Exciting new models for men and women in the third generation D-air garments from Dainese.
Begin Press Release:
Dainese Introduces Third Generation D-air® Range
The Most Impressive D-air® Line to Date; Full Range Includes Apparel for Men and Women Across Multiple Riding Disciplines
Dainese (www.dainese.com), the world leader in protective wear for dynamic sports and known for incorporating style and design with premium safety features, today introduced the third generation of its D-air® range which now covers a multitude of riding styles for both men and women.
The 2019 D-air® range marks the debut of the third generation of the Dainese airbag, which offers improved ergonomics and efficiency. The airbag and algorithm are designed to protect the most exposed areas of the body and to deploy at exactly the right moment. For the track, Dainese launches the new Misano 2 D-air®, a professional leather racing suit. The airbag system is also making its debut in some of Dainese’s most iconic road gear, from the Avro D-air® suit to the leather Racing 3 D-air® jacket and the Carve Master 2 D-air®, the Gore-Tex garment built for sport touring. The top-of-the-line Tuono D-air® completes the collection.
For the first time, Dainese is also launching several D-air® garments designed for women, including the Misano 2 Lady D-air®, the first professional leather suit for women equipped with an airbag, the Avro Lady D-air®, and the Racing 3 Lady D-air®. The products from the women’s D-air® line offer the same features and technology as the men’s line.
Protected by 27 patents, the internal microfilaments are a distinctive feature of the airbag – the heart of the D-air® system – and the microfilaments are the key feature that prevents the bag from losing its shape and guarantees controlled inflation along with even pressure and protection over the entire surface.
Due to extensive and ongoing research and the analysis of more than 2,000 activations, the bag in the D-air® system has been redesigned to only cover areas of the body that actually need protection. The D-Air® redesign strikes a perfect balance between safety and ergonomics, ensured by a system that is 37 percent lighter than the previous version. The third-generation airbag is now better integrated into garments and guarantees comfort equal to that of a traditional jacket.
Also new for the third generation D-Air® system is the replaceable airbag: after an activation, airbags can now be replaced by an authorized dealer.
From the track to sport touring and adventure to urban riding – Dainese’s new D-air® range is the pinnacle of protective gear for the motorcyclist and the result of extensive product engineering and countless hours of R&D and testing. From Dainese athletes at the highest level of the sport to the everyday rider, the new D-air® range is testament to the brand’s commitment to safety for all riders.
This week at EICMA 2018, Dainese Group will be displaying its new products in Pavilion 15, Stand I06.
Representatives from the Indonesia Tourism Development Corporation recently met with Mr Carmelo Ezpeleta, CEO of Dorna Sports SL, along with the Sporting Director, Mr Carlos Ezpeleta, took a short break to visit the Island of Bali, staying at one of the five-star resorts at the Nusa Dua, a 350-ha integrated Tourism Estate, owned and managed by ITDC.
During this time, Mr Ezpeleta and Mr Abdulbar M. Mansoer, CEO and President Director of ITDC, toured and enjoyed the facilities at the Nusa Dua and also embarked on a day trip to the Island of Lombok to visit the Mandalika, another tourism resort project currently under development by ITDC, situated in the Southern Coast of the Island.
Specifically, for this trip, Dorna was visiting a possible location for hosting future Motorbike Race Events within the 1,175-ha integrated tourism estate. The Mandalika, an Integrated Tourism Complex is situated in the South of Lombok, next to the neighboring Island of Bali. With 16km of Beachfront, the Mandalika is managed under ITDC.
Mr Abdulbar M. Mansoer – CEO of ITDC
“Mr Carmelo Ezpeleta was primarily at the Nusa Dua for a well-deserved break at the Bali National Golf Club before heading out to Kuala Lumpur for the Malaysian Grand Prix in Sepang. It was not his first time to the Island as he visited the Nusa Dua around 2 years prior beforehand. For this visit, during his busy schedule and on route between the two races, he wanted to visit Bali as well as Lombok, where we welcomed him to the Mandalika and presented a potential concept to host future Motorbike Race Events. His visit was brief, but we believe that he sincerely enjoyed his break and of course we would be very happy to welcome him back to Bali and Lombok in the near future.”
Closely associated with the F4 RC Superbike, which has proven its potential battling for the top positions in the World Superbike Championship, MV Agusta are set to release the MV Agusta Brutale 1000 Serie Oro.
This incredible new nakedbike has 208 hp at 13,450 rpm and 115.5 Nm of torque. With the dedicated racing kit, consisting of an engineered SC-Project titanium exhaust system and dedicated ECU, the maximum power is increased to exceptional value of 212 hp (156 kW) at 13,600 rpm.
MV Agusta Brutale 1000 Serie Oro Video
While remaining loyal to the traditional transverse four-cylinder layout and continuing with the decision to employ radial valve positioning in the combustion chamber along with a central timing chain, unique technical characteristics employed only by MV Agusta, the engineers have revolutionised the original design, leaving only a few castings untouched in the process.
The titanium radial valves now slide through new sintered valve guides and open up into an entirely redesigned and CNC machined combustion chamber. Camshaft timing has been revamped, with the phasing updated on both the intake and the exhaust sides.
