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    SBF
    SingaporeBikes.com preferred bike rental company - Auto Exchange Bike Rental - is back with another unbeatable offer for this "Niu" year!

    We are excited to share that Auto Exchange has just gotten in a brand new fleet of motorcycles consisting of the latest and hottest 2021 models for you to try and experience for yourself! Read to the end of the post to see actual pictures of the motorcycles!
    Not only are the bikes brand new, they are also priced to be the cheapest in the market and you will not find a better deal anywhere else!
    Price for Class 2B motorcycles during this special offer (Quote SingaporeBikes.com to enjoy these prices!):
    Daily rental: S$25/day Weekly rental: S$21.40/day (S$149.80 per week) Monthly rental: S$17.80/day (S$535 per month) Check out their new fleet (Pictures below!):
    Class 2B: Yamaha NMax V2 2021, Lambretta, Yamaha MT-15, CBF190TR, FZ-S, Honda ADV150 Class 2A: Honda CB400X, Kawasaki Versys 300, Yamaha XMax Class 2: Kawasaki Z1000, Yamaha TMax, Honda X-ADV We have worked out this deal with Auto Exchange so that if you are in the market to rent a motorcycle, there is no further reason to look anyway else!
    Brand new, excellent working condition, latest model version Full insurance coverage (including commercial delivery) CHEAPEST in the market - Why pay more for COE bikes? Comes with rear top box, handphone holder, just ride and go! (subject to availability) No guarantor required Flexible arrangements and no-frills service To reserve your motorcycle today, please navigate over to the link at https://www.singaporebikes.com/bikerental and a staff from Auto Exchange will get back to you within the hour.
    Alternatively, you can contact Auto Exchange at +65 8500 0420 ( WhatsApp - https://wa.me/6585000420 ) and quote "SingaporeBikes.com (SBF)" to take advantage of the offer today!
    Auto Exchange Motorcycle Rental
    Address: 81 Ubi Ave 4, #01-16, Singapore 408830
    Check out their customer review over here: 






    SBF
    Suzuki has announced details of its latest generation Hayabusa, with the new – and hotly-anticipated – third iteration of the legendary hyperbike coming with over 550 new parts, including:
    Iconic and uniquely individual Hayabusa aerodynamic silhouette and styling, but with redesigned wind-cheating bodywork that remains faithful to the Hayabusa’s unmistakable shape while adding sharper lines and classy details. A heavily redesigned engine - including new pistons, conrods, crankshaft, and camshaft - specifically aimed at producing enhanced performance in the lower to mid rev ranges making it the fastest-launching Hayabusa yet. A comprehensive suite of electronics that includes IMU-governed ABS and traction control, cruise control, launch control, bi-directional quickshifter, engine brake control, three power modes, plus three preset rider modes and three user-defined modes. A revised chassis, with a new subframe, new brakes, and new suspension settings.
    History
    Launched in 1999, the Hayabusa stunned the motorcycling world and gave birth to the hypersport category. Taking its name from the Japanese for Peregrine falcon - famed for feasting on blackbirds - it delivered unrivalled performance, was immediately recognisable thanks to its now-iconic silhouette, and went on to develop cult status. Its monster engine enabled a smooth, turbine-like power delivery and an eye-widening top-end rush, but also gave it a flexibility and usability rivals could only dream of, while wind tunnel-designed bodywork allowed it to slip through the air effortlessly.
    The launch of the second generation Hayabusa in 2008 boosted capacity and power, while a mid-term update in 2013 added Brembo monobloc calipers and ABS, updates that brought the machine firmly into the 21st century, yet remained faithful to the unique styling that has earned the Hayabusa its icon status. 
    Nearly 200,000 units later a third generation takes all that was right with the genre-defining hyperbike, but leverages the latest technologies to provide greater control and improved comfort to maintain its position as the ultimate sports bike.

