a V4R at £34,995 (S$63,206) than a V4S costing £24,795 (S$44,784). It's also more expensive than BMW's latest racing creation, the carbon clad M1000RR, which costs £30,930 (S$55,964) in standard trim. The price quoted here however are for the European markets and as we all know, with the COE, ARF, and many other fees applicable to motorcycles registered in Singapore, we expect the price for the Ducati Panigale V4SP to be north of S$100,000. Shocking, yes we know.

The Ducati Panigale V4SP comes finished in matte black with luminous red accents and a brushed aluminium fuel tank like that on the V4R homologation special.

Despite being a road-going V4S under all the bling, Ducati say the SP is for the track. It comes with a race kit that includes the Ducati Data Analyzer plus with GPS module, blanked off mirrors and numberplate hanger and fully adjustable Rizoma anodized aluminium footpegs, but that’s not where the track-going intent ends.

The SP uses upgraded Brembo Stylema R calipers paired with an MCS master cylinder complete with remote adjuster that means the rider can change every aspect of braking feel at the lever. An SDM superbike open dry clutch means improved track performance on aggressive downshifts, too.

These brakes and clutch as well as a thinner 520 chain have been lifted direct from the brand’s ultra-exclusive Superleggera V4, as have the carbon-fibre wheels that shave 1.4kg of unsprung weight.

All of the Panigale V4 range has undergone an electronics update that splits the Race riding mode in two; Race A and Race B, for even greater customisation. The whole family is also now Euro5 compliant.

The Panigale V4 and V4 S will be available in Ducati dealers starting from December, with the Panigale V4SP from March 2021. We'll check in with Wernes to see if any allocation will be coming to Singapore and what the price will be. Don't expect it to be cheap however, and will probably cost more than a economical Japanese family sedan.

What do you think about the Ducati Panigale V4SP? Are the fine Italian people at Ducati over-milking the V4 series? Let us know in the comments section below!

The Yamaha Sniper 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$12,870 including COE, excluding insurance

The staple bike amongst many South-East Asian countries that have soared to popularity over the many years it was offered due to its cheap cost to purchase (not in Singapore though!), low maintenance costs, reliability, and ease of use have finally gotten a refresh - we are of course talking about the Yamaha Sniper 155, which has been heavily updated for 2021. (155 you say? That must be a typo! No it's not, the Sniper receives an all-new engine for 2021)

The Yamaha Sniper, which previously carried the Yamaha Sniper 150 brand name due to its 150cc engine, has now been fitted with an all-new 155 engine from its sibling the Yamaha R15 - thus now carrying the name Yamaha Sniper 155. The Yamaha is known by many different names in the different markets around the region such as the Yamaha Sniper for Singapore and Philippines, the Yamaha Exciter in Thailand and Vietnam, the Yamaha Jupiter in Indonesia, and lastly the Yamaha Y15 in Malaysia.

This all-new bike is first launched in the Vietnamese market - which is why you will see the "Exciter 155" branding in the pictures, but we except all other SEA markets to start receiving the revised models soon as well. This new update brings quite a big change to the outlook of the motorcycle as it adopts headlight designed which is very similar to the 2021 Aerox, and according to press releases, is designed and have cues taken from the flagship within Yamaha's range, the Yamaha R1. You will notice striking resemblance of the Sniper's rear tail lights and those from the superfast Yamaha R1.

Yamaha Motor Vietnam officially introduced the all-new Yamaha Exciter 155 VVA with the message ′"Ride the Next Level". With a new engine and almost completely revised outlooks, we'd say this is a fitting statement.

As mentioned, the all new Yamaha Sniper was developed as a ′′little YZF-R1", introduced in Southeast Asia market with Vietnam as the first country to launch the product.

New technology that is feature on the Yamaha Sniper 2021:

• Slipper and Assist clutch similar to that of the YZF-R1
• 4 customized riding map to choose from similar to that of the YZF-R1
• Diamond carbon coating technology within the engine
• Increase spraying efficiency and combustion within the engine

New 155cc Engine for 2021 Yamaha Sniper:

• 155cc VVA Engine Developed on Yamaha R15 Platform
• 17% Power Increase Over Previous 150cc Engine
• 155cc Engine, 4 Valve, SOHC, Electronic Fuel Injection (EFI), Liquid-Cooled
• Diameter/Piston: 58.0 x 58.7mm
• Compression Ratio: 10.5:1
• 17.7 Hp at 9,500rpm
• Torque 14.4 Nm at 8,000rpm

What do you think of this workhorse from Yamaha? Would this make the perfect bike for a delivery rider due to it's amazing fuel economy and ease of maintenance? Let us know in the comments section below!

The ADV world came alive with the introduction of the all new KTM 390 Adventure for 2020 as it went up against the also recently launch BMW G 310 GS. While the take-off rate of the baby GS did not live up to expectation as what BMW would have hoped, KTM is bringing a very different proposition to the table and die-hard ADV fans are actually very much looking forward to what is coming from the Austria-based manufacturer.

If you are looking for an adventure bike that is easier to manage that the KTM 1290 Adventure or the ever-popular BMW G1250 Adventure, this Class 2A license friendly bike might just be your ticket to the adventure and touring world. We've come to realise also that smaller displacement and lighter adventure bikes might also have an advantage over its larger siblings in regions like South-East Asia - with parts, replacements, and maintenance being more affordable as well.

