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

    With their many miles of highway (most Singaporeans would have travelled on the North-South Highway or NSH for short) and problems with illegal modifications and mat-rempit issues, these bikes will undoubtedly allow the police to do a more efficient job of managing law and order.
    The Singapore Traffic Police have also recently upgraded their fleet from the older Yamaha XJ to a fleet or brand new BMW R1250 RT. Which do you think is a better motorcycle for the police force? The ever reliable and popular Yamaha, or the German marque that the SPF traffic division uses?

    Let us know down in the comments section below!

    BMW R1250RT of the Singapore Traffic Police
    Yamaha FJR1300 Specs:
    Engine    1,298 cc (79.2 cu in) transverse inline-4, liquid-cooled, DOHC, four valves per cylinder, electronic fuel injection Bore / stroke    79.0 mm × 66.2 mm (3.11 in × 2.61 in) Compression ratio    10.8:1 Power    105.5 kW (141.5 hp) @ 8,000 rpm Torque    134.4 N⋅m (99.1 lbf⋅ft) @ 7,000 rpm Transmission    5-speed manual (6-speed from 2016), shaft-drive AE/AS: Electronic clutch Suspension    Front: 48 mm telescopic fork, 137 mm wheel travel Rear: Single shock, link type, 122 mm wheel travel Brakes    Front: Dual 320 mm disc four-piston calipers Rear: Single 283 mm disc two-piston caliper ABS standard (optional before 2006) Tires     Front: 120/70ZR17 Rear: 180/55ZR17 Wheelbase    1,545 mm (60.8 in) Dimensions    L: 2,230 mm (88 in) W: 750 mm (30 in) H: 1,450 mm (57 in) Seat height    805 mm (31.7 in) Weight    264 kg (582 lb) AE/AS: 269 kg (593 lb) (dry) 291 kg (642 lb) AE/AS: 295 kg (650 lb) (wet) Fuel capacity    25 L (5.5 imp gal; 6.6 US gal)  

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

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

    Hong Leong Corporation - Yamaha Motor Singapore
    Address: 178 Paya Lebar Rd, Singapore 409030
    Phone: 6749 0588
     Click HERE to ENQUIRE now on ANY Yamaha Motorcycles! Special price for SBF members! 
    Handing us the key to the YZF-R15, Yamaha’s technical person said to the author, “let me know what you think, I think you will like this engine.” Bearing Yamaha’s racing heritage, especially with 250 cc two-strokes, in mind, we set off on the YZF-R15 to find out what was what with the baby YZF.
    At the first approach, the YZF-R15 is a stylish looking thing, following the design cues of the bigger machines in the YZF range, notably the YZF-R1 and YZF-R6. The fuel tank, having a capacity of 11-litres which is as standard as these things go, is clad in a faux air intake cover, a design cue taken from the YZF-R1.

    Swinging a leg over the two-piece saddle, again, like the bigger, racier bikes in Yamaha’s YZF range, the rider will be slightly surprised to find the saddle height set at 815 mm. This is normal for a track machine, not so usual for a bike intended for daily road riding, notably in Asia.
    Seat height aside – you won’t have a problem if you’re 168 cm taller or more – the seating position itself is a little extreme if you don’t have a lot of experience with pure race motorcycles. The bend of the clip on handlebars along with the seat/handlebar relationship is very much biased for high speed track use.
    Length x Width x Height (mm): 1990 mm X 725 mm X 1135 mm Seat Height (mm): 815 mm Wheel Base (mm): 1325 mm Minimum Ground Clearance (mm): 170 mm This means the rider is placed into a racing crouch on the R15, with elbows bent and back arched over the tank. While this might be great for attacking corners, it does mean the rider is in the neck bent position required of racing machines.
    Starting the YZF-R15 brings the 155 cc, liquid-cooled single-cylinder to life with a distinctive thump. Coming with SOHC and variable valve actuation (VVA), the R15 claims an output of 19 hp at 10,000 rpm and a torque number of 14.2 Nm at 8,500 rpm.
    Engine Type: Liquid -cooled ; 4 - stroke ;SOHC , 4 -valves Displacement: 155 cm3 Max. Power: 13.9 kW . at 10000 rpm Max. Torque: 14.4 N - mat 8500 rpm Compression Ratio: 11.630.4 : 1 Bore x Stroke: 58.0 x 58.7 mm Ignition System: TCI ( Transistor Controlled Ignition ) Starter System: Electric Transmission System: Constant mesh , 6 - Speed Lubrication: Wet sump Fuel Tank Capacity: 11 L Oil Capacity: 1.05 L The engine on the R15 is common with the Yamaha Nmax and Aerox 155 scooters as mentioned earlier, but there are a few differences. Aside from the omission of Yamaha’s Blue Core engine design philosophy which reduces emissions, the R15’s mill has been tuned to deliver slightly more power and in a linear fashion.
    VVA kicks in at about 7,000 rpm, allowing for a swift build to the torque peak of 8,500 rpm and a little above that. The engine starts running out of steam at about 9,200 rpm, and pushing the single above that would be cruel and unusual punishment.