    Design
    After the launch of the original in 1999, the Hayabusa’s striking aerodynamic silhouette has become instantly recognisable; nothing looks quite like a Hayabusa.
    During the design of the third generation machine the concept of ‘the refined beast’ made sure that Suzuki designers did not bring about wholesale changes, but instead made sure the latest iteration was still immediately identifiable as a Hayabusa. And 21 years on, still nothing looks quite like a Hayabusa.
    Still low, long, and wide, the new generation has faithfully inherited the DNA of its predecessors, but with sharper lines and a tough, modern look that oozes refinement, class, and ultimate performance. It has been brought firmly into the present and future-proofed for the road ahead.
    The overall result is a look of higher quality and greater luxury fused with the daunting image of the fierce bird of prey from which it takes its name.
    The side profile looks every inch Hayabusa, but the design features straighter, sharper lines, from the new mirror design to the famous seat hump. A fresh face comes from new vertically stacked LED headlights, nestled between the new angular air intakes. New position lights flanking the scoops double up as integrated turn signals.

    Great effort was also devoted to designing the straight-edged exhaust and mufflers, that sweep up towards the tail (which itself features new LED rear combination lights) to create a mass-forward look.
    Much like the design of the Hayabusa’s bodywork, the iconic machine’s clocks are just as much a part of the bike’s identity. And much like the bodywork, they too have been redesigned to embrace modern technology - in the form of a colour TFT screen - while retaining the elements that standout as Hayabusa: the two large dials that flank the new TFT display.
    The large analog tachometer and speedometer gain a fresh, more attractive appearance. Features include bigger, bolder numbering that improves legibility, and raised scale markings around the periphery of each meter use LED lighting to provide a clearer view and faster recognition.

    The colour TFT screen displays a plethora of information readouts from the new Hayabusa’s suite of electronics (described in full, below) including the current SDMS-α settings or an active data display that shows lean angle (with peak-hold function), front and rear brake pressure, rate of forward/reverse acceleration and the current accelerator position. The panel also shows clock, gear position, odometer, dual trip meter, ambient temperature, instant fuel consumption, riding range, trip time, average fuel consumption, and voltmeter displays.
    LEDs located in the corners above and below the LCD include the neutral indicator light, turn-signal indicator lights, high-beam indicator light, low oil pressure warning light, traction control indicator, malfunction indicator lamp, master warning indicator, and ABS indicator. There is also an LED engine coolant temperature indicator light in the upper right corner of the engine coolant temperature gauge and fuel indicator light in the upper left corner of the fuel meter gauge. An ambient light sensor automatically adjusts the instrument cluster’s brightness level based on surrounding conditions, or the rider can also opt to make manual adjustments.

    Engine
    During the development of the new Hayabusa many prototypes were evaluated, with many featuring different engine configurations. Engine designer Naoki Mizoguchi explained, "We considered a variety of engine configurations before arriving at the final design. Experimentation included building prototypes with larger displacement engines, turbocharged versions, and others with six cylinders. In the end we came to the conclusion that the original engine package achieved the best overall balance. We also came to the conclusion that not changing the basic layout was key to retaining the Hayabusa’s distinct identity. So we applied the best of its proven qualities when we sat down to set the latest engine design. Our goal was to create a better engine while building on the same proven layout."
    As a result of Mizoguchi and the engineer’s work, the 1340cc, inline-four cylinder engine has undergone extensive reworking, with the aim of boosting performance and improving power and torque in the low and mid-range RPM. The result - especially when allied to new performance-enhancing electronics - is the fastest-launching Hayabusa yet as well as a more rideable and flexible engine for everyday use, plus added durability and reliability, also.
    While the new Hayabusa remains electronically limited to 299km/h (186mph), it outpaces its predecessors off the mark thanks to a flatter torque curve that fills in a flat spot identified in earlier iterations in the lower rev ranges.

    That increase in performance, plus the added durability, comes from a number of new or redesigned components. The new Hayabusa uses new, lighter pistons, more rigid and lighter conrods, new camshaft with revised cam profiles to reduce valve lift overlap and new cam chain tensioner, revised crankshaft and crankcases, new gearshift stopper, cam, and cam plate, and gears with revised bearing widths to improve shift feeling, new slipper clutch assembly, and new magneto.
    Changes to the combustion chamber promotes faster and more efficient burning of the fuel-air mixture. Further machining on the combustion chamber around the intake valve expands the valve curtain area and improves the flow coefficient by 5% as the valve begins to open and reaches 5mm in lift height.
    A new ride-by-wire electronic throttle system works with the new Hayabusa’s variety of electronic control systems, while also providing a light, natural response with linear control, similar to that of conventional throttle operation. In conjunction with the introduction of this new throttle system, the size of the tapered throttle bodies has changed from 44mm to 43mm, but the overall intake pipe length, (including the intake pipe, throttle body, and funnel), is extended by 12mm over the previous intake system. This contributes to producing greater power output at low and mid-range engine speeds.