Slotting itself between the street-going 390 Duke and enduro-ready 350 EXC-F, the 2020 KTM 390 Adventure is a fascinating motorcycle that is impressively versatile. In the wake of the successful 790 Adventure, KTM continues to downsize the ADV experience, and the new 390 Adventure is undoubtedly the most attractive of its Adventure line to those new to the genre. However, the experienced rider will also discover that good things come in small packages.

Although the 2020 KTM 390 Adventure is off-road capable, its prowess remains road-focused, be it paved or dirt. Keep in mind that this is not an R model. The 390 Adventure has diecast aluminum wheels in a 19-/17-inch pairing, shod with street-oriented Continental TKC 70 tires. Plus, the suspension travel is less than seven inches at each end, and the curb weight is 379 pounds. This is a motorcycle that excels on the street, yet is still capable on the dirt. Yes, it is an ADV motorcycle rather than a dirt bike—no surprise.

Powering the 390 Adventure is the same muscular single used in the 390 Duke and RC 390. It’s a ride-by-wire short-stroke DOHC mill that loves to rev, with the redline coming at 10,000 rpm. The power comes on extremely smoothly, and without any hits in the powerband. That makes the delivery fully manageable on the dirt, as well as persistent on pavement. The six-speed transmission is matched to an assist-and-slipper clutch, and our test unit had KTM’s optional up/down quickshifter—an essential KTM PowerPart.

Per KTM custom, the 390 has a steel trellis frame and subframe, along with a lattice swingarm. It all works together to give the 390 Adventure good feel while keeping down the weight. With 26.5 degrees of rake, the motorcycle is stable in all situations, yet the handling is not remotely lethargic. The seat height is a very manageable 33.6 inches, helping the 390 Adventure work well in the dirt, while providing an advantageous view of traffic and scenery on the pavement.

The ergonomics are pure scaled-down ADV. It’s wider than a dirt bike, but much narrower than larger adventure motorcycles. The seating position works great in all conditions, though the bars feel a tad low when standing—a purely personal preference. Transitions between sitting and standing are occasionally interrupted by the stepped seat hitting the rider in the butt when trying to get back for traction. Other than that, the KTM 390 Adventure does not get in the pilot’s way, and you feel like you dominate the motorcycle, rather than the other way around. Oh, and speaking of standing, the footpegs—with removable rubber inserts—are excellent platforms.

KTM puts the 2020 390 Adventure in the Travel category, so let’s look at that aspect first. As a lightweight touring motorcycle, the 390 Adventure is impressively competent. Vibration is less than you would expect from a single, and the 390 is fully willing to cruise along at 70 mph with no encumbrances. Should you hit windy areas head-on, or significant grades, the 373cc motor will start to struggle to maintain freeway speeds. Downshifting is the only option, and with it comes noticeable vibration. The 390 Adventure is a compact motorcycle, so it sacrifices full freeway capability. The windshield helps keep the blast off the rider, and it has two positions—but you need a T25 Torx key to move between them.

Once you find yourself on twisting back roads, the 390 Adventure comes into its own. Continental describes TKC 70 tires as “positioned for light to medium off-road use with extraordinary street performance.” I have no beef with that, as the TKC 70s did everything I asked of them on the pavement, and that included some wet riding. It is a dual-compound tire with more grip on the shoulders, so the 390 holds its own in corners. With light weight, moderate power, traction control, and corner-aware ABS, the demands on the TKC 70s aren’t extraordinary, so the performance is impressive. Handling is intuitive, and whenever a line-change is essential due to debris on the road, the 390 responds without hesitation. Yet, it has no problem holding a line through a corner should that be your desire. This is a low-fatigue travel motorcycle.

The 3.8-gallon (14.38 litres) fuel tank isn’t obtrusive, and KTM says the 390 Adventure has a range of 267 miles (430 km). That’s a long way, and the predictive range in the dash backs that up. Given the current riding restrictions, we haven’t had a chance to test that yet. Really, the range is going to vary widely, depending on how and where the 390 is ridden. You should be able to ride all the way past Kuala Lumpur and take a stop north of Malaysia's capital city if you are not pushing it and less fuel stops also means that you will be able to reach your destination quicker!

When  on an adventure motorcycle, the rider’s fancy inevitably turns to dirt. You will probably want to stop when you transition off pavement on the KTM 390 Adventure. Using the no-instructions-needed five-inch TFT display and button array on the left handlebar, you will scroll through the menu to turn off traction control and transition to Offroad ABS (front wheel only). Switching to ABS doesn’t require a stop, but you have to have the throttle off and hold down a button for a seemingly long time to get the traction control to disengage—a light on the dash will remind you. The system will stay in Offroad ABS if you turn the power off, but traction control resets to active when turning the key back to the on position.