    We found the YZF-R15 good for about 135 km/h on the open highway. Crouched well down with chin on the tank and elbows out of the breeze, it will deliver more than that but be careful picking fights with faster vehicles.
    Setting off on the R15, the clutch pull is light, helped by the assist and slipper clutch. While some might ask why an engine this small might need a slipper clutch, a single mis-shift mid-corner on a wet road will change your mind, and quickly.
    Clicking the six-speed gearbox through the cogs, we found engagement to be precise and positive, with a very definite point felt where the dog slips each gear into place. Lever throw was moderate and we had no issues riding the R15 whether wearing street shoes or riding boots.
    No false neutrals were evident during our time with the R15, though it remains to be seen whether the gearbox holds up to hard use and redline gear changes. Which is about the only way to ride the YZF-R15.
    Designed as it is for the young rider coming up from the underbone class, or the fresh licence holder, the R15’s engine needs to be wound out hard. As the R15 screams through the gears, you will find acceleration is best when the revs are kept up, as befits the displacement of the engine.

    It is at this point, after rowing frantically through the gears with the throttle pinned to the stop, you run into the R15’s top speed of… well… enough. It is faster than the Aerox 155 and the NMax, we will say that much, enough to keep you moving at a pace faster than highway traffic, but just stay out of the fast lane.
    Riding the YZF-R15 around, we found it to be a physically small bike, notably in the area of rider accommodation. The seat distance is just enough for the rider to get into a tuck and that’s about it.
    Seat comfort itself is acceptable but we would be hesitant to take journeys longer than about two full tanks long. No feedback on pillion seating as our usual passenger took a look at the rear pillion pad and said, “it’s ok dad, I’ll stay home this morning.”
    Those are the limitations of the R15, in that it is basically designed for 18-year old crotch rocket jockeys and not plus-sized senior riders, but what is it like to ride? Well, for one thing, handling on the R15 is on the sporty side of acceptable.
    Throwing the bike into corners revealed that the upside-down forks in front performed well, if a little on the low side in terms of compression damping. At the back, the monoshock performed acceptably, showing a bit of weave and bob in high speed sweepers.
    Front Suspension System: Telescopic Fork Rear Suspension System: Swingarm (link suspension) Front Brake: Hydraulic single disc brake Rear Brake: Hydraulic single disc brake Front Tyre: 100 /80-17M / C52P Tubeless Rear Tyre: 140 /70-17M / C 669 Tubeless In terms of tracking, the YZF-R15 proved to be stable at highway speeds with no sign of weaving. Be cautious overtaking bigger vehicles though, especially when entering the backwash, as the R15’s 137 kg wet weight did not do much to keep the bike planted in strong side winds.
    The YZF-R15 performed best doing quick riding in town, the sharp handling making weaving around cars on surface roads easy. That Yamaha did not cut corners in the handling stakes, despite the budget pricing of the R15, is shown in the Deltabox frame and the cast and welded aluminium swingarm.
    This goes some way to explaining the performance intentions of the YZF-R15’s riding position and VVA engine. We expect to see quite a number of R15’s being raced in its home market of Indonesia next year.
    Tyre sizing also goes towards displaying the racing intent of the YZF-R15, with a huge (for a 150) 140/70-17 tyre at the back end. It carries a 100/80-17 in front, which will make finding performance rubber for the R15 a breeze since the OEM fitment IRC rubber lack definite feedback and grip when pushed to the edge.
    What we did like about the YZF-R15 is its overall road-going performance. While we did notice a lot of buzziness in the R15, that is the nature of business for a single-cylinder sports machine, and it did not give a lot away in terms of acceleration.
    Overtaking did need downshifting a couple of gears, especially if the rider is in a hurry, but if leisurely acceleration is acceptable, the R15 would happily chug along in fifth gear. Much to our surprise, sixth is not an overdrive that lowered engine revs, instead giving a few more km/h in speed.
    Not a highway cruiser then, or making any sort of pretence to long-distance comfort. This is a sports bike through and through and designed to charge through corners, riding a slingshot out the other side.
    When charging into corners, the front 282 mm diameter disc proved up to the task, and the feedback and bite from the brake lever was almost at superbike level. A gentle caress of two fingers on the lever and the R15 slowed without fuss.
    If more braking was needed, the rear brake was brought into play, but we rarely found a need to do so, except when really gunning it for corners on our usual test loop up the mountain and down again. In any case, after several hard corners with lots of downshifting and full-handed grabbing of the front lever, we noticed the lever coming back to the bars slightly more, but there was no deterioration in braking performance.
    What we did note is the frugality of the YZF-R15 – not surprising really, given the engine capacity. Riding around town, we got a best of 2.5 litres per 100 km while highway riding returned even better numbers at 1.9 litres per 100 km, or in more common terms, 40km/litres.
    Inside the cockpit a premium touch – for this market segment – is the monochrome LCD panel that displays all the necessary information the rider needs. Complemented by LED lighting front and rear, the panel includes a gear indicator and average fuel consumption, features usually found in higher end motorcycle instrument displays.
    So, who needs a Yamaha YZF-R15, at S$14,000 including COE and taxes, but before insurance - Well, aside from the lack of ABS, which we did not really expect at this price point, the YZF-R15 is positioned as a sports bike.
    One thing is for sure, the YZF-R15 will teach the rider a lot about making the most of the power available. Carrying corner speed is paramount on the R15, and conservation of energy, or in this case, forward momentum and cornering lines, will be lessons hard learnt.
    This means the intended market is the young rider with a fresh Class 2B licence. Or a senior rider who wishes he was 18 again, hanging outside the convent school gate waiting for his girlfriend to show up. Either way, it’s one well worth considering.

