everything about two wheels
Issue#06/19
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MaidenWin
NINJA ZX-10R SE TESTED
MOTORSPORTS POWERUP GEARUP ADVENTURE & TOURING REVIEWS I-RIDECLINIC
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TEST – ZX-20R SE
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TEST – ZX-20R SE
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BACK TO SCHOOL – CSS
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COMING SOON– DIAVEL 1260 S
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TRACKDAY ADDICT –SBR TRACKDAYS
26 BACK ISSUES https://i-moto.com.my/e-mag/ CHIEF EDITOR RC Moto (ROGER) roger@i-moto.com.my ☎ +6018 356 0601 CREDIT CONTROL Ms Beh limien83@hotmail.com ☎ +6012 905 6699
ADVERTISING ENQUIRIES Ms Moon (THE MOON) moon@i-moto.com.my ☎ +6018 668 9596 ADMIN Ms Moon (THE MOON) moon@i-moto.com.my ☎ +6018 668 9596
CREATIVE Robynn Lee robynn@i-moto.com.my ☎ +6018 668 9596
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GEAR-UP CARDINALS RACING TANGO
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CONTRIBUTORS:
MOTORSPORTS MOTOGP
The views expressed in this magazine by the contribu tors are not necessarily those of the publishers. All articles are written in good faith and are based on informatio n provided by manufacturer and owners. Whilst every effort has been made to ensure the accuracy of all material, the contributo rs, eMagazine and the publishers cannot accept liability for loss resulting from error, mis-statement, inaccuracy , or omission contained herein. Reproduction of any matter printed or depicted in i-Moto eMag is prohibited without prior permissio n. Some words, names, and designation s are trademarked and are the property of the trademark holder and have only been used for identificatio n purposes only.
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Mark your calendar! On the forth weekend of July 2019, Janda Baik, a village which is about thirty kilometres from Kuala Lumpur and surrounded by the rainforest at an altitude of 400-600 meters above sea level. It is a fantastic scenario to discover on a motorcycle will host the fifth edition of a unique enduro experience filled with adventure and action called the GIVI RIMBA RAID 2019. Since the first edition of RIMBA RAID that’s dates back to 2015 but is already considered as one of the most followed off-road events in Southeast Asia and as such has garnered support beyond the Malaysian borders. In a single event this competition boasts more than 120 participants from Malaysia, Thailand, Singapore, Indonesia, China, UK and Italy including Matteo Graziani, one of the worlds best motorbike rally rider.
A winning formula that attracts motorcyclists who own bikes such as the BMW R 1200 GS and GS Adventure, F 800 GS, F 700 GS, F 650 GS and still KTM 690 Enduro, 990 Adventure, 1190R Adventure, 1290 Super Adventure R; the Triumph Tiger 800, the Yamaha XT1200Z Super Hold; the Honda Africa Twin, NX6750, NC750X; Husqvarna 701 Enduro; Ducati Scrambler Desert Sled The forth edition of RIMBA RAID is on 26th-28th July 2019 is awaiting for you!
Off-road events in this country are on the increase but apart from the famous BMW GS Trophy and the KTM Malaysia Weekend Adventure only the amateur RIMBA RAID is dedicated to maxi enduro, starting from the 650cc’s.
If you need more information please contact Kapt Nik Huzlan Call 013-335 7334
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With a price of â‚Ź 39,000, (RM183,000) the RSV4 X made its debut at Aprilia All Stars in Mugello, is sold out! With 225 horsepower, weighing 165 kilos, the world's first Brembo GP4-MS caliper, scattered billet aluminum fittings (levers, adjustable sills, upper rims),
Marchesini Magnesium rims, titanium and carbon fiber Akrapovic, and Rarely the ANN (Aprilia No Neutral) box for the first time offered on a non-racing bike. All the 10 units of RSV4 X’s was sold within a few hours of the online order opening.
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"I’m really excited to get the chance to be competing again. I can’t wait to get back on a bike and get that racing feeling. PETRONAS Sprinta Racing are an exceptionally professional team in all three categories and I know some of the crew in the Moto2 squad from the past. I’m looking forward to working with them again, especially as I have some good friends there. I have positive memories of Barcelona as I’ve been on the podium and
put in some fast laps there in the past. It’s actually one of my favourite tracks and it suits my riding style well. The Kalex is a really fun bike to ride because the riding style is very similar to what you use in MotoGP. The Triumph engine feels closer to a MotoGP bike, it suits me and I didn’t do badly in testing, so I can’t wait to get going again on it!"
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KAWASAKI ZX-10R SPECIAL EDITION
GODZILLA UNLEASHED! BEST ZX10R YET!
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e took the mighty KawasakiZX10R SE to the test on road . Launched back in 2016, we were among the first in the world to test the all-new ZX-10R then, thanks to Kawasaki Motors Malaysia letting us and a handful of other Malaysian Motorcycle Press loose on the bike at Sepang Circuit. For a 1000cc superbike, the ZX-10R SE can be a comfy road bike to a sharp track weapon at the push of a button and the presets are close to spot on. Kawasaki made a big step forward with the 2016 ZX-10R, refining their flagship sportsbike into a pin sharp, easy to ride, sweet handling yet super-fast motorcycle. Nothing much needed updating for 2017 at all, however, for 2018 the green team have released one very special version that I reckon is the best ZX-10R yet, the ZX-10R SE (Special Edition).
Not only does the bike look absolutely stunning in Matte Black, it comes with trick kit in addition to the stock 10R such as forged sevenspoke Marchesini wheels, River Symbol 3D Ninja logos and special edition paint scheme, emblazoned seat, two-way quickshifter (KQS), Kawasaki Electronic Controlled Suspension (KECS), pillion seat, tank pad, plus has the same 3 Power Modes, TC (S-KTREC), launch control (KLCM), and extra, engine braking control (KEBC) and the Ohlins electronic steering damper remains. All of that kit comes at a price, though, and at from RM130k bracket above, the ZX-10R SE certainly is a high end Japanese motorcycle. The stock model is from RM98k, so the SE is a RM30k premium. Is it worth the extra Ringgit? Personally, after riding it for a week and comparing it to other sportsbike with similar spec running gear, I think it is! If you can afford it!