    There’s also a new side feed fuel injector that places the secondary injector at an angle on the side of the intake funnel. Its spray strikes a reflecting plate in the funnel and creates a fine mist that enters the combustion chamber. The result is again an increase in power and torque output at lower engine speeds.
    New air intakes reduce pressure loss and increase flow into a larger airbox, which ups capacity from 10.3 to 11.5 litres, and while retaining the bold, twin muffler design the Hayabusa is known for, a new exhaust system saves over 2kg over the previous system, as a new pipe connecting cylinders one and four helps delivery more bottom end torque. A new two-stage catalytic converter replaces the previous single-stage design to help meet Euro5 emissions standards.

    Electronics
    A major leap forward from the second to the third generation Hayabusa comes from a new, comprehensive suite of electronics aimed at improving everything from performance to rider comfort, and safety.
    Encompassed within the latest version of Suzuki Intelligent Ride System (SIRS) is the below:
    Suzuki Drive Mode Selector Alpha (SDMS-α) featuring a selection of three factory preset and three user definable modes, combining: Motion Track Traction Control System (10 modes plus off) Power Mode Selector (three modes) Bi-directional Quick Shift System (two modes plus off) Anti-lift Control System (10 modes plus off) Engine Brake Control System (three modes plus off) Active Speed Limiter Launch Control System (three modes) Emergency Stop Signal Suzuki Easy Start System Low RPM Assist Cruise Control System Combined Brake System Motion Track Brake System Slope Dependent Control System Hill Hold Control System Within SDMS-α riders have the ability to choose from one of three power modes, with full-power mode one followed by a softer mode two that reduces initial power but still builds to the same peak power, while mode three has a reduced maximum power output.
    There are also 10 modes of Motion Track Traction Control from an IMU-controlled system that uses the same technology as Suzuki’s world championship-winning MotoGP machine and GSX-R1000R. The lean angle-sensitive system takes readings from the IMU, front and rear wheel speed sensors, crank position sensor, throttle position sensor, and gear position sensor to detect a loss of traction before the ECU controls output to the throttle valve, ignition coil, spark plugs, and fuel injectors to limit power. The system can also be turned off.

    A further 10 modes of Anti-lift Control help prevent the front wheel from lifting during hard acceleration. The higher the setting the greater amount of control supplied. It, too, can be disabled.
    A race-derived bi-directional quickshifter allows riders to shift up with the throttle wide open and without operating the clutch, while the need to blip the throttle on downshifts is also eradicated. Two modes mean riders can choose from a more race and performance orientated response, or a mode that responds to a lighter touch.
    To further personalise the Hayabusa’s advanced electronic systems riders can manage the effective strength of the engine braking to match their preference. There are three additional settings to choose from, as well as the default ‘off’, whereby the higher the setting the more the effect of the engine braking is suppressed.
    As part of SDMS-α come three factory preset rider modes - Active, Basic, and Comfort - with each using a combination of allotted settings for the above systems. Active uses the full power engine map, with traction control and anti-lift set to one out of 10 and the quickshifter on its raciest setting. Basic uses the same quickshifter setting but the softer throttle response with traction control and anti-lift set in the middle, at mode five of 10. Comfort sees those upped to 10, with the engine mapping set to its softest setting with reduced peak power, and the softer quickshifter setting. All three modes use the default engine brake control system setting.
    However, three user-defined settings allow riders to tailor the settings to their own preferences and needs based on their experience or the riding conditions.