    We here at SingaporeBikes.com (SBF) are extremely proud to announce that Liqui Moly has joined us as our title sponsor for the entire platform! SBF has always been supported by commercial vendors who help keep the website going so that we can bring the best motorcycling news, promotions, offers, and a platform whereby all bikers in Singapore can connect together through the various tools and sections within SBF.

    Having a global brand like Liqui Moly onboard only further allows us to put out even better content and help keep SBF running for the over 5,000 users that visit SBF every single day.

    Liqui Moly supports local motorcycle enthusiasts - Zen & Yanies!
    Most, if not all riders would have come across the Liqui Moly brand at one point or another during their riding journey as it is the leading lubricant brand here in Singapore, and not just in the motorcycle market but the wider automotive market and other industries as well!

    Liqui Moly partnering with SingaMoto SG for local track events
    Liqui Moly has had a long-standing relationship with the markets and consumers that it operates in, and this is something rare among the big companies. Being on the ground, in touch with the entire value chain from the riders, to event organisers, workshops, and even prominent influencers within the industry have given them the opportunity to hear feedback and comments on their products, which they then bring back to their HQ in Germany to tweak and update their products to ensure that bringing the best performance that they can to their customers.

    @61bronco's CBR decked out in Liqui Moly's livery
    We've seen Liqui Moly support some of our closest friends within the industry such as Rahim from Ride Or Bust, the fantastic team from SingaMoto SG, and influencers such as @vaunephan and @61bronco. Their commitment to support local content producers and event organisers within the motorcycle space only goes to show how much their value their customers and are constantly investing to ensure that the motorcycle industry as a whole improves, grows, and gets better for everyone involved!

    Ra from Ride Or Bust's ride - With Liqui Moly products of course for his Singapore to Scotland Tour 2022!
    P.S. We've just received word that team Liqui Moly Singapore has also partnered up with YouTuber @Farhan Tre for 2021 as well! Check out their announcement video here:
    Having Liqui Moly onboard as a sponsor also means that SBF will be able to organise frequent contests, giveaways, and you might just stand a chance to win some of their awesome products! We will also be sharing their latest product offerings, events, and special promotional items as and when they launch so you can be the first to get your hands on them!