Ergonomically the SE feels identical to the stock 10R, which is natural and comfortable for a sportsbike, with a narrow feel between the things and a well-shaped tank for gripping with the knees. The footpeg on the 10R have always been a bit high for my liking for straight line riding but the trade off is the ground clearance and good cornering body position. The black tank with the 3D badges, trick River Symbol key and highlights give the feeling that the SE is a special ride and that is before the starter button is pressed…
Firing the SE into life at Kawasaki’s HQ for my road test day, the first thing that gets me is the cammy, lumpy idle of the inline four, with a loud exhaust note coming from the stock muffler and raspy intake growl. It is impressive and doesn’t need an aftermarket slip-on. The dash lights up with an array of information but is no different to the ZX-10R dash from the past years, meaning it is not easy to read in bright lights. I remember Kawasaki telling me at the launch in 2016 that Yamaha spent one million bucks developing the R1 dash, while Kawasaki decided to leave the dash and spend more money on performance. I get that, but, the bike definitely needs a better dash because and I set off up the road, with a small amount of sun, I can’t see much at all on the display…
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The dash mainly displays your rpm and speed. At the wrong angle this can be hard to see and info is too My day one test loop is to be PJ-KarakBukit Tinggi-Karak and back, around 220km. Impressed with the silky smooth throttle operation at low speeds and the plush ride the KECS is giving. The quickshifter is faultless at traffic speeds and the bike feels comfortable, easy to handle and weave through the cars with the mirror open and overall really rider friendly. Of course there are some heat from the high-spec engine but then the thermos fan kicks in and cools it down. The clutch action is soft and smooth; brakes strong and easy manage one finger braking at high speed, rear brake effective with good feel and power, switches standard and easy. It’s all great, aside from that conventional dash! Even in F power mode around town and commuting the ZX-10R SE is quite smooth and easy to ride, a real pleas Leaving the KECS in Road but upping the power to Full and dropping the KTRAC to 1, I hit the twisties at Bukit Tinggi. Within a few corners I am getting the feel of the suspension and how the KECS reacts. Usually there are compromises with electronic damping control but Kawasaki really have struck that spring rate and bike balance sweet
spot that means it is good over a full range of conditions when supported by the constantly sampling (fastest of any production bike) KECS. What it means is bumps that would normally upset a bike are soaked up, while stability and support is still there when braking or pushing the limits through the turns. The SE just seems to remain level and balanced all of the time as I flick it from turn to turn over bumps and humps and push it on the smoother stuff. Hitting Karak back in Full Power Mode, the ZX-10R SE easily cruises at 180km/h at around 9000rpm with plenty on tap for passing and so forth. Despite being a peaky motor the SE, as is the case with the standard 10R, has enough pull in these situations to avoid back-shifting, not that it requires any effort with the quickshifter. The bike is vibe free, silky smooth and
The bike is vibe free, silky smooth and plush with the KECS doing a stunning job in Road setting. The mirrors are the same as the other 10Rs, which means they are just adequate, but I can see cars behind blur free so that is the main thing. The seat, being narrow and thin, is getting a bit hard as I reach my first hour (from home) in the cockpit but I’m carrying a backpack plus it is a sportsbike. Off the M1 I take a break and have a cold can of Coke while looking over the bike and having another quick play with the settings to familiarise myself with them. It is so easy, all toggled via the left switchblock and dead set simple. Some other manufacturers could really learn from the Kawasaki system.
Impressive, not to mention comfortable and therefore not as tiring as most sportsbikes are through roads like this. Backed up with the ABS system, an up and down quickshifter which is faultless, an electronic Ohlins steering damper and of course the traction control, which I have now bumped back up to three as the road is a tad slippery, the SE has to be one of the easiest 1000s I have ridden through twisty roads, and throttle hand don’t get so tired after half and hour of riding.
When the trackday come, the ZX10R SE is a track day riders dream ride. It does it all with the push of a button and is easy to ride fast without tiring you out. I now spend an hour fanging up and down the same 10km road, testing all base presets and then playing with the manual settings of the KECS. I leave the power in Full as I found Medium snappy on initial opening at the higher rpm and the engine braking is on standard (there is also L). I drop the traction to level 1 and push on fast for a run. The bike is so agile, so confidence inspiring, it goes where I look and tips into turns with accuracy and no surprises. I can alter my line at will and have massive confidence in the front tyre into corners, on or off the powerful Brembo M50s, which are incredibly good brakes but there is too much lever travel at the Brembo radialpull master-cylinder. By the end of the fast run I’ve over-ridden the Road KECS settings so flick it to Track and do the run again. The bike immediately feels more lively and responsive in the turns and more supported on the brakes. The KECS is a super fast onestep activation system that samples every millisecond to the KECS ECU and every 10ms from the FI and IMU so it is incredibly seem-less in changing. With more support I push harder and find the back Balance Free shock just right for the conditions but the fork KECS presets not enough, so I stop and (easily and quickly) enter Manual and bump comp damping up to 14 of 15. I then do another run and find it spot on. Interestingly, heading back, at only a slightly reduced (legal of course) pace I end up reverting the presets and find that better.
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In the end though, it is fantastic handling and extremely fun. It is also freakin’ fast. Mega fast. Like, hold on tight if you can type of fast… This ZX-10R SE came with Bridgestone RS11R that 50% wear on it. I never tested this tyre on the road before so I took it easy on the first run uphill to understand the character of the RS11R. Cruising back through the highway in F mode, winding down from my fun sports performance testing, the ZX-10R SE is
giving me a really satisfying, relaxed experience around 190km/h cruizing speed and I imagine this as a daily bike, I’m sure this ZX10R SE is pretty good superbike for daily usage and performance on the weekend ride! I just did a 250km loop that would test the best superbikes out and the ZX-10R SE took it all on, easily, plus performed just about anything through the fast bits. I’m seriously impressed with the package as a whole on the road, the engine, ergonomics, electronics and general rideability make it one very special street bike…
BUKIT TINGGI, PAHANG
Final thoughts At the end of 1000km I had for the review, the ZX-10R SE I started to feel attached but its time to return to Kawasaki, I feel the ZX10 is easy to rider than its competitors in the liter segment So a buyer is looking at RM130k plus plus! including road tax and insurance to acquire one of these. Now you all want to know if I’m going to run out and tell everyone to buy one. Yes I will for a daily ride to work and back plus my weekend road bike to the twisty hills for coffee
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KAWASAKI ELECTRONIC CONTROL SUSPENSION Internal architecture focuses on producing high peak power plus delivering strong low-to mid-range power for quick acceleration.