    The new Hayabusa’s electronics suite is further bolstered by a launch control system with three modes that allow riders to limit engine RPM to 4,000, 6,000, or 8,000 RPM before launching, depending on their confidence or experience.
    Cruise control allows riders to set their desired speed on longer journeys. With the system activated via a button on the right hand switchgear and the speed set and adjusted using buttons on the left, riders can release the twist grip and continue onwards at their preferred speed. The result is reduced fatigue and increased comfort. The system can be overridden with a touch of the brakes or by reopening the throttle. Owners can also set their preferred speed via a new speed limiter function, ensuring the motorcycle will not exceed that speed during operation. However, it too can be overridden by a quick twist of the throttle to allow riders to make overtakes or escape danger.
    An intelligent braking system sees the third generation Hayabusa equipped with lean angle-sensitive ABS, helping riders track the intended line even when the brakes are applied mid-corner, plus linked brakes mean pressure is automatically applied to the rear brake when the front brake lever is operated, improving stopping performance.

    The system also identifies when the brakes are being applied on a descent, with the ABS unit using input from the IMU to monitor the bike’s posture, before optimising front brake pressure to prevent rear wheel lift. The IMU also enables the new Hayabusa’s hill hold function, which automatically engages the rear brake for 30 seconds once the motorcycle comes to a stop facing uphill, even if the rider releases the brake lever or pedal. This helps ensure a smoother restart free of worries that the bike will roll backward.
    Suzuki’s easy start system and low RPM assist functions also feature, meaning the engine fires with one brush of the starter button and the engine speed is automatically raised as the clutch lever is released to aid slow speed control and prevent stalling. A new emergency stop signal flashes the turn indicator lights when the brakes are suddenly and sharply applied to warn traffic in the immediate vicinity.

    Chassis
    Hayabusa has always been known for its remarkable combination of high-speed stability and its planted feel alongside surprising agility and nimbleness. As a result, Suzuki engineers focussed on evolving the existing chassis setup to build on the proven base, as opposed to ringing the changes unnecessarily.
    The tried and tested twin-spar aluminium frame uses extruded aluminium sections which lend the right amount of suppleness and strength, achieving a better overall balance. A new subframe reduces weight by 700g.
    A new setup of the fully adjustable front and rear suspension units help improve the bike’s stability at speed as well as its ability to turn, and also deliver improved grip from the specially-designed Bridgestone Battlax Hypersport S22 tyres.

    Mounted to new seven-spoke wheels are bigger 320mm discs up front, with improved stopping power also coming from Brembo Stylema calipers.
    Longer journeys on the new Hayabusa are not only made easier thanks to the extensive electronics package, but changes to the bike’s ergonomics see the ‘bars brought closer to the rider by 12mm, aiding rider comfort while ensuring the rider remains directly connected to the front wheel.

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

    SBF
    New launch alert! The Caberg Flyon Full Carbon Helmet is now available at a launch promo price of S$399 ONLY! This includes a FREE set of Parani M10 motorcycle bluetooth headset worth a staggering S$129.90, completely free of charge!
    The Caberg Flyon Full Carbon Helmet is PSB approved and available in:
    Gloss Carbon Matt Carbon
    The helmet and Parani bluetooth headset comes with a warranty period of 1 year courtesy of Caberg and Parani distributor - Racing World!
    SHOP NOW and get delivery to your doorsteps: https://www.singaporeracingworld.com/product/caberg-flyon-carbon-helmet/
    FLYON IS THE CABERG OPEN FACE CONCEIVED FOR THE DAILY URBAN AND EXTRA-URBAN ROUTES.
    The high quality of the materials used and the main features of this open face allow to enjoy longer itineraries with medium and high-powered motorcycles without regretting the characteristics of a full face or a flip-up.

    Among the many features there are a wide outer visor, equipped with a lock system to prevent sudden opening, an anti-fog Pinlock lens, an integrated sunshade visor easy to move, an extraordinary ventilation granted by two vents on the top and an air extractor on the back, and the possibility to mount Bluetooth communication system.

    All these great features make the FLYON a contemporary helmet able to satisfy the most demanding touring bikers.

    For more promotions, offers, and specials from Racing World Singapore - Do refer to their forum location here:
    https://www.singaporebikes.com/forum/376-racing-world-s-pte-ltd/
    SBF
    Ducati is one of the most well-known brands in the motorcycling world. Heck, even non-bikers would have heard about this Italian stallion brand just like how Ferrari has become a household name. It is always an exciting time of the year when Ducati refreshes their line-up, introduces new bikes, and give us a sneak peak into what's coming over the next few months.