You will quickly be reminded in the dirt that you are on an ADV motorcycle. Those TKC 70s that were so great on the pavement, are just decent in the dirt. Mud and sand don’t do them any favors, though they are perfectly adequate on gravel and recently moisturized dirt. The rear tire is fine, so the front sets the limits of confidence. Also, the wide seat is about ADV riding, not off-road performance. It’s not bad, though you have to be brave to replicate the off-road riding shown in KTM’s promotional material. You will start to notice the weight—light for an ADV motorcycle, certainly, but more substantial than a dual-sport machine. Happiness is knowing your limits, along with the 390’s. In my case, KTM installed the optional engine protection bars, so that was one less thing to worry about.

The smooth power delivery does help get the 2020 KTM 390 Adventure where you want it to be. Nothing happens quickly on the 390, and that makes it easier to plot and execute moves. I did a bit of smooth single-track riding, and it was fine as long as the smaller-diameter wheels and tires weren’t being tested. With traction control off, you can spin up the rear tire with a hard twist of the throttle, so steering through fire road corners with the back end is front-and-center on the to-do list. The better you get a sense of its limits, the more you can enjoy exploiting them off-road.

The mostly adjustable WP Apex suspension worked great on the street, but isn’t particularly compliant off-road. The fork has full damping adjustment, but spring-preload is fixed. The shock’s spring-preload can be fine-tuned—most likely if you have a passenger—but it only has rebound-damping adjustability. There is no electronic adjustment, naturally at this price, so any changes between dirt and street are time-consuming. Going with the standard settings that work perfectly well on the street, the suspension does not reward fast off-road riding. G-outs run through the sub-seven-inch travel, and you have to stand up when hitting perpendicular ruts, unless you like to be jarred. As long as it’s not challenged, the suspension action is friendly, so ride within its capabilities.

The brakes work well in all situations. The radially mounted Bybre caliper and 320mm disc are great for the street, yet not overpowering in the dirt. The Bosch 9.1MP two-channel ABS does a fantastic job of watching over you without being overbearing. I kept waiting for it to annoy me in the dirt in the Offroad ABS mode, but the front wheel never complained—maybe I’m just a smooth braker. On the pavement, it is transparent, as is the traction control, and I was glad to have all those assistants in the rain, even though I never sensed they were active. The rear brake works great, and you get to lock it up in Offroad ABS mode, should the mood direct you. Happily, feel on the rear is great, so it only skids when you want it to.

A secret weapon in the KTM 390 Adventure’s arsenal is that it is an awesome commuter and urban motorcycle. With the upright seating position and some wind protection, the ergos on the 390 Adventure are perfectly suited to city riding. The 19-inch front wheel and semi-long travel suspension that is just adequate in the dirt, does a great job of minimalizing potholes and dips in the roads. If I’m an urban rider, the 390 Adventure beats the 390 Duke in every category but agility. The Duke excels in the canyons thanks to its shorter suspension, 17-inch wheels, and superior road tires.

There are plenty of nice touches to the 390 Adventure. In addition to the full-featured TFT display, there’s a 12-volt plug on the dash, and very cool LED lighting. It may be an entry-level ADV motorcycle, but its looks don’t betray that.

The 2020 KTM 390 Adventure is a versatile motorcycle that rewards owners who are good with boundaries. There are always compromises on ADV motorcycles, and small-displacement motors have their limitations. KTM managed to give the 390 Adventure a strong pavement presence, and enough off-roadability to satisfy most of the buyers. The balance of skills is impressive, and for everyone except the hardcore off-roader, who will have to wait for the 390 Adventure R, the 2020 KTM 390 Adventure satisfies new riders and longtime adventurists alike.

2020 KTM 390 Adventure Specs

ENGINE

Type: Single cylinder
Displacement: 373cc
Bore x stroke: 89mm x 60mm
Fueling: Bosch EFI w/ 46mm throttle body
Transmission: 6-speed w/ PASC slipper clutch
Lubrication: Wet sump
Final drive: Chain

CHASSIS

Frame and subframe: Steel trellis
Front suspension; travel: Non-adjustable WP Apex 43mm inverted fork; 6.7 inches
Rear suspension; travel: Rebound-damping and spring-preload adjustable WP Apex shock: 6.9 inches
Wheels: Diecast aluminum
Front: 19 x 2.50
Rear: 17 x 3.50
Tires: Continental TKC 70
Front: 100/90 x 19
Rear: 130/80 x 17
Front brake: 320mm disc w/ Bybre 4-piston radially mounted caliper
Rear brake: 230mm disc w/ Bybre single-piston floating caliper
ABS: Cornering-aware, plus Offroad mode

DIMENSIONS and CAPACITIES

Wheelbase: 56.3 inches
Rake: 26.5 degrees
Trail: 3.9 inches
Seat height: 33.6 inches
Ground clearance: 7.8 inches
Fuel capacity: 3.8 gallons
Curb weight: 379 pounds
Colors: Orange; White

Yet another limited edition involving the MV Agusta motorcycle brand, this time the RO-NI RMV MV Agusta wristwatch, celebrating MV Agusta’s 75th Anniversary. To be produced in a limited run of 75 units, the RMV is priced at 56,000 euro (SGD91,405) and complements the recently released (and sold out) limited edition 2021 MV Agusta Superveloce 800 Alpine.

Made from materials used in the production of MV Agusta motorcycles, the RMV uses titanium, 7075 aluminium, carbon-fibre and steel complemented by the use of leather, Alcantara and sapphire to create wearable art. Each hand-made RMV, assembled by a single master horologist, is numbered and accompanied by a certificate of authentication.