Stroke sensors and adjustment solenoids built into the suspension units themselves ensure the system is both discreet and highly efficient. Kawasaki Electronic Control Suspenpion only on the Ninja ZX-10R SE.
7-SPOKE MARCHESINI FORGED WHEELS (NINJA ZX-10R SE AND RR)
DISTINCTIVE GREEN HIGHLIGHTS (NINJA ZX-10R SE)
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P
art of my job is to ride every new motorcycle out there and this I have been doing for the past 5 years and I been riding for over 30 years, younger days was competitive racing. Back then there was no riding schools, so what we could get was asking advice from faster and more senior racers. We learn the hard way, through experience and few crashes. Now there is an easy and proper way to get coaching. How much fresh information could I pick up over two days at a riding school, I wondered... A very humbling amount it turns out, and that brings me to the first segment of this story and so California Superbike School (CSS) arrived at Sepang in 2017. I took Level 1 and Level 2 in February 2017. Our review HERE We as humans for sure naturally have bad riding habits and bad riding habits are usual especially casual riders but CSS coaches will first follow you to see your mistakes and then lead to show you the right way to do it.
SEPANG INTERNATIONAL CIRCUIT
DRILL INSTRUCTOR
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CLASSROOM THEORY
IS CSS FOR YOU? CSS is for everybody on a motorcycle. Attendees at the 2017 California Superbike School included everyone to nervous racetrack first-timers to ex-national championship racers (Gabit) and many intermediate and experience, rider like myself. We will learn riding skills that is somewhat valuable, even if our riding goals were completely different. For some rider simply focused on being a better, safer rider and the school helps vastly in that area. In fact, almost everyone I asked said they'd love to return to CSS and indeed, many riders here are happy repeat students, no shame being a student all over again! Bikes in all shapes and sizes are welcome at CSS, the ideal scenario is to learn on the bike you would usually ride.
BODY POSTION
SEPANG INTERNATIONAL CIRCUIT
DRILLS
HOW DOES IT WORK?
COACHES ON TRACK
CLASSROOM THEORY
LEVEL 1 Syllabus at CSS is split into four levels, each spread over one day. Each level seeks to improve aspects of riding in a particular area. Level 1 deals with the basics and focuses on throttle control, turning points, quick turning and more. CSS wants you to learn, not prove how fast you are, so most of the exercises over the weekend allow just one or two gears and often, no brakes. .
BIKES ARE CHECKED
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LEVEL 2 Level 2 was less about the body and more the mind. Here, the rider is introduced to new ways of vision and taught to pick up reference points around the track. Higher speeds tend to create tunnel vision which causes you to tense or freeze up with fear. This is completely counterintuitive to going fast. To overcome this natural instinct, the school teaches you to work on peripheral vision which slows things down in the rider's mind. This keeps the rider calmer and thus more confident to stay on the gas just a little bit longer. On-track coaches help students out with any aspects they are struggling with.
LEVEL 3 At Level 3, things start to get strenuous on the body as we went through different drills on body position and how control over your body exercises control over the motorcycle. The transition in your riding from day 1 to day 2 even day 3-4 is incredible - everyone felt big improvements. In my case, these came in the form of a new-found level of smoothness with my knee skimming the tarmac in everyturn and getting faster in every corner. As for me im looking to complete my Level 3 which is about correct body position.
SEPANG INTERNATIONAL CIRCUIT
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LEVEL 4 Level 4 however is custom designed based on the skills the individual wishes to develop using any of the 15 drills taught during the previous three levels. Plus, exclusively to level four, the on-track rider coach provides video footage for the off-track consultant to analyses and talk you through after each of the five on-track sessions.
SEPANG INTERNATIONAL CIRCUIT
WHY IS CSS SO GOOD? The answer lies in the quality of the coaching. Most, if not all the information dispersed at CSS, is already available on the Internet. The “magic� is how well that information is taught at CSS. The coaching is truly world class and the on-track coaches have an uncanny ability to spot your mistakes on track as they follow you around. They help you fix these issues by discussing them in the pits and focusing on them in the next session. To get an idea of just how elite this school is head over to their website and you'll see that some of their more famous students have included Wayne Rainey, John Kocinski, Ben Spies, Leon Camier and many, many more. Being a coach at CSS is seriously hard work. We, students were split into three batches and each on-track coach was assigned three students from each batch, making a total of nine students per coach. While one batch is on track, the other two are in the pits, either recovering from their last session or sitting in the theory class for their next session. The coaches, however, don't get much of a break at all. They ride with one batch, return to the pits to address each of their three students and then get right back out with the next batch. So while the students run about five sessions on track per day, the coaches run 15. All this in Sepang International Circuit (SIC) and this time is full circuit, unlike the last CSS held in Sepang was only North Track Despite this, the coaches consistently catch mistakes you didn't even know
you were making and remember to look out for you and solve these issues in your next session. The entire process is just incredible! WHAT BIKE SHOULD I RIDE? The ideal scenario is to ride your own personal machine, whatever it may be. The goal at CSS is not just to learn how to ride fast but to ride better and safer. The speed comes as a natural byproduct. Learning on a machine that you are comfortable with and one that you intend to ride in the real world is ideal. However, if you absolutely cannot get your motorcycle to the racetrack, there is a brace of Rental bikes that you could get from us or directly from CSS on a first come first basis. CONCLUSION Good things don't come cheap and at USD1500 (RM6265) (SGD2052) for two days three-day weekend, CSS qualifies as a very good thing indeed! Yes, that is a very large sum of money but consider it an investment that will reward you over years of motorcycling. It is, however, worth remembering that CSS imparts a wealth of information in just two days. It is vital to note it down and practice all these lessons after the school to make them a part of your riding instinct. CSS will be back Sepang on the 5th and 6th of July 2019 and there is usually overwhelming demand for the limited number of seats. Personal and group registration can be done with us. We will rebate USD50 from our own pocket, so grab your seat NOW. Whatsapp +6018-356-0601 for more information.