    We feel that this is a very appropriate time to look at Ducati's range offer for 2021 and what we might expect in the near future! Read below to find out what's coming and if anything tickles your fancy, we have an authorised Ducati distributor right here in Singapore! Be warned tho, bring along your wallet, credit cards, unwanted children, and whatever organs in your body that you don't need as payment.
    Ducati Naked Bikes & Street Bikes
    First up, we have the Ducati Monster which is freshly updated for 2021 - with two model variants, the Ducati Monster and Monster+, and you’ll instantly see it no longer includes the signature trellis frame.

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

    The enduringly popular Ducati Scrambler continues to be mildly rejigged with an ever-growing number of trims and model variants appealing to riders across categories, including A2 compliant versions, cafe racer editions and off-road creations. 
    The Scrambler range is designed to be effectively it’s own line of bikes within the Ducati range, with individual branding and style options there’s a model version to suit everyone… There’s a handful of new Scrambler models coming in 2021, including the Scrambler 1100 Dark Pro, Nightshift (replacing the cafe racer and Full Throttle), Desert Sled and Icon editions.

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

    Last on the street list, is the Hypermotard. Another longer term staple in the Ducati stables, the Hypermotard has seen a facelift among some of the changes leading to the 2020 release of the newest iteration, the Hypermotard 950 RVE. This one ticks all the usual boxes for a Hypermotard, but adds a ‘graffiti’ livery (it says HYPE on), a quick shifter and everything you’d need to hoon around your local area.
    Ducati Sportsbikes, Ducati SuperSports Bikes & Ducati HyperSports Bikes
    These are the motorcycles most often recognised as Ducati, and often spoken of as their leading-line of bikes.
    First, we have the Ducati Panigale, which is another to get a special edition variant - the SP2 - which plugs the gap between the S and R, featuring all manner of stealthy styling mods an obscenely high power-to-weight ratio, weighing in at 173kg but outputting 214bhp. 

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

    We also find the Ducati 950 and 950 S in the Supersport category, and both have received sizeable refreshes for 2021 to give newer riders a firm stepping point in to the supersport ranks, with updated upper and lower fairings to bring the look closer to the Panigale.
    Ducati Adventure Bikes
    Ducati has given the Multistrada a big update for 2021 with the introduction of the new V4, which comes in at the top of the adventure-sport-tourer range.

    Powered with a tuned version of the V4 engine as found in the Panigale and Streetfighter offering top tech, refined dynamics and more go-anywhere ability at a premium cost versus its competitor. The Multistrada platform is known for being built to high standards, and is designed to both look good and go the distance with class-leading service interval checks. The Multistrada 950 S also arrives to spruce up the entry point into the range for those unable to stretch to the V4.
    Ducati Diavel
    Not quite a cruiser, not quite a tourer, the Diavel basically carves itself a unique place in Ducati’s 2021 range, and is a stunning look at what can be achieved when an Italian manufacturer looks to go for a mixture of both pure brute power and Italian flair. 

    We get vibes of movie-villain from this range, but who doesn’t love an anti-hero? Diavel does, after all, mean ‘Devil’ in Italian. 
    For 2021 the Diavel takes 3 forms, the X Diavel Dark, X Diavel Dark Star, and the limited edition Diavel 1260 Lamborghini - seen in the brilliant video unveiling a shared passion between the two Italian outfits. What a dream.
    What is coming up from Ducati in the future?
    So what can we expect from Ducati in 2021 and beyond? Well, one thing is for certain, we can definitely expect to continue seeing the Ducati flair and high performance bikes being rolled out. Ducati are really trying to keep their models fresh with updates for 2021, and are clearly shaking things up a little bit in hope they don’t get too complacent. 

    It’s likely we’ll continue seeing varied versions of the Ducati Scrambler range, while we wouldn’t be surprised if the Multistrada was brought closer into line with the V4 updates further down the range.
    The Hypermotard is also a bike worth keeping an eye on as it isn’t in the first flush of youth, with it’s latest RVE edition possibly providing a foundation for a newer version in the future.

    The launch of numbered and limited bikes, the Panigale V4 SP and Diavel 1260 Lamborghini, point at a possible future of other releases with added value through scarcity, the design team is likely sketching up the latest collaboration as we speak.
    SBF
    Automotive tyre manufacturer Michelin has just patented a device that might take all of the struggles out of big bike ownership (or even small bikes for that matter).