    LM's goodies up for grabs! Coming soon..
    With over 500 workshops and locations available in Singapore where you can get Liqui Moly's products, and being a trusted name in the market with so many loyal customers, it is not hard to see why Liqui Moly has established itself as the #1 lubricant company within the motorcycle industry.

    We'd like to thank Liqui Moly for coming onboard as our title sponsor, and we look forward to a long and fruitful partnership!
    Please support the sponsors that support SBF!
    Liqui Moly's Socials:
    Website: https://www.liquimolyasia.com/
    E-Shop (Singapore): https://www.storesingapore.liquimolyasia.com/
    Facebook: https://www.facebook.com/liquimolysingapore/
    Instagram: https://www.instagram.com/liquimolysingapore/
    Store Locator: https://www.lmsvp.com/
    About Liqui Moly:
    Founded in 1957, Liqui Moly products are researched, developed and manufactured exclusively in Germany. The first product was an oil additive that contains the solid lubricant Molybdenum Disulfide (MoS2), protecting the motor against wear and tear. Today, after more than 60 years, this oil additive is still being produced. This additive gave the company its name – “Liqui” because it is a liquid additive, and “Moly” because of the Molybdenum Disulfide.
    From humble beginnings as a small additive producer, Liqui Moly has grown substantially as a globally renowned one-stop brand with more than 4000 products for cars, motorbikes, commercial vehicles, bicycles, garden devices and industrial applications, as well as boats and aircrafts. All products are researched, developed, and manufactured exclusively in Germany. Liqui Moly has been raising the bar in terms of quality and service via continuous quality inspections from raw material deliveries, to production, right through to shipment.
    As a global brand present in 150 countries worldwide, the expansion of its international brand awareness is the focus of Liqui Moly’s various sponsorship activities. Liqui Moly traditional maintains a close connection to motorsports. Since 2015, Liqui Moly has been the exclusive lubricant supplier to Moto2 and Moto3 motorcycle racing series. Liqui Moly was a Formula 1 regional sponsor in 2019 and will be an official sponsor of the Formula 1 championship for 3 years starting from 2020 onwards. Besides motorsports, Liqui Moly is also engaged in sports sponsorship such as being the official sponsor of the Chicago Bulls in the National Basketball Association etc.

    We recently wrote about the intensifying wars between the food delivery companies in Singapore as new entrant AirAsia entered the market last month, enticing delivery riders with a very compelling argument - Make up to S$2,800 a month with just 10 deliveries daily! This is started a domino effect within the industry with competitors such as Deliveroo, FoodPanda and Grab upping the ante to lure new and current riders to work on their platform.

    Read more here:
    AirAsia Food Enters Singapore - Riders Expected To Make S$2,800 Monthly With Just 10 Daily Orders!
    Deliveroo To Pay Riders Up To S$18,500 Bonus Once IPO Is Completed - The Food Delivery War For Riders Is On!
    Deliveroo, who is mulling and working towards an IPO on the London Stock Exchange, has come out with an incentive for their current fleet of riders with a very sizable payout depending on the amount of orders done, to be benchmarked against their peers within the same market.
    A Singaporean Deliveroo food delivery rider who has completed the most deliveries here is on track to receive a S$18,500 bonus.
    Thank you bonus
    The one-time bonanza for this particular food delivery rider is part of a Thank You Fund initiative to redistribute money worldwide.
    The bonus is to recognise the best workers should the company get listed on the London Stock Exchange, which is expected to be completed at the end March 2021.
    More than 21,500 orders completed
    The Singaporean, Jude Chan, 33, has completed more than 21,500 orders in his three years with Deliveroo.
    This makes him the most prolific Deliveroo personnel in Singapore who averages 30 to 40 orders a day.
    Chan is among the hundreds of riders globally in line for a one-time payment of S$18,500.
    Chan told The New Paper he will be giving some of the money to charity and investing the rest of it.
    How to deliver more
    He added that his trick to doing more is to brisk walk to collect food to complete orders faster.
    The motorcycling enthusiast is also familiar with the roads in town and the Central Business District and does not rely on a map to get around.
    He said: “I first started riding as a way to keep fit while earning more money, but working at Deliveroo has really brought my love of riding my motorcycle to life! Their flexible working nature means that I can ride on my own time with a peace of mind."
    About Deliveroo Thank You Fund bonus
    Some 36,000 Deliveroo riders around the world can receive a one-time payment reward should the company be listed publicly.
    The exact amount varies according to each delivery personnel's output.
    Eligible riders in Singapore stand to be paid S$18,500, S$1,850 or S$925.
    The performance of riders are ranked in relation to other riders.
    At the base, riders will receive S$370 if they have worked with Deliveroo for at least one year and completed 2,000 orders.
    Deliveroo's founder and chief executive Will Shu said: "Riders are at the heart of our business, and we want to reward their efforts that have helped Deliveroo become what it is today."
    "Their commitment to great service has enabled us to grow and offer the best food delivery experience in the world."
    "Over the last year, riders have helped us do so much more than just deliver great food, having supported businesses and enabled vulnerable people or those self-isolating to stay safe indoors throughout a global pandemic."
    "We're pleased to be able to say thank you."