SEPANG INTERNATIONAL CIRCUIT
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Malaysia -July 2019 5 Jul 2019 –6 Jul 2019 Sepang International Circuit
16 Aug 2019 –17 Aug 2019 Sepang International Circuit 11 Oct 2019 –12 Oct 2019 Sepang International Circuit
29 Nov 2019 –30 Nov 2019 Sepang International Circuit
SEPANG INTERNATIONAL CIRCUIT
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SBR TRACKDAYS
31st May –1st June 2019
T
rackdays is a way to ride in circuit very fast but in reality is how a rider use the trackday session for. For me, I attended over 100 trackdays in Sepang Circuit. As for me the objective is improve on my consistency in every lap, while finding the smoothest race line and utilizing the performance of the machine to ultimately get the personal best time. For sure a little bragging rights. I met a lot of new riders who go to trackdays with the objective is to kneedown, to go fast like Marc Marquez or like Valentino Rossi, some just want to experience a world class circuit. SBR Trackdays operated by SBR Motor Pte Ltd from Singapore has been running trackdays for the 16th year in Sepang. SBR Trackdays is organized and run by Joseph Lee and his team.
SEPANG INTERNATIONAL CIRCUIT
Established in 2001, SBR Trackdays is a Singapore-based company that organises premium motorcycle trackday events predominantly at Sepang International Circuit, the home of the Malaysian MotoGP. You don’t need to be a GP rider, nor do you need a desire to win races or be a world champion. You don’t even need a race bike – SBR Trackdays allows you to experience the thrill of riding this magnificent circuit in a safe and controlled environment. SBR know that venturing onto the track for the first time can be rather intimidating, but SBR assures you that we will be able to provide you with a safe and enjoyable riding experience.
SEPANG INTERNATIONAL CIRCUIT
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SEPANG INTERNATIONAL CIRCUIT
SEPANG INTERNATIONAL CIRCUIT
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Malaysia - July 2019 5 Jul 2019 – 6 Jul 2019 Sepang International Circuit 16 Aug 2019 – 17 Aug 2019 Sepang International Circuit
11 Oct 2019 – 12 Oct 2019 Sepang International Circuit 29 Nov 2019 – 30 Nov 2019 Sepang International Circuit
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Sepang Lukut Rantau Linggi Lubok China N12 Rembau Kuala Pilah Batu Kikir Pertang Kuala Kelawang Titi Ulu Langat
RC
David
Danny RV @ Shell Elite
PhotoTime @ Lukut
RV @ Shell Elite
Pitstop @ Pertang. NS
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Three’s ACompany
Jeti @ Lukut
Small Waterfalls @ Pertang
David, RC & Danny
Lake @ Semenyih
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David
RC
Danny
Three’s
ACompany
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Sepang Lukut Rantau Linggi Lubok China N12 Rembau Kuala Pilah Batu Kikir Pertang Kuala Kelawang Titi Ulu Langat
HASARRIVED!
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i-Moto 1
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2 Exclusive cast and machine-processed rims 3
The muscular lines and imposing front end give the Diavel 1260 its unique character and personality, while the wide air vents and trellis frame enclose the engine. The rear end,
938 mm (36.9 in) 849 mm (33.4 in)
Dimension s
780 mm (30.7in)
Powerful, muscular, yet also agile for maximum riding pleasure. The new Diavel 1260 combines the performance of a maxinaked with the ergonomics of a muscle cruiser. Its design reinterprets Diavel style, giving it a contemporary twist with a line that is both imposing and agile, and which perfectly integrates the 159 HP Testastretta DVT 1262 engine, the beating heart of the new Diavel 1260: a bike bold in character with which you will finally feel free to express your personality on the road.
Premium seat with Diavel insert
1151 mm (45.3 in)
1 Fully adjustable front and rear Ă–hlins suspension with golden finish
121mm (4.8 in) 1600 mm (63.0in) 2273 mm (89.5 in)
agile and slender, stands out for its unmistakeable 240 mm rear tyre. The character of the new Diavel 1260 is paramount with the S version, thanks to Ă–hlins suspension that
emphasises the design and enhances the level of performance and riding comfort. Every rider will play a starring role with the new Diavel 1260.
Highlights: - Nylon Body, easy to carry around - 10mm Carbide-Reinforced hardened steel locking pin, strong and reliable - 120dB Anti-Theft Alarm system, with Tamper-Proof on/off selection - Water Resistant - 3 sets of keys
Product Specification: Material: Nylon, Hardened Steel Weight: 295g Dimensions: 160mm x 54mm Battery Type: CR2 Lithium Battery
Colours: Camouflage & Carbon Fibre For more info, please contact DL INNOVATION TECHNOLOGY SDN BHD Telephone : 6.03.9107 8444 Website : www.zovii.com.my Mobile : 6.012.6560.186 Email : info@zovii.commy
Zovii Malaysia
i-Moto The Testastretta DVT 1262 engine: “The engine is king”, as per Ducati tradition. Its 159 HP makes for breath-taking acceleration, while the torque curve, flat and constant already at low revs, ensures continuous and rich delivery that reaches a peak of 13.1
kgm at 7,500 rpm. The advanced electronics ensure maximum riding pleasure in all conditions, while engine character and response can be personalised at any time with the Ride by Wire control combined with the three Power Modes. Active safety is maximised thanks
to Ducati Wheelie Control Evo and the Ducati Safety Pack, which includes Bosch Cornering ABS Evo and Ducati Traction Control Evo. The Ducati Quick Shift, as standard on the S version, allows for extremely rapid up and downshifting.