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

    The motors in the device are reported to be 3.6v items, making them big enough to exert between two and four Nm of force onto the back wheel. This is said to be enough to allow the system to move even the heaviest of motorcycles at a very slow speed.
    It’s not totally clear how the system detaches from the tyre under normal riding conditions, or if there is a solenoid in the gearbox that allows the rollers to free-wheel. The current diagrams that are shown in the patent document does not seem like a very elegant implementation of the device but as with most inventions, they will need time and several revisions to get perfect.

    Look, it’s not a total earth-mover in terms of technical scope, but as any motorcyclist who is vertically challenged will tell you; quite often the hairiest part of riding a big adventure bike is moving it into a parking space! And we hardly think anybody would want to own a motorcycle with dolly-wheels sticking out the rear just to aid in reversing the motorcycle!
    With the ever increasing amount of technology going into motorcycles, and with the invasion of electric motorcycles into the mainstream space such as the Honda PCX e:HEV and the Scorpio Model X, having a reversing gear on your motorcycle might just become common place as these electric motors are able to 'turn' in both directions without the need or requirement of a traditional gearbox.

    Do you think having a reverse gear in your bike would be a game-changer and if this would bring more people into the motorcycling world? Let us know your thoughts in the comments section below!
    SBF
    Honda’s luxurious Gold Wing ‘Tour’ – a flagship completely reborn in 2018 –  with radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine and 7-speed Dual Clutch Transmission option, glides into 2021 featuring more luggage capacity, a more relaxed pillion position, new seat material and upgraded audio quality. The comprehensive spec sheet includes 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes, HSTC and Hill Start Assist – underlining its status as a flagbearer for new technology.

    Introduction
    The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975, has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.
    For 2018, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing* and Gold Wing ‘Tour’ took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement the Gold Wing’s reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).
    And, as a result, the Gold Wing Tour’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 2020, standard-fit LED fog lights, larger pillion grab handles plus improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.
    For 2021, the Gold Wing Tour gains carrying capacity, improved pillion comfort and an audio upgrade, further cementing its standalone desirability.
    Model Overview
    The Gold Wing Tour’s engine and chassis were designed in unison for the 2018 rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction. Suspension damping adjusts electrically.

    Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and Idling Stop (on the DCT option) offer ease of use and improved fuel efficiency. Honda Selectable Torque Control (HSTC) maintains rear wheel traction.
    The manual transmission is 6-speed, while DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.
    The Gold Wing Tour offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the extended electric screen adjusts for preference; the seats, too provide all-day comfort and, for 2021 feature a new suede/synthetic leather cover. The angle of the pillion back rest is also more relaxed. Upgraded, speakers show off vivid sound quality. And features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ add modern-day convenience and connectivity.
    The 2021 GL1800 Gold Wing Tour is available in the following colour options:
    Gunmetal Black Metallic Candy Ardent Red (available with DCT only) 2021 Honda Gl1800 Gold Wing Tour
    Key Features
    3.1 Styling & Equipment
    Taut lines with a contemporary edge show off the motorcycle underneath Ample luggage capacity for weekend touring; top box grows to 61L New suede/synthetic leather seats, more relaxed pillion back rest angle Upgraded audio quality Electric windscreen adjustable for angle and height Cruise control operates smoothly via Throttle By Wire (TBW) 7-inch TFT display provides riding, navigation and audio information Apple CarPlay™ and Android Auto™ allow smartphone use Full LED lighting, LED fog lights and auto-cancelling indicators Smart Key control adds convenience for ignition and luggage Two USB Type-C sockets The Gold Wing Tour’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.
    The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.
    Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics
    Comfort, heat management and, most importantly, air management are also high on the Gold Wing Tour’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.
    An extended electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body and fixed deflectors for the lower legs and feet.
    From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach. Both rider and pillion now benefit from a luxurious new suede/synthetic leather seat cover; the angle of the pillion back rest also relaxes, from 16° to 23°.