The case for the RMV measures between 44.5 mm to 44.0 mm and is 10.28 mm thick, made from 7075 aluminium alloy which is water resistant to five atmospheres. The same aluminium alloy is also used for the case back and bezel, with a sapphire crystal watch face, giving the RMV a claimed weight of 49 grams.

For the automatic winding movement, 30.60 mm in diameter with a thickness of 3.9 mm, and assembled out of 144 components and 27 jewels, the power reserve is listed as 48 hours. The dial is made from carbon-fibre with Superluminova hand-finished and engraved indexes with the same composite material used in the suspensions and front-dampers.

“The RMV may not be for all, as it possibly represents the ultimate luxury in terms of watches, but it perfectly interprets our spirit of excellence and perfection expressed through craftsmanship, beauty and unequalled performance. The lucky few who will own it will possess a piece of our history and of our soul. Forever,” says Timur Sardarov, chief executive officer of MV Agusta.

What do you think of the MV Augusta RMW? Let us know in the comments section below!

Hot on the heels of Yamaha launching their Yamaha Motorcycle Connect (Y-Connect) app for the latest models from the Japanese motorcycle manufacturer - Honda has also recently announced their very own version of an app-enabled motorcycle which will allow owners to pair their smartphone to their motorbikes to show information such as messaging, calls, navigation, and even to play music!

Smartphone connectivity comes to Honda motorcycles in 2021 with the introduction of Honda RoadSync, working with its Smartphone Voice Control Bluetooth module. Like other such applications in the market, such as BMW Motorrad’s ConnectedRide, RoadSync allows communication between the rider’s smartphone and the motorcycle, controlling functions such as phone calls, messaging, navigation and music.

RoadSync functionality will be available for the Honda X-Adv, CB1000R as well as the Forza 750 in 2021, while the Forza 350 will have it as an extra cost option. Use of RoadSync is via a switch on the handlebar pod and microphone and speakers in the rider’s helmet.

There are four main functions controlled by RoadSync – navigation, phone calls, messages and music. Each of these functions will be repeated on the instrument panel while in operation.

For Voice Control, commands will depend on the function selected, such as setting a destination for navigation, though this requires presenting a maximum of five destinations beforehand. This also applies to calls and messages, with five favourite numbers or preset messages entered into the system ahead of time.

Aside from navigation, RoadSync also displays the weather forecast up to five hours ahead and current weather for the intended destination. Honda’s intent for the RoadSync system is to allow the rider to focus on the ride while still enjoying the functions of smartphone connectivity.

Let's hope that the Honda version of the app will be available on the Apple Store or Android's Play Store and does not require sideloading an APK like what you need to do for Yamaha's Y-Connect app. Do you think such technology coming to motorbikes is a good sign for the future?

Let us know your thoughts in the comments section below!

The Honda PCX 150 comes to remain one of the best-selling scooter models in Singapore alongside the Yamaha NMax 155. To this end, Honda maintained the classic style of the PCX 150, but gave a touch of modernity combined with ABS brakes. So it is very likely that this Honda PCX 150 2021 will conquer its target market once again!

Available in four versions, one with CBS brakes, the scooter aims to maintain the economy and practicality that have made it a sales success. More than that, there is strong evidence that the PCX 150 comes with a VTEC 2021 engine, to go head-to-head with the Yamaha NMAX 155. The model in Singapore brought in by Honda agent Boon Siew Honda however, will be the ABS version as that is what the market is looking for and also what its arch nemesis the Yamaha NMax 155 comes with standard.

Want to learn more about the new 2021 Honda PCX 150 line? So, just continue reading our article below. Follow!

What has changed in the new generation of the PCX 150 2021?

Honda has invested in a new engine for its Honda PCX 150 2021. According to information on the Asia patent from Honda, the new generation of the PCX scooter has a updated VTEC engine, with four valves and one being variable, to make it more efficient.

This means reduced fuel consumption and also reduced emissions of pollutants. That is, perfect for those looking for a motorcycle with a beautiful, robust, effective design, but without harming the environment.

The expectation is that with this VTEC engine, the PCX 150 can have the same power and torque as the models sold in other Asia countries.

And, since we mentioned the design, the look of this Honda PCX is robust, yes, with very aggressive lines, the way fans love it. The brand also brought four versions, each in a different color.

See the colors of the Honda PCX 150 2021 versions (Singapore domestic market):

• Candy Castor Red

• Bright Bronze Metallic

• Pearl Jasmine White

• Poseidon Black Metallic

Motor Specifications:
Type engine: OHC, Monocylindrical with 4 times, liquid cooled;
Displacement (cc): 149.3;
Maximum Power: 9.74 kW (13.2HP) at 8,500 rpm;
Maximum Torque: 13.5 N.m (1.38 kgf.m) at 5,000 rpm;
Fuel: Gasoline;
Transmission: V – MATIC;
Starting System: Electric;
Diameter (mm): 57.3;
Stroke (mm): 57.9;
Compression Ratio: 10.6: 1;
Power System: Electronic Injection – PGM-FI.