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

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

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

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

    Coupled with the weight loss, the new Monster is narrow, and has a stock seat height of 32.3 inches. If you’re more compact, Ducati will sell you a seat to lower the bike to 31.5 inches, and if you’re of truly Napoleonic proportions, you can throw in a lowering spring to get the seat down to just 30.5 inches off the deck.
    The 2021 Ducati Monster gets all of Borgo Panigale’s standard technological fare, including cornering ABS, traction control, wheelie control, and launch control. All of those interventions can be configured to your liking, or specified in one of the bike’s three riding modes. The riding modes (Sport, Urban, and Touring) are controlled via a switch on the bars and a 4.3-inch TFT dash keeps the rider updated.

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

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

    2021 Ducati MonsterTechnical Specifications and Price
    Price: Engine: 937cc, liquid-cooled, Testastretta V-twin; 4 valves/cyl. Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Fuel Delivery: Fuel injection w/ 53mm throttle bodies; ride-by-wire Clutch: Wet, multiplate slipper and servo-assist; hydraulic Transmission/Final Drive: 6-speed/chain Frame: Aluminum Front Suspension: 43mm inverted fork, 5.1-in. travel Rear Suspension: Monoshock, adjustable for spring preload, 5.5-in. travel Front Brakes: Radial-mounted Brembo 4-piston M4.32 calipers, radial master cylinder, dual 320mm semi-floating discs w/ Cornering ABS Rear Brake: Brembo 2-piston caliper, 245mm disc w/ Cornering ABS Wheels, Front/Rear: Light alloy cast wheels; 3.5 x 17 in. / 5.5 x 17 in. Tires, Front/Rear: Pirelli Diablo Rosso III; 120/70-17 / 180/55-17 Wheelbase: 58.0 in. Rake/Trail: 24.0°/3.7 in. Seat Height: 32.3 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 414 lb. Warranty: 2 years, unlimited mileage Available: April 2021 Contact: ducati.com

    Bridging Yishun and Seletar, the Yishun Dam has long been a popular recreational spot, frequented by anglers as well as those hoping to catch a glimpse of the sunset. 
    In the early hours of Saturday (Mar 27), however, there was a different buzz of activity. Dozens of vehicles, including more than 30 motorcycles, were pulled aside by officers from the Traffic Police and the Land Transport Authority (LTA). 

    Vehicles lined the side of the road near the junction of Yishun Avenue 1 and Seletar North Link, as officers questioned the motorists and checked under car bonnets, even getting on their hands and knees to inspect under vehicles for illegal modifications.  
    About 500m down the road, a police officer armed with a laser speed camera is on the lookout for motorists busting the speed limit as they make the turn towards the dam.  
    One vehicle was caught moving at 83kmh, going over the speed limit of 50kmh along the 1km stretch.  
    It was one of the locations where the police and the LTA cracked down on speeding and illegal vehicle modification offences, as part of five nights of joint operations across Singapore that ended on Saturday.

    A total of 71 summonses were issued for various traffic offences, including speeding, said the police.
    In addition, LTA detected 54 offences related to illegal vehicle modifications, such as modified exhaust systems and the use of non-compliant tinted films. 

    Speeding is Singapore’s number one traffic offence, with 162,324 speeding violations last year. 
    There was a 3.1 per cent increase in the number of speeding-related accidents, which went up from 735 in 2019 to 758 last year. Twenty-seven of them were fatal accidents.