The new Diavel 1260 is a coming together of personality, sportiness and comfort. The trellis frame offers lightness and rigidity, while the fully adjustable 50 mm fork guarantees comfort and precision during sports riding. The combination of a wide handlebar, low seat and central footpegs makes for a low centre of gravity and a comfortable position, facilitating the ride whatever the conditions. The seat, wide and comfortable, easily accommodates two. And on the S version, enjoyment and performance are heightened to the max thanks to Öhlins suspension, with a 48 mm front fork and single rear shock, both fully adjustable, which further enhance the riding experience.
On the S version, special components and sophisticated details enhance the unique style of the new Diavel 1260. Its design is enriched with a dedicated seat, complete with insert bearing the name of the bike, and exclusive wheel rims, cast
and machine-processed. The Brembo M50 radial calliper at the front, fully adjustable Öhlins suspension with unmistakeable gold finish, and the Ducati Quick Shift up/ down all emphasise its sporty nature, while the full LED headlight with
Daytime Running Light system ensures the new Diavel 1260 S is recognisable at first glance. Also featuring the Ducati Multimedia System for the safe management of calls and music on your smartphone.
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The collaboration between Cardinals Racing Malaysia and Lazer Helmets is sealed. Cardinals Racing Malaysia is proud to announce its own limited edition design Lazer helmet - “The Wings of Winning”. Lazer helmets is the oldest Belgium brand of sport helmet in the world, Cardinals Racing Malaysia is proud to be featured and put in the spotlight on the sporty helmet crafted and engineered elegantly by
Lazer Helmets. Lazer helmets is always much more than it’s coolness, it also serves as a self-protection especially for one's safety and freedom.
Combining this crucial aspect with Cardinal’s Racing motto “Redefine the Ultimate Performance”, the wings of winning is FINALLY BORN, giving the rider the ultimate confidence to conquer the street or the track.
i-Moto Key Features: Shell Structure: •I.M.A.C. injected shell- Impact Modified Alloy Composite •1400 +/- 50 gr. (L) •ECE 22.05 Buckle: Double D Racing Buckle Visor:
Internal sun screen Clear anti-scratch screen Wide peripheral vision Vent/Race Lock
Ventilation: Ventilation Full Air System (FAS) 4 ventilations
Communication: Speaker ready (not pre-cabled) Interior: EPS - triple density internal shell Interior 100% removable and washable Morpho System Plus (cheeks and head pads available in your size) Ergonomic 3D cheek pads Insulation: Removable noise reduction pads Acoustic collar for noise reduction
Quick release screen ratchet Visibility: 2 reflective zones Handy Features: New spoiler Speaker ready (not pre-cabled) Total comfort, even with glasses Specific helmet bag
Easy onehand opening system Elastomeric molded visor trim
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Inspired by Motogp Helmets, this piece of art by Lazer is considered to be one of the most stylish helmets out in the market. With features such as sun visor, coolmax inner liner and spectacles insert, this helmet doesn’t just look good it’s designed for comfort as well!
DISTRIBUTED BY: KF WONG MOTOR SDN BHD (830964-H) 7, Jalan Timah 1, Taman Timah, 43800 Dengkil, Selangor, Malaysia +603-8768 7929
email us: admin@cardinalsracing.com, sales@cardinalsracing.com
i-Moto CTB01 TANK BAG The CTB01 gasoline tank is very comfortable to carry, with a capacity of 18 liters, it can hold comfortable items and has a mobile compartment, which can be easily carried with a strap.
X. 16 VOYAGER HELMET The Givi X.16 Voyager modular helmet is the helmet suited to meet the needs of the biker who loves a full-face helmet, but during pit-stops, especially during the summer months, loves the comfort and fit of a modular helmet. The Givi X.16 Voyager is available in four color options (glossy white, matt black, matt titanium and neon yellow). It is equipped with a thermoplastic shell and an improved ventilation system . www.givi.com.my
SC02 SHOE COVER Travel without fretting about soaked shoes with the new SC02 Comfort Over Shoes!
CRS02. AX RAINSUIT The CRS02.AX line-up is known as the “Comfort rain suit” as its Ripstop Nylon material is waterproof and breathable at the same time. Being breathable means it regulates the temperature inside the suit, keeping you cool. Being dry is one thing but no one wants to feel being steamed alive. There is also an air vent on the back to exhaust stale, hot air.
Features: ☑️ Waterproof ☑️ Velcro Strap ☑️ Reflective ☑️ Comes with Drawstring bag
RLP01 LEG POUCH The GIVI RLP01 Leg Pouch attaches close to the wearer’s body, firstly for security. Secondly, being placed lower than the waist provides clearance for the wearer’s limbs. Thirdly, the wearer will find it easier to reach into the pouch to retrieve his belongings
EA101B SADDLE BAG Pair of medium sized expandable saddle bags that can either beside or top loaded. Semi-rigid construction made of thermoformed EVA. Hexagonal design matches the angular styling of modern sport and sport touring bikes.
i-Moto ST602 TANKLOCK TANK BAG Thermoformed in EVA laminated Polyester 600D Semi rigid structure with full loading capacity, lightness, and an aerodynamic and sportive design Removable cover to protect the smart phone window holder when unused • Shoulder strap • 4L capacity • • • •
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G12N FIXED SYSTEM CENTER CASE Another innovative of GIVI products is the G12 FIXED SYSTEM CENTER CASE. Compared to the previous G10 Center Case, the G12 Center Case has a maximum load capacity of 12 liters and is much more compact.
RBP03 RIDER TECH CAMO BACKPACK
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Three separate compartments Reflective inserts for safety Padded breathable cushion for back support Material: 100% Polyester
B270N MONOLOCK TOPCASE A compact but aerodynamic 27-litre case for riders who want something compact yet stylish. GIVI fitted it to a number of moto journalists’ motorcycles to gain more insight to their use. The lid also has a carbon fiber-like panel to impart a sporty look.
E43 MULEBOX GIVI adds another model of top case to its collection of top cases, the E43NTL-ADV Mulebox and certainly safety was an essential consideration in the development of this top case. The MONOLOCK fitting system guarantees ease of use, high visibility, reliability and durability – characteristics of all GIVI products.