Chassis
Chassis type: Double cradle;
Front Suspension: Telescopic fork;
Stroke (mm): 100;
Rear Suspension: Two shock absorbers;
Stroke (mm): 100;
Front Brake: Disc;
Diameter (mm): 220;
Rear Brake: Disc;
Diameter (mm): 220;
Front tire: 100/80 – 14M / C 48P;
Rear tire: 120 / 70-14M / C 61P.
Electrical system
Ignition: Electronic;
Headlight: LED;
Battery: 12V – 5 Ah.

Dimensions and capacities
Length (mm): 1,923;
Height (mm): 1,107;
Width (mm): 745;
Minimum distance from the ground (mm): 137;
Wheelbase (mm): 1,313;
Seat height (mm): 764;
Fuel Tank (Liters): 8;
Engine Oil (Liters): 0.9;
Dry Weight (Kg): 126.

The Honda PCX 150 2021 has the proposal to be economical, but of course that depends on the riding style of the rider.

Would you choose the Honda PCX 150? Or the Yamaha NMax 155 and why? Share with us your thoughts in the comments section below!

P.S. We would have like to seen a larger update to the design cues of the PCX 150 a little more considering how much more aggressive the NMax has gotten with the recent 2020 V2 update.

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

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

 WhatsApp to ENQUIRE now! Special price for SBF members! 

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

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

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

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

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

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

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

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

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

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

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

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

Is it worth buying over the standard bike?

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

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

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

You’ve probably heard the phrase “loud pipes save lives” more than once in your motorcycling life. Like most things to do with motorcycles, riders have a wide variety of opinions about this concept. Now one motorcycle advocacy organization published a study that attempts to analyze whether this is true, so let’s take a peek. 

The Association for the National Development of Motorcycling (MotoADN) is a Romanian non-profit organization that seeks to advance motorcycling within the country. MotoADN recently teamed up with a few other organizations to conduct a handful of tests and analyze the data they collected.

The team used professional microphones and recording equipment to record a stationary motorcycle revving to predetermined RPM ranges, placed at different distances behind, next to, and in front of a car. Sound inside the car—a late-model Volkswagen Sharan, for reference—was also recorded to see what occupants might hear in different situations.  

A handful of motorcycles were used to perform this test, rather than just a single model. It’s unclear whether the bikes were all stock, or any had modifications that might make their sound appreciably different than stock.  

While the study designers did attempt to have a very small range in testing, there are so many variables involved that there’s no reasonable way to account for every situation. For purposes of the test, the Sharan’s engine was running, windows were closed, and music was on at a moderate volume. Test designers did not quantify the volume, but said it was at a level where the car’s occupants could comfortably have a conversation. Rather than get lost in the minutiae of single, specific instances of this or that bike against this or that car’s soundproofing, it’s clear that the test hoped to establish a general baseline.  

What did the study find? Loud pipes, most of the time, can’t be heard in a modern car in enough time for the driver to react. Therefore, the authors conclude, riders should concern themselves more with visibility on the road than loud pipes.

Full video here:

Now, it’s clear that this test didn’t account for every possible situation. For example, when I must drive a car, I’ll roll the windows down if the weather is nice—and I’m sure many of you do, too. What if you’re driving a car with more or less soundproofing, or riding a bike with an aftermarket exhaust? There’s no way to account for everything, although you could argue that study designers could have considered a wider vehicle range. There’s also the fact that both vehicles were stationary for all of these tests, and not rolling in traffic. 

Regardless of this study’s flaws, one thing is clear. When moto safety courses teach us about defensive riding, we’re told to assume that drivers don’t see us. This study certainly isn’t perfect, but it can only make us safer if we assume that drivers can’t always hear us, either—and we ride accordingly.  

In addition to this video, you can read the full study here if you can read Romanian:

 studiu-zgomot-moto-ro.pdf

Conclusion:

Loud pipes doesn't necessarily make the cars around you pay particular attention to you as a motorcyclist, and even if they do 'hear' you, it might be too late for them to react should a dangerous situation arises. It is always key and a priority for us riders to practice safe defensive riding techniques to safeguard ourselves. Always ride safe!

Was the conclusion what you expected? Let us know in the comments section below!

It seems that the police force from our neighbours up north have started learning from our "Men in White" (that's the Land Transport Authority) for those of you who are unfamiliar with the term and have started clamping down on motorcycles that flouts the laws and regulations against what you can and cannot modify on your motorcycle.

The Penang State JPJ Operations Unit has implemented a special motorcycle operation around Seberang Perai district, Penang.

The main focus of this enforcement exercise that was carried out is to catch those with

• Illegal exhaust modifications
• Side mirrors that are installed under the handlebars
• Installation of addition lighting units
• Blinking brake lights not conforming to regulations
• Illegible license plates
• Invalid motorcycle licenses
• Expired road tax
• Insufficient or no insurance coverage

The operation also focused on other illegal modifications that are not allowed under the Malaysian law and JPJ's legislation.

The Royal Malaysian Police Force encourages all riders and motorcycle owners are to obey rules and laws while riding and to practice proper defensive riding techniques to avoid accidents and be safe on the roads.