    All lighting is LED and the Gold Wing Tour is equipped with dual LED fog lights. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.
    When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.
    For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation ­– and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.
    Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.
    The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as managing riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.
    Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.
    Pride of place – on the centre console and Smart Key – is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. It activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while just carrying the Smart Key.
    For 2021, an additional 11L for the rear top box brings total capacity to 121L. Exclusively- designed inner bags are available as an option. Luggage operation is simple. With the Smart Key present, a push button opens all of the boxes. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant pannier access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.
    The Gold Wing Tour is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.

    Newly upgraded, lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.
    The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.
    The capacity of the fuel tank is 21 litres with fuel economy of 5.5 litres/100km.
    3.2 Chassis
    Die-cast, aluminium twin-beam frame Double wishbone front suspension and Pro-Arm rear Front and rear damping level adjusts to suit riding mode selected Rear spring preload electrically adjustable ABS and Dual-Combined Braking System (D-CBS) The Gold Wing Tour’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.
    Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

    The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing Tour’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.
    Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing Tour weighs 385kg wet; the DCT version 390kg.
    The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.
    The Gold Wing Tour also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion.
    Damping level adjusts electrically relative to riding mode. Stepper motors housed within the front and rear shock absorbers move needles to control oil flow, tailoring damping force for the riding situation. Rear spring preload is also electrically adjusted. Separate from the 4 riding modes, there are 4 settings of preload relative to load from soft to hard: single rider; rider with luggage; rider with pillion, and rider with pillion fully loaded with luggage. The setting is displayed on the TFT screen and adjusted via switch.
    3.3 Engine
    Horizontally-opposed, flat six-cylinder SOHC 24-valve engine Throttle By Wire (TBW) with 4 rider modes to tailor power output Honda Selectable Torque Control (HSTC) Riding modes also manage HSTC, suspension damping and brake force Idling Stop and Integrated Starter Generator (ISG) on DCT version Hill Start Assist (HSA) 6-speed manual gearbox with assist/slipper clutch and electric reverse To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing Tour’s 1,833cc engine was completely redrawn. Still as a horizontally-opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.

    Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.
    The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.
    The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):
    TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution. SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure. ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force. RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping. Honda Selectable Torque Control (HSTC) also seamlessly monitors and maintains rear wheel traction, in all riding conditions, for an extra layer of riding confidence. Its level of input, too adjusts via TBW relative to riding mode selection.
    There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.
    To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.
    The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. Its 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.
    Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.
    The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing Tour. Idling Stop can be turned ON or OFF from the right handlebar switch.
    Hill starts on a conventional motorcycle often involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing Tour has Hill Start Assist (HSA) on both Manual and DCT versions.

    After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.
    The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.
    3.4. Dual Clutch Transmission (DCT)
    Third-generation 7-speed DCT Smoother, quieter with faster upshifts and downshifts Walking mode allows machine to ‘creep’ forward or back The 4 riding modes also manage DCT for optimised response Optimised low speed manoeuvrability for 2020 Honda’s DCT technology is now in its eleventh year of production, and over 140,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th, the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.
    Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.
    The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points.
    The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.
    Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.
    It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.
    Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.
    A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.
    The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.
    The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

    When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.
    The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:
    TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts. SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range. ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel. RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode. For more information on Honda Motorcycles Singapore visit https://www.boonsiewhonda.com.sg/.
    SBF
    For those of you who have motorcycle insurance that are expiring soon, or are looking for a new insurance provider for your new motorcycle, look no further than Budget Direct Insurance!

    Budget Direct Insurance is launching an offer which is LIVE NOW - Whereby any motorcycle insurance policy that is bought by the 15th of February 2021, you can get a FREE NETS FlashPay card with a value of S$20 inside. This is on top of their already awesome pricing which is known amongst bikers to be the best value and cheapest* insurance policy around!
    To sign up for their Lunar New Year promotion, navigate over to their website (click on the image below!) and you can get your same-day insurance policy in less than 5 minutes!

    https://www.budgetdirect.com.sg/terms/2021/cny-oxyear-promotion-1feb
    This offer is also applicable to insurance for policies for cars and for those, you can get a FREE NETS FlashPay card with value up to S$120!
    What are you waiting for? Sign up today and get yourself covered with the cheapest* and most value for money insurance policy today!
    SBF
    An article that has been posted on The Straits Times opinion pages just yesterday, where a reader has chimed in to comment that Singapore should update its speed limits on our expressways, to be more inline with other countries and our neighbours where the limits are usually at 110km/h, instead of the 90km/h that we currently have.