GIVI CAM01.AH CAMOUFLAGE RAINSUIT • Fully waterproof yet breathable and tough material. • Foldaway hood. • Zippered “Napoleon pocket” to store important items. • Reflective panels and striping for maximum visibility. • Elastic cuffs with Velcro tabs for adjustability.
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hat can be best described the new Ninja H2 SX: Supercharged Xperience!. Kawasaki handed me the keys for a planned ride up to Penang and back to KL. Basic stats on the Ninja H2 SX SE Lets start with the basic stats here as everyone want to know! This H2 SX SE kerb weigh in right around 260kg, have 120/70ZR17 and 190/55ZR17 tyres anchoring either end at 1480mm wheelbases, and is powered by a 998 cc inline-four engine with a supercharger bolted on top. The forced induction breathes onto pistons with a compression ratio of 11.2:1, which is certainly not the highest CR around right now, but is still mind-boggling to me; metallurgy advancements and combustion chamber design has really allowed those numbers to climb skyhigh, considering this tourer is Supercharged!. With the suspension that is fully adjustable at both ends of the bike (rear preload is adjusted via hydraulic adjuster), six-speed transmission, 19 liter fuel tank, and a relatively high 835mm seat height. Front dual brakes, grabbed by four-piston radial-mount monoblock calipers, with ABS and braided lines. Rears are two-piston calipers on single disks, also with a braided line.
This SX is another Supercharge level bike, and at a cool vicinity of RM150,000 premium price mark and the premium you are paying gets you a bigger windscreen, heated grips, softer seats, machining and pinstriping on the wheels, launch control, a quickshifter, TFT dash, and LED cornering lights. Now, let us get to the good part: Riding the Supercharged Tourer!
We ridden the Supercharged 200hp Ninja H2 (Track/Road Test) and the 300hp H2R in the Sepang Circuit, and so we were imagining how excited we can be to review the super tourer with supercharger. But as a tourer how would the H2 SX deal with fuel consumption as the H2 is well a thirsty bike but considering the H2 is super-fast but I’m definitely sure the H2 needs to refuel at least 3 times to reach Juru, Penang, 380km away. We designed a route to ride up to Penang and to the island for some twisty and narrow routes of Balik Pulau just for this review. It really was an ideal route for the bike, which I’d call a sport-tourer that definitely emphasizes the first half of that category. I climbed onto the machine and immediately took liking to stock ergos of the riding position. The H2 SX SE, though a bit on the tall side, feels manageable due to the bike’s wasp waist. The bike’s positioning is more aggressive than the Ninja 1000's, but it’s certainly not uncomfortable. It is probably the most aggressive non-sport position bike now.
TEROWONG MENORA, PERAK
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The best dash Kawasaki ever installed on their bikes. This is how all future bike dashes should be. I wouldn't have minded if it was a touch bigger. As we fuel up and made our way to the highway, I turned my eye to the dash. It’s a TFT meter, with several display options, offering differing information layouts and different looks. Speed is given on the screen, but engine speed is still presented with the sweep of a needle. If you like high-tech layouts, this is heavy on the tech, but light on the frippery, which makes it both beautiful and simple. The size, however, does make obtaining information at high speed damn near impossible.
Mercifully, in my solo ride up, I twisted the bike’s throttle and the sweet sound to my ear, and I was off like a shot. I romped through the gears, and after my two-three shift, that gorgeous speedometer politely told me my speed was 196km/h and increasing. Yes, I was on a public highway, and no, I didn’t get any speed cameras flashing. We always ride with our common sense working. The Supercharger is breathtaking. It delivers smooth, clean power that just propels the bike forward at mindbending speeds. I never had any trouble charging in to corners, even at insane speeds, the bike is simply real easy to ride and does not need the rider to work hard — but you’re still flying around fast, real fast.
i-Moto I should probably be mentioning that while I imagine this bike could get good fuel mileage, mine did only 2 full tank to Penang like most bikes. I normally ride like the bike was stolen, and I waste fuel in fine style. So for fuel consumption reviewing I wont be the best guy to review this part, but I would roughly estimate a tank of fuel lasting 200km mileage or so until the fuel light kicked on if the bike is ridden in anger. Kawi claims 15km per litre, which would yield a 200km range if every drop in the tank is usable. A decent but consider a little short for touring, but I would think most people opting for forced induction on their motorcycle would understand. Fast riders don’t really care about FC. Improvement on heat was a plus point and no objectionable at all, but the weather was very, very hot for our ride to Penang. But I didn’t notice any heat at all. Kawi claims one of the benefits of the trellis frame is the ability to allow air to ass through it to help dissipate
engine heat. Is that the case here? I think there’s a bit more to things than that, but it certainly ain’t hurting, and the lack of huge aluminum spars right by the rider acting as a heat sink ain’t bad. Speaking of airflow, I was happy with the windscreen. The SE gets a bigger screen than the standard model, and it is perfect for me. I experienced no helmet buffeting, but had a very nice breeze rolling up my arms and down my chest. Back to the riding. After getting comfortable and familiar with the bike, I wanted to see what I could do — and what it would not let me do, because I knew this bike was equipped with Bosch’s excellent IMU that Kawi puts to good use with a number of very sophisticated electronic assistants. KTRC, Kaw’s traction control, allowed a modest wheelie, and then intervened in the least intrusive mode. Levels two and three allowed less fun. In the most aggressive mode, the H2 SX SE will pick up the front in a power wheelie in first gear at 88km/h with ease. If I had to pick something to whine about, this is probably it.