What do you think about this clamp-down operation? Will this mean there will be less Malaysian registered bikes on our roads in Singapore with their ear-piercingly loud exhausts? And do you know what constitutes an illegal exhaust in Malaysia? Let us know in the comments section below!

Pictures below are examples of some offences that were highlighted during the special operations.

Manufacturers are looking more towards increasing the safety of motorcycles as they try to reverse the downtrend of bikers and motorcycle enthusiasts in general, by placing a heavy aspect of improving safety as the average age of bikes are increasing in today's world. They are predicting that older riders would place a greater emphasis on safety and mobility over looking cool and going fast.

Due to the ever-increasing demand of cars and its strong market, manufacturers have always been able to bring the forefront of safety and technology into the world of cars but this has not always trickled down into its 2-wheeled cousin - the motorcycle.

Manufacturers are looking to change this however with Yamaha and Honda taking the lead. These 2 companies are very heavily invested in robotics and falling over from your bike might be a thing of the past as they invest in new technology which might very well keep motorcycles upright, even when stationary.

Another company, Robert Bosch - is looking at developing a collision warning system similar to that you see on a car, whereby a sensor and radar will be able to detect the distance to the vehicle in front and if it senses a collision is about to happen, will vibrate the handlebars and/or make a sound to alert the rider.

Smart helmets are also on the way, helping riders concentrate on the road without having to look down to their displays as that split second of distraction could mean the difference between life and death.

It is no secret that riding in general is dangerous and the majority of fatal accidents on the roads are motorcyclist. Anything that the industry can do to make us riders safe is a big plus in my book. However, being commercial, the manufacturers would most likely than not have to increase prices or at the very least make these safety tech optional extras.

Would you pay the additional costs required if these technologies were to come to the motorcycling world? If you had a bike with all these safety features would it encourage you to go out riding more? What do you think? Let us know in the comments section below!

The Yamaha Aerox 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! 

First pictures are start to emerging from the various local bike dealers in Singapore of the all-new 2021 Yamaha Aerox 155 Connected! The bike has been given a facelift for 2021 and minor changes around the body as well as a slight boost in the tech.

The previous model Aerox sold in Singapore was not offered in the ABS version and those who wanted the additional safety of ABS had to opt for the NMax instead. For this new version of the Aerox, it will be available in both ABS and non-ABS models but we'll have to wait for the confirmation from the dealers if the ABS model will be reaching our shores.

Being paired with a liquid-cooled, SOHC, single-cylinder engine with variable valve actuation (VVA) displacing 155 cc, the Aerox 155 gets 15.15 hp at 8,00 rpm and 13.9 Nm at 6,500 rpm versus the 14.8 hp at 8,000 rpm and 14.4 Nm of torque at 6,000 rpm of the previous generation Aerox 155. Fed by EFI, transmission is automatic and uses a V-belt from the gearbox to the rear wheel.

Fuel is carried in a bigger 5.5-litre tank – 4.6-litres in the previous year’s model – and weight is now 125kg, compared to the 118kg of the previous Aerox 155 with the seat placing the rider 790 mm off the ground. Suspension is with conventional telescopic forks in front and twin remote reservoir shock absorbers in the back, rolling on 110/80-14 and 140/70-14 rubber, front and rear respectively.

Updates to this new Aerox 155 Connected include LED lighting for the head and tail lights with a new twin headlight assembly that features DRLs. Braking is still the same as before, a hydraulic disc brake on the 14-inch front wheel and a mechanical drum brake on the rear wheel, with single-channel ABS.

If you noticed the word "Connected" in its name, that gives a hint to the Aerox being able to work and pair with the Yamaha Y-Connect app just like its sibling the Yamaha NMax Connected. If you're a owner of a 2020 or later Yamaha scooter or motorcycle, chances are that it comes equipped with the required modules for the Yamaha Y-Connect application that for more details, refer to our news articles here:

Other riding comforts include keyless start, hazard lights, engine start-stop and a 25-litre storage compartment under the seat, accessible by a remote locking button. Standard fitment is Yamaha’s Y-Connect app which hooks up with the rider’s smartphone to monitor calls and messages, maintenance schedules, error codes, and last parking location, with the ability to share the information online with other Aerox 155 Connected riders.

What do you think of the latest Yamaha Aerox 155 Connected? This has undoubtedly being one of the most popular bikes in Singapore amongst the delivery riders due to its ease of use, frugality, and low maintenance. Do you like the new design? Let us know in the comments section below!

P.S. The COE as of publication date is S$7,670 which might price this Aerox out of the budget of many entry riders! We'll just have to wait and see where the COE trend will head towards over the next few months.

Launch video of the 2021 Yamaha Aerox 155 Connected via Yamaha Indonesia:

Yamaha Motorcycles are distributed by Yamaha's Singapore authorised distributor:

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

 WhatsApp to ENQUIRE now! Special price for SBF members! 

The Yamaha Motorcycle Connect app (also known as the "Y-Connect") has been around for quite awhile now, most noticeably on the latest Yamaha NMax 2020 V2. Our motor kakis in Europe and other regions have had access to this feature but unfortunately for us in Singapore, the app never became available on the app store.

But fret not, there is a way for you to install this app thanks to Ghazali Glenn on the Yamaha NMax Club in our forums. Read on below to find out more about the Yamaha Y-Connect app and how you can get it for your Yamaha bike in the link below!