    Speaking in Parliament earlier this month, Minister of State for Home Affairs Muhammad Faishal Ibrahim said that 31 people had been arrested for their involvement in four cases of illegal street racing between 2018 and 2020, with the cases all pending investigations or court proceedings. 
    Speaking to reporters on the sidelines of Saturday morning’s enforcement action, Traffic Police patrol unit team leader Tan Jia Ming said that regular operations are conducted at hotspots to deter speeding, drink driving and other unsafe driving practices. 

    “Even though Singapore’s road traffic situation improved in 2020, the Traffic Police maintain a tough enforcement stance on any irresponsible driving behaviour,” said Assistant Superintendent Tan. 
    “Road safety is a shared responsibility. All road users are advised to use your road sense and play your part in keeping Singapore’s roads safe.”
    Article reproduced from Channel News Asia.
    Video of the actual ops event:


    The Shoei Glamster is another full face retro helmet that’s designed to give you yesteryear’s styling and attitude alongside a hefty dollop of modern day helmet tech.
    It’s aimed at giving you the chance to stand out from the crowd while having much of the safety features and utility of a modern day lid. Which is a great idea.

    And since the Glamster shares its AIM helmet shell with many other modern day Shoei helmets, and because it comes with a Pinlock antifog visor and features like EQRS (emergency quick release cheekpads) – the idea is that you really don’t have to compromise.
    Shoei's exclusive Singapore distributor - Chong Aik:
    Quote "SingaporeBikes.com" when you contact them to let them know we sent you!

    34/36 Desker Road, Singapore 209566
    +65 6297 2532
     9am-6pm | Mon-Fri
     9am-5pm | Sat
    So, if you like the look of the Shoei Glamster and are wondering whether it’s worth buying one – here’s all the info you need.
    Retro full face helmet Fibreglass AIM shell 3 Shell Sizes EQRS Pinlock antifog insert included Sizes XS-XXL Double D-ring fastener Safety
    The first thing to say about the safety of the Glamster is that it’s got Shoei’s AIM (advanced integrated matrix) fibreglass shell.
    That’s the same shell tech that you’ll find on the GT Air II and the SHARP 5 Star rated Shoei RYD.
    OK, the RYD scored maximum marks for safety and it’s got the same helmet tech, but that’s not the whole story, because SHARP have tested four Shoei Aim helmets so far and they’ve scored anywhere from 3 to 5 stars.

    So, if all things are reasonably equal, we’d expect the Glamster to score somewhere in that region too, which is pretty good going for a retro helmet. From memory there’s only the Bell Bullet retro that’s been SHARP tested so far and it scored 3 stars.
    Shoei has created the Glamster in three different helmet shells – that’s good for fitment, looks and safety and it’s a reasonably number of shell sizes for what’s actually a competitively priced helmet.
    Inside the helmet, you’ll find a dual density EPS liner (par for the course) and the helmet’s strapped to your bonce with a good ole fashioned and suitably retro double d-ring fastener.
    D-rings are generally straightforward to use and secure, so you shouldn’t have any problems here. I say ‘shouldn’t’ because I’m currently struggling along with my latest Simpson helmet and the double-d ring doesn’t slide very well so it’s a real pain. Still, that’s a rarity.

    Shoei has also included an EQRS liner inside the helmet – so if you do have an off-motorcycle excursion and the ambulance crew need to pull off your helmet, the EQRS cheekpads should make things easier.
    Including a Pinlock-ready visor on a retro helmet is a great touch too. It’s not massively in keeping with the retro vibe, but I’m pretty sure if riders in the 60’s had the option of being able to see out of their visors on cold and rainy days, they’d have bitten your hand off for a Pinlock – so why not?
    And it’s good to see Shoei including a Pinlock with the helmet – that’s always a big tick in the box in my book.
    So, overall, there’s lots going for the Shoei Glamster to suggest it’ll be a sound, protective place to put your head – which should probably be item number one on why we’re buying a helmet, right?