    He argues that as cars get safer, more advance, are able to stop in shorter distances, and many of the other benefits that have come with technological advancements. He also believes that with a higher speed limit, this would enable our roads to be more productive and reduce travelling time.

    Full excerpt from Mr Yeo Thye Lye below:
    While there are some merits to his points, and we certainly feel that Singapore could do with a slightly higher speed limit, there are an opposing camp that prioritises "safety" over getting somewhere quicker.

    SBF
    Article syndicated from The Straits Time - Shaffiq Alkhatib
    SINGAPORE - Two women working for well-known motorcycle retailer Mah Pte Ltd will have to spend time behind bars for their roles in misappropriating nearly $570,000 from their employer.
    Mah Pte Ltd is the authorised and exclusive distributor for well-known brands in Singapore such as Triump, Aprilla, Piaggio, Vespa, Adiva and the likes. Mah Pte Ltd started out in the early 1970s and have grown to become one of the most established and well-known motorcycle dealerships in Singapore.
    Singaporeans Kamalasari Kamaludin, 36, and Sayeeda Nafisa Osman, 38, took monies meant for the company from at least 457 customers who were making instalment payments.
    They used the funds to cover their personal expenses and have made no restitution, the court heard.
    Kamalasari was sentenced on Friday (Jan 29) to four years and four months' jail after pleading guilty to two counts of taking part in a conspiracy to commit criminal breach of trust.
    She also admitted to two counts of dealing with the benefits of her criminal conduct.
    Sayeeda was dealt with earlier. She was sentenced to three years and 10 months' jail.
    The offences took place in 2014 and the following year. Both women stopped working there in November 2015 after their crime was uncovered.
    On Friday, Deputy Public Prosecutor Chng Luey Chi described how the women siphoned the monies.
    Both had used their roles in the company to fool Mah Pte Ltd into believing customers were defaulting on instalment payments.
    Kamalasari had worked in Mah's legal department, and was involved in preparing documents on customers who defaulted on their instalment payments to the firm.
    Sayeeda worked as a cashier and had access to all of the company's computer systems.
    The DPP said sometime in 2014, Sayeeda asked to borrow money from Kamalasari. The younger woman replied that she had no cash to spare. The women then hatched the plan to misappropriate the monies.
    "They would collect cash from customers who were making instalment payments... When a customer handed the instalment payment to Sayeeda, they would issue the customer a manual receipt instead of keying it into the computer system and generating a receipt from there.
    "This would ensure that the payment was not captured in the computer system. They would then retain the cash given by the customer and split the cash amongst themselves," said the DPP.
    Their offences came to light that month when the company's finance manager checked on a customer's overdue payment and discovered that he had already paid up.
    The manager conducted a thorough check and realised that the two offenders had been collecting many instalment payments from customers and siphoning the monies for their own use.
    She alerted the police Nov 24, 2015.
    DPP Chng said that Kamalasari transferred more than $200,000 of her ill-gotten gains into her bank accounts in 2014 and 2015.
    For each count of criminal breach of trust, an offender can be jailed for up to 15 years and fined.
    SBF
    A 41-year-old man was arrested for suspected drink driving after causing a collision at a carpark in Jalan Sultan on early Friday morning (Jan 29 2021). More pictures and full video below of the altercation between the suspected drunk driver and the Traffic Police!
    Kudos to our Traffic Police for keeping calm despite the situation and the driver being uncooperative!

    The police said they were alerted to an accident involving a car and five motorcycles at the carpark of 500 Jalan Sultan at 5.01am.
    No injuries were reported.

    The driver can be seen repeatedly brushing off the police officers and refusing to budge from his car seat.
    A circulated photo also shows the affected motorcycles in a heap in front of the car.
    The car driver was subsequently arrested for suspected drink driving.

    Police investigations are ongoing.
    It's so painful to see all those motorcycles being crushed by the actions of a supposedly drunk driver. Never drink and ride, or drive for that matter. Please stay safe on the roads!
    Full video:

    49878145_467138861359916_1153991027954538537_n.mp4
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