A little more on what is the Yamaha Y-Connect can do and why you should install it the app on your phone:

Main functions

• Meter Indicator

Smartphone information like received calls, e-mails or text messages and remaining battery level can be displayed on the multi-function meter unit (instrument panel).

Up to six different apps can be chosen and set for display. This feature also automatically adjusts the clock of the multi-function meter based on the time set on your smartphone.

*The indicators displayed on the multi-function meter may differ or the Y-Connect app may not be usable depending on the motorcycle model.

• RevsDashboard

The smartphone screen becomes a “RevsDashboard” displaying data like degree of throttle opening, engine rpm, rate of acceleration, an eco-friendly riding indicator and more.

• Maintenance Recommend

Based on a variety of data like your motorcycle total mileage, ride frequency and average engine rpm levels, the app estimates the condition of the engine oil and provides recommendations for engine oil change timing within the range described in the owner's manual. You can also change the recommendation timing by yourself.

The app also takes into account data of battery voltage to gauge the condition of the battery and keeps you up to date with the battery’s condition, recommending if a check is needed.

• Fuel Consumption

The app tracks your average mileage and displays it either by day or by month for easy viewing.

• Malfunction Notification

Should your motorcycle detect a malfunction, you will receive a notification via the app. In addition you may designate a notice be sent that contains the location, time and other information to a designated third party, e.g., your Yamaha dealer, via e-mail.

• Parking Location

You can see where you last parked your motorcycle, a helpful feature when trying to find your motorcycle in large parking lots or while at your touring destination.

• Ranking

You can share your mileage and ECO driving results with Yamaha users all over the world and enjoy them as a ranking.

App requirement:

CONFIRMED COMPATIBILITY WITH
Android 7, 8, 9 and 10
Bluetooth BLE4.1 and UP
 

If this is something you think would be a benefit for your daily ride, head over to the forum thread to find out how Singapore NMax owners can install this app:

What do you think of this "tech" that comes standard on the 2020 Yamaha NMax V2? We reckon Yamaha, Honda, and the big manufacturers should just go ahead and link up Apple CarPlay or Android Auto so we can have navigation and all the creatures comfort straight from the dash!

Let us know what you think is your favourite feature in the comments below!

Screenshot of the Yamaha Motorcycle Connect / Y-Connect App:

First Ever Unit of Ducati Superleggera V4 to arrive in Malaysia, with only 500 units in the world.

This is the only street bike with a carbon fibre chassis, swingarm and wheels as standard from the factory.

Dry weight of 159kg, 16kg less than the current Panigale V4, and it comes with lightened Öhlins with pressurised fork for better handling in the corners. Stopping prowess is taken care of by a Brembo braking system with Stylema R callipers.

On the technological side, it includes latest generation electronics package that includes EVO 2 strategies for the DVR and DQS up/down.

Power is up to 234HP and the units are priced at MYR888,000 (SGD292,000) in Malaysia.

While most of us are complaining about the high COE prices driving up Class 2A bike prices to over SGD20,000, this Ducati Superleggera V4 is made for the very few and far between riders that can afford to pay almost the price of a HDB flat just to own the latest and greatest from Ducati.

Do you reckon we'll see any of these Superleggera V4s on the roads in Singapore? Guess we'll have to check in with the local Ducati agent to find out.

What do you think of this beast? Is it too execessive? Or is it priced too high? Are we going into unchartered territories as bikes get ever more expensive? Let us know in the comments below!

Born from the first ever cooperation between the two Italian brands, the Ducati Diavel 1260 Lamborghini pays homage to the Siàn FKP 37 hybrid supercar with a limited production featuring lots of carbon on the power cruiser’s higher-spec S variant.

In 2012 the Volkswagen (VW) Group bought Ducati, adding another Italian icon to its impressive portfolio that was already harboring Lamborghini and Bugatti since 1998 – as well as Porsche, Bentley and Audi among several others.

With headquarters stationed some 20 kilometers apart along the short stretch between Bologna and Ferrari’s hometown, Modena, that marks the beating heart of the Italian Motor Valley, it seems surprising that Ducati and Lamborghini had never worked together on a common theme before. All the while, in a stroke of logistical irony, the owner of Ducati on paper is actually Automobili Lamborghini S.p.A.

Inspiration for this build came from the 800-hp (597-kW) Siàn FKP 37, Lamborghini’s first ever hybrid car that was unveiled in 2019 as a tribute to the late Ferdinand Piëch, VW Group Chairman who had passed away a few months earlier. Only 63 examples were ever built symbolizing the company’s founding year, 1963, and were swiftly sold out at US$2 million apiece – as did the 19 open-top Siàn roadsters that were made one year later.

The Diavel was an obvious choice and, sure enough. Ducati based it on the higher-spec 1260 S variant that sprinkles the 162-hp (121-kW) power cruiser with adjustable Öhlins suspensions and a fully equipped electronic suite.

With no changes in the mechanical setup of the standard Diavel, both brands’ designers collaborated in creating the visual link between motorcycle and car, starting with two central elements: wheels and colors.