SEPANG INTERNATIONAL CIRCUIT
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KTRC is very conservative and no Supercharge blow off sound. On a bike with this kind of power, I want something between “Gentle GP loft” and “I turned it off and looped this crazy rocketship.” Incidentally, TC settings are sticky, staying where you leave them, with the exception of disabling it. If disabled and the bike is turned off, it will revert back to the least aggressive TC setting. A little rain never bothered me, and it afforded good conditions to test out some of the Ninja's electronic prowess.. At one point, I realized I had to do a part of my job which is both fun and scary: test the TC when sliding. It was actually raining a bit, spitting in some parts of our twisty hill ride. Halfway through the day I found a very wet corner. I murmured a little prayer, shook my head, took the turn, and smacked the throttle wide open. Oddly, that great big Ninja felt just like my flat track bike: The rear slid out about 20cm and power was cut very incrementally. I felt the slide come under control, and I braced instinctively to fight the high-side I knew would not come. The slide tapered off, and power flowed smoothly back to the rear wheel as fast as it left, leaving me
very stable as I came out of it. You can’t just read about it to understand how seamless everything is. This technology is nothing short of amazing. If you want to embolden a rider, give him this kind of assistance.
Final thoughts At the end of 1500km I had for the review, the motorcycle began to feel less ridiculous than it appears on paper. At first, it seems even more over the top than some of the historical absurdly powerful bikes, like the Suzuki Hayabusa, the Honda CBR1100XX Blackbird, or (I imagine) a ZX-14. But really, this is a big, fairly heavy bike but lighter compare to the above, H2 SX is very well suited to its job as it just happens to be ridiculously supercharge fast. So a 2 hour journey KL-Penang is possible. My partner could ride his own H2 back from Penang to KL in 1 hour 30 min riding time. That really fast! So a buyer is looking at RM150k plus plus! including road tax and insurance to acquire one of these. Now you all want to know if I’m going to run out and tell everyone to buy one. I’ll get to that in a few different ways. First, this bike is expensive and exclusive enough that it may well hold its value, appreciating
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quickly in a short time, so a buyer may actually not lose money on this bike. Unlike, a Z900! You’re gonna lose your ass trying to sell that bike in 10 years time if you bought it new. One hundred and fifty some thousand ringgit ain’t small change, but if you get to ride the bike and get your money back in two election terms, that’s ain’t a bad deal. There’s also the value a buyer may or may not assign to the bragging rights of having the only blown bike at a given bike night. How much would you take out of your wallet to hear that friendly chirping sound that it announced its arrival to you and all bystanders that your incoming air charge was being slammed into your cylinders under duress? That’s a highly personal question that I couldn’t answer, but probably will get more thought then most purchasers will admit. I really loved the bike compare to its Continental counterparts. It’s phenomenal, with only minor flaws, and it damn well better be at the price they are asking. This bike fits right in my garage for touring. But the reality is I just don’t have the money to pop for this bike, and I have many other pretty good things compared to in my garage. I’d probably opt for a more conservative
choice like the Versys 1000, or the Ninja 1000, which I think is 90 percent of the bike the Ninja H2 SX SE is and would save me a shy hundred grand. I’ll encourage those who are interested to go ride one, though, because this is one of the most satisfying bikes I can remember riding. Second, if Kawa wants to recoups the cost of development, I am betting we’ll see less aggressive sport and touring bikes based on this supercharge design on middleweight and flyweight bikes some time in the future, but if you’ve got a wad of cash and a need to feel Supercharged now, you’ll help the rest of us get a taste of the magic this H2 SX has to offer. It pains me that this will likely be the first and maybe my only time I’ll ever ride this bike. The H2 SX SE is real fun to take on a journey, but it sure ain’t realistic fun to ride in the city, for me, anyway.
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his year marks the 30th anniversary of Zhejiang Chunfeng Power Co., Ltd., also known as CFMoto from China, the company officially started operations in 1989 entering the motorcycle parts industry, and in 1999 the company’s first water-cooled engine was born. In 2001, CFMOTO began to export to Europe, America,
Southeast Asia, 2013 and Austria KTM signed a contract. In 2014, the CF650-G became the designated vehicle for the National Guard of China. In 2018, the new plant of Zhejiang Chunfeng Katemo Locomotive Co., Ltd., which was a joint venture with KTM, was laid. By 2020, the new plant will be put into use. In the 30 years is all the way is steady and growth is endless.
CF250SR Debuts Since the first spring 2017, CF Moto release a new model every spring. This year’s the latest model is the CF250SR. The 250SR share the similarities of the engine as the 250NK, but the 250RS has a much more racy riding position and front handlebar angle. The rear rocker arm is no longer a woven steel tube. It has become an aluminum alloy product, and as expectations for the 250SR to improve as sports performance motorcycle. On the TFT meter, the rain mode has appeared, and the multi-mode optional configuration will appear on the power output. The impactful shape is clearly a challenge to the current 250cc capacity enclosure products worldwide. The golden inverted front suspension and the multi-stage adjustable rear suspension of the hydraulic spring seem to be similar to the 250NK configuration. The carbon fiber products of the fuel tank and the side panels set off the fighting feeling of the whole vehicle. The overall cutting of the CNC raises the pedal, and a modified track version was previewed, but it is likely to become the production model soon from CFMOTO. The front brake is a radiant-type contradirectional four- piston brake caliper, and the rear is disc brake. There are no headlights nor taillights on the 250SR. Its believe to be used for track for testing. During the anniversary celebration CFMOTO held a 250NK Track Experience Challenge which is a group of female riders having a go on the CFMOTO track in the factory compound.