    Shoei’s added a few air vents into the shell of the Glamster, though they’re not really what I’d consider massively practical.
    Those chin vents for example. While there are four of them – so they should let in quite a bit of air – they’re always-open, meaning that air’s always going to be pushing through the chin bar whether you like it or not.
    The forehead vent is closeable though, and it should let a reasonable amount of air into the top of the helmet.
    There are fairly generous internal air channels inside the helmet too and there are corresponding venting holes and cutaways in the internal liner to let some of that air get through to your head.
    The only problem here is that there are only two tiny exhaust vents in the bottom of the neck roll to let any air out. Which is going to reduce the helmet’s ability to vent around the head.
    It’s no surprise then that the word is ventilation’s about average – you can feel some air but you can tell they’ve prioritised form over function in this area, which is hardly a surprise in a cool-looking retro helmet I guess.

    Of course, venting’s also used to keep the visor mist-free, and if you’re riding in cool/damp/humid air, then the Glamster will have a tendency to fog up.
    Thankfully, despite it being a retro-style visor, Shoei’s made it Pinlock ready and included a Pinlock in the box. So, attach the Pinlock and most of your misting problems will be gone.
    The visor opening’s reasonably generous for decent all-round vision, though it isn’t a quick release visor so if you ever want to swap it out or remove it for cleaning, you’ll have to get your screwdriver out.
    Shoei’s put a visor lock on the bottom of the visor, so close the visor and it’ll automatically lock. Push up on the black tab/lock and the visor unlocks.
    I’ve heard that it can be a bit fiddly to use at first and you might need to pull the tab forward a bit to disengage – but who said looking cool and retro was going to be easy. I mean you’ve gotta have some of the rubbish features that came with old helmets, right?
    Other than that, Shoei’s taken an old style visor and made it work well.

    Comfort and Sizing
    Internal fitment of the Glamster is medium oval – so should be the right shape for most riders’ heads.
    There’s not much info on what materials Shoei uses inside, except to say it’s a fully removable/washable liner with 3D moulded cheek pads.
    It’s also got EQRS quick removable cheekpads in there which is always worth having – anything to reduce injury, right?
    If you’re looking to fit a comms unit in there, you might be disappointed if your speakers are anything other than super thin, because there aren’t any speaker pockets in there, which is a shame.
    Shoei does know how to make a comfortable helmet though, so provided you suit the head shape, we expect the Glamster should be comfortable for long days spent on the North Circular.

    121372105_925471208223055_7857914398987729006_n.mp4 Looks & Graphics
    You can probably guess at the sort of graphic options available for the Glamster?
    There’s a nice off-white and a couple of blacks as well as a plain Basalt grey and Laguna blue. At the time of writing there’s also a range of different colourways in the Resurrection graphic incuding a white, blue and black.
    But you just know there’s going to be a stack more classy designs coming out soon. Feel free to click through to our recommended stores below to see the latest designs and Glamster deals. Nice one.

    Weight & Warranty
    The Shoei Glamster weighs around 1.2Kg (2.65lbs) making it a properly light weight helmet.
    It comes with an excellent 5 year warranty.
    The Shoei Glamster looks set to deliver modern day helmet tech in a quality retro package.
    Not only does it look the part – using tried-and-tested Shoei tech. But looking at the data, we expect it’ll offer good levels of protection too.
    Shoei knows how to build a quality helmet and the Glamster has a ton of features that you’ll find on their modern full face helmets – including that Pinlock ready anti-fog visor (with free Pinlock) and EQRS.
    Just because it looks a bit 60’s doesn’t mean it won’t work like a 20’s helmet.
    There’s a new wave of retro helmets that work like modern helmets and the Shoei Glamster is the latest in the line. So if you like the look but still want a helmet that works on your ride, we’ve no doubt the Glamster will fit the bill admirably.
    The Shoei Glamster is now available via Shoei's exclusive Singapore distributor - Chong Aik:

    34/36 Desker Road, Singapore 209566
    +65 6297 2532
     9am-6pm | Mon-Fri
     9am-5pm | Sat
    As the SOLE AUTHORISED DISTRIBUTOR of SHOEI premium helmets in Singapore, enjoy these perks when you purchase from Chong Aik:
    Asian Fit for Optimal Head Comfort PSB Approved Helmets (Compliant with Singapore's Traffic Regulation) 5 Year Warranty for Helmet Shell Complete Helmet Accessories

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    +65 6297 2532
    🕘 9am-6pm | Mon-Fri
    🕘 9am-5pm | Sat
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