The Centro Stile Lamborghini made sure that this Diavel dons the exact same “Gea Green” color as the Siàn, sprinkled with “Electrum Gold” shades on the wheel rims and trellis frame.

Ducati replaced almost everything that was plastic on the standard bodywork with carbon fiber parts – including air intakes, central tank cover, mudguards, exhaust cover, seat cover, headlight frame and engine spoiler. This fact probably explains why the Lamborghini version weighs one kilogram (2.2 lb) less than the Diavel 1260S.

The Diavel 1260 Lamborghini will be constructed in a limited run of only 630 motorcycles; 10 times the number of Siàn FKP 37 cars that were made. It certainly won’t carry the seven-digit price tag of the hypercar, but it will probably demand a substantial premium thanks to its collectible nature, unique bits like the Lamborghini-styled wheels and the abundance of tailor-made carbon parts.

Ducati makes no mention of delivery times and suggests that interested parties should contact their local dealers for more. If anything, experience from previous factory customs from Italian manufacturers – not only Ducati but also Aprilia and MV Agusta – teaches us that they tend to disappear pretty quickly, regardless of price tags.

What do you think of the Ducati Diavel 1260 Lamborghini? Do you think anyone in Singapore would be "crazy" enough to purchase one? Most probably.. Since we have quite a few Ducati V4R on our roads commanding a price tag of well over S$100,000.

Let us know what you think of this limited edition Ducati in our comments section below!

YAMAHA YZF-R6 TO BE DISCONTINUED AFTER THIS YEAR. HOWEVER, THE MODEL WILL LIVE ON AS A NON-HOMOLOGATED TRACK-ONLY YAMAHA R6 “RACE” IN EUROPE.

Introduced in 1999, the Yamaha YZF-R6 scored its maiden victory on only its second outing with Jamie Whitham in the 1999 FIM Supersport World Championship’s visit to Donington Park. Since then, the Yamaha R6 has won more wins and championships around the globe than we can count.

Currently, the Yamaha YZF-R6 is offered only in certain markets so this news might be a shock to you if you are from these regions.

Almost 21 years later, Yamaha announces the homologated R6 will be discontinued next year [Confirmed for Europe and US]. This is because of the slash in sales for super sports across the globe since the market is dominated by bigger capacity sports bikes and adventure/touring machines.

“With deep consideration of evolving global market trends and regulations that limit production volumes on certain models, the following Yamaha models will be discontinued after the model year 2020: YZF-R6, VMAX, WR250R and SMAX.

“Yamaha understands the iconic history of these models. Regarding the future, Yamaha is continuously looking at new ideas and concepts to support and expand the market, as well as enhance our customers’ experiences.”  -Yamaha Motor Corp., U.S.A.

On the other hand, starting next year Euro 5 emission standard will become mandatory for Europe so this makes things even more difficult for Yamaha. However, Yamaha Europe announced they would offer the R6 as a non-homologated track-only bike called the “R6 Race”.

SO HOW ABOUT MARKETS OUTSIDE OF EUROPE AND THE US THAT CURRENTLY OFFER THE YZF-R6?

Yamaha hasn’t made any announcement for other markets that currently offer the Yamaha YZF-R6.

However, if these markets were to follow the same, we think the ongoing model of the Yamaha YZF-R6 would go on sale until the stocks run out. In fact, the ongoing R6 model would be sold the same way in the US as the Euro 5 compliance is irrelevant.

YAMAHA R6 RACE FOR EUROPE

Yamaha Europe says the R6 Race will go on sale for a race-targeted price for track day participants to national supersport championship contenders.

The Yamaha R6 Race features the same 599cc DOHC liquid-cooled four-cylinder engine that powers the standard R6. In the case of the chassis, the R6 Race gets GP racing developed delta box aluminium frame with balanced magnesium subframe.

Suspension duties are taken care of by high-spec KYB front forks and KYRP rear shock. The R6 Race also includes traction control, a few ride modes and ride by wire Yamaha chip controlled throttle.

Yamaha R6 Race will go on sale in Europe starting January 2021. Yamaha also offers R6 GYTR Kit for their customers to enhance their on-track experience.
The R6 GYTR Kit developed for the R6 RACE includes the following racing parts:

• GYTR race cowling set
• Akrapovic full race system
• GYTR ECU set
• GYTR wire harness set
• GYTR on/off switch
• GYTR Interface cable
• GYTR AIS plug set
• GYTR ABS emulator
• GYTR keyless fuel cap
• GYTR seat cushion
• Stainless steel brake line set for front and rear
• Front brake lever guard
• GYTR fully adjustable race rear set with optional reverse shifting kit
• Rear sprocket guard (shark fin)
• Sprocket drive 14T fits 520 chain conversion
• Rear sprocket, 45 fits 520 chain conversion
• Sprocket nut set for 520 conversion
• DID gold race chain 520 conversion
• Rear paddock stand hooks
• Paddock stand

In addition to all the R6 GYTR features, Yamaha also offers a range of GYTR and Öhlins components to choose from.

So, what do you think? The Yamaha R6 has been one of the most popular Class 2 sports bike in Singapore due to its good looks and top-of-the-line performance. If the Yamaha R6 is really pulled from production for the Singapore market, what would be the next best choice?

Let us know in the comments below!