CFMOTO 30th ANNIVERSARY
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st Petrucci1 Win! Chapter Six Italy
MaidenWinMugello
MaidenWinMugello
Ducati rider Danilo Petrucci secured his maiden MotoGP victory on home soil at Mugello after edging out Marc Marquez in a yet another thrilling Italian Grand Prix. Petrucci held on in a tense final lap showdown, beating Honda rider Marquez by only 0.043 seconds on the drag to the finish line, with Andrea Dovizioso making it two Ducatis on the podium in third. It marked the first win on his 125th start in the premier class for 28-year-old Petrucci, who replaced Jorge Lorenzo at the factory Ducati team for 2019. Petrucci led much of the second half of the race after he hit the front of the field at the start of the 11th lap of 23, as a pack of five riders broke clear of the rest following a chaotic first half. Dovizioso, Marquez, Alex Rins and Jack Miller all followed in Petrucci's wake, but the Pramac rider crashed out of fifth spot. Petrucci briefly ceded the lead to teammate Dovizioso at San Donato at the start of lap 20, but the less experienced Ducati rider was able to wrestle back the advantage later that lap at Scarperia. Dovizioso was able to draft back ahead to lead the final lap, but found himself squeezed by Marquez - who benefitted from a double tow - on the outside and Petrucci on the inside. That allowed Petrucci to retake the lead, with Marquez now second ahead of Dovizioso, and Marquez was unable to get close enough to attempt a pass. The reigning champion tried using Petrucci's slipstream exiting Bucine for the last time but fell 0.043s short,
ensuring the Ducati rider claimed a popular maiden win on home soil. Dovizioso followed in third while Rins, having worked his way forward from the fifth row of the grid, took fourth, half a second behind Petrucci. Exactly six seconds adrift of Petrucci was Takaaki Nakagami, who passed LCR Honda team-mate Cal Crutchlow for sixth - which became fifth after Miller crashed ahead of him, giving the Japanese rider his best MotoGP finish. Maverick Vinales, who made a trademark early slump down the order, also picked off Crutchlow with five laps to go to salvage sixth on an otherwise disastrous day for Yamaha. Fabio Quartararo made a poor start from second on the grid, ending the opening lap eighth, and from there the Petronas SRT rider was unable to mount a comeback. He found himself passed by Ducati wildcard Michele Pirro, Crutchlow and Pol Espargaro in the closing laps on his way to a lowly 10th place.
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Mugello Circuit (Autodromo Internazionale del Mugello) is a race track in Scarperia e San Piero, Tuscany, Italy. Its length is 5.245 km (3.259 mi). It has 14 turns and a long straight (1.141 km (1,247.813 yd)).[1] The circuit stadium stands have a capacity of 50,000.
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arc Marquez couldn’t get rid of Jack Miller and Danilo Petrucci at the start, even being overtaken by Miller, but the regaining champion took the lead mid way gradually opened a gap. All riders using the Soft/Soft compound except for Takagami, who crashed-out. Valentino Rossi showed his fighting sprit in the first few laps. He took third spot, but half way lost in the fight with Dovi, Petrucci and Miller. But fifth was a good result for Factory Yamaha as Vinales couldn’t finish the race. Petrucci dropped because of a mistake and fell to Rossi, but the Italian performed well to allow him to overtake and regain position from Rossi. Jack Miller’s performance in this race was another ecstatic ride from the Aussie after podium in Jerez, even took the lead from Marc Marquez, but unfortunately Miller couldn’t keep the pace, and was over taken by the two factory Ducati. The Miller ended up fourth place and the best Independent rider in Parc Ferme. Dovi’s consistent rhythm, took runner-up position with his team mate Petrucci in third. A Ducati 2-3-4 and Honda’s 300th premier class win!
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attia Pasini undertook his first laps as a PETRONAS Sprinta Racing rider this Tuesday, after a speedy move by the team to find a temporary replacement for the injured Khairul Idham Pawi. The Italian is set to stand in for the team’s regular rider whilst he is sidelined with an injury to his right hand and used the Moto2 Official Test at Jerez to acquaint himself with the Kalex machine. Pasini ended the day with a good feeling and plenty of optimism, which he will take to the next round of the series at Le Mans. Under sunny skies, the experienced Grand Prix campaigner had almost 4 hours of track time, divided into three sessions for the Moto2 class. He focused on completing as many laps as possible, in order to learn the nuances of his Kalex thoroughly and adapt the setup to his riding style. Although there was no official timing at the test, the PETRONAS Sprinta Racing rider was one of the quickest on track from the off. He put in a total of 54 laps, with a pace consistently in the 1min 41s.
Pasini who is without a regular team this season score points in Argentina. Pasini, who was announced yesterday as Khairul Idham Pawi’s replacement, will debut with the PETRONAS Sprinta Racing team at the French GP from May 17-19th. #54 Mattia Pasini “It was an incredible first day with PETRONAS Sprinta Racing here at Jerez. I’m very happy with the team; this is a family. I felt very comfortable both inside
the box and on the bike. We were able to complete quite a few laps, although during the midday session the asphalt temperature was too high. I think we did a great job. We didn’t really change the setup much from that with which we started the test and instead we just adapted the bike to my riding style. Although there was no official timing, I felt that we were among the fastest on track. Now it’s time to concentrate on Le Mans and give our all to achieve the best possible result.”
300TH MOTOGP RACE
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hell Malaysia announced its fifth annual Raya CSR Campaign, “Anda Beli, Kami Derma” to make the ‘balik kampung’ experience more meaningful for fellow motorists, from 30 May 2019 to 8 June 2019. During this time, for every 1 litre of Shell fuels pumped or RM1 spent at Shell SELECT stores, 1 sen will be contributed to The National Cancer Society Malaysia, Food Aid Foundation and Malaysian Nature Society. Mastercard will also make
additional contribution of 1 sen to the Food Aid Foundation for payments made with any Mastercard card for every litre of Shell fuels pumped and every RM1 spent at Shell SELECT. With the 2019 “Anda Beli, Kami Derma” campaign, Shell is giving motorists who pump at Shell or spend at Shell SELECT stores the option to choose the cause the believe in and influence contribution to their organization of choice.
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Benelli exclusive’s BEST-Shop, in Selangor, by Kedai Motorsikal Tenaga Sdn Bhd. The Benelli BEST-Shop Kajang is located at No.2, Jalan Hentian 2, Pusat Hentian Kajang, Jalan Reko, 43000 Kajang, Selangor. The corner-lot showroom contains motorcycle gallery to showcase full range of Benelli motorcycles, state-of-art service center, genuine accessories and spare parts corner. Benelli has received overwhelming response in Malaysia since the launch of the touring bike TRK 502 and classic Leoncino. The BEST-Shop Kajang operates from 9am – 7pm from Mondays to Fridays, 9am – 6pm on Saturdays and is closed on Sundays. For more information, please contact BEST-Shop Kajang at Tel 03-8737 2161, Fax 03-8741 0891 or log on to Tenaga Motor’s official Facebook page at https://www.facebook.com/benellibestsh opkajang/
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