The pistons use new low friction Asso compression rings to improve performance and efficiency, while the crankshaft was redesigned from scratch and rebalanced to reduce to a minimum the vibrations and resulting parasitic power losses at the high rpm.
In addition to the new pistons rings and the new lubrication circuit also applied to the revamped primary drive and transmission, which employ gears precisely designed to reduce friction and noise.
These technical advancements translate into perceived quality by the rider with a noted mechanical noise reduction, a quiet engine that is incredibly responsive. Also contributing to the overall noise reduction, reaching limits lower than those required by current regulations, are the new clutch and phonic wheel covers which are then encased in carbon fiber to further attenuate noise.
To reach the extraordinary power of 208 hp, the airbox has been entirely reengineered. The careful study of the intake ducts and the use of special resonators allowed the TSS system (variable height ducts) to be removed, thereby reducing the overall weight of the engine by 1 kg while still obtaining an even fuller and more linear power curve.
A double injector system – one near the throttle body and the other above the intake duct – provides extremely precise injected fuel management in order to optimise high performance and emissions reduction at any rpm.
The 4-1-4 exhaust layout was deemed the best for this type of engine and firing order. The presence of the electronic exhaust valve is useful not only to comply with regulations, but also proves to be fundamental for managing the counter-pressure in the exhaust system to improve engine torque.
In collaboration with Eldor, MV Agusta has developed a new ECU dedicated to the Brutale 1000 Serie Oro four-cylinder. Managed by a full multimap Ride-by-Wire system and regulated by an IMU inertial platform, the Brutale’s riding dynamics are comparable to that of a true Superbike.
The inertial platform manages both the traction control (which can be adjusted to 8 levels or deactivated) and the anti-wheelie system which provides two options: active or inactive. Completing the electronics package are the Launch Control and EAS 2.0 Up&Down electronic gearbox systems, active both in up and downshifting.
While the F4 RC was the starting point for developing the engine in the all-new Brutale, MV Agusta’s heritage is evident in the chassis architecture. Pioneers of the “composite chassis structure” with steel trellis connected to aluminium side plates, MV Agusta has maintained this engineering concept – also applied to the new Moto2 bike ready to compete in 2019 – but evolves it significantly on the Brutale 1000 Serie Oro.
A single-sided swingarm, 1432 mm wheelbase, and the electronically adjustable Öhlins fork, fastened to steering triple clamps that have been redesigned and engineered from scratch for the all-new Brutale 1000 Serie Oro.
The Öhlins TTX36 shock absorber and the steering damper are also managed by a dedicated electronic ECU.
An aerodynamics study aimed at improving downforce and high-speed stability is clearly visible with the spoilers applied beside the radiator, markedly improving the load on the front wheel at high speed. The downforce effect begins to contribute significantly at speeds over 200 km/h improving stability and acceleration. All of this without hindering handling, which has always been a strong point of MV Agusta naked sports bikes.
The braking system is, as always, state-of-the-art with the new Brembo Stylema calipers that grip 320 mm diameter floating discs. Electronic ABS management is entrusted to the Bosch 9.1 ABS system, the most compact and lightweight on the market.
The Brutale 1000 Serie Oro comes standard with tyre pressure sensors and a Gold Racing chain.
Carbon-fibre rims treated with a special transparent red paint contribute to reducing unsprung mass and inertia to a minimum. Carbon-fibre is the protagonist of the entire superstructure, including the tail fairing covering. The presence of an anodised red copper wire in the carbon weave gives it unique visual impact and also contributes to improving the rigidity of the structure.
The lithium battery was a must, as well as many CNC machined components. The result is a total declared kerb weight of 184 kg.
The headlight is Full LED and can rely on Cornering Lights, controlled by the inertial platform and able to illuminate turns based on the lean angle, all beneficial for safe riding. For the first time on a bike, the internal part of the headlight unit is coloured and forms an “X” shape that the steering base also takes on. The equipment includes front and rear Daylight Running Lights which make the bike clearly visible, even in daylight.
All of the vital engine and electronics functions are displayed on the 5-inch colour TFT dashboard with 800 x 480 pixel resolution. The riders smartphone can be connected via Bluetooth to the dashboard to manage incoming calls, texts and music. The purpose of its particular arrangement above the fuel tank – which is fitted with a locking cap made from billet – is to make the front end even more compact and aggressive.
The exclusive connotation of the all-new Brutale 1000 Serie Oro is emphasised by the 300-unit limited edition and a dedicated kit made up of the titanium exhaust and dedicated mapping.
Triumph have taken the Scrambler big-bore for 2019 with an 89 hp version of the 270-degree 1200cc Bonneville engine housed in a stripped back retro Scrambler format that seeks to marry modern technology with classic styling.
The engine seems to be tuned with big-bore thump in mind. A 7,500 rev limit cuts in only 100rpm after the claimed 89 horsepower peak, while the maximum twist of 110 Nm hits its fattest at not much more than half those revs, 3950 rpm to be exact.
Triumph mention ‘low inertia’ in the press blurb so we presume that the 97.6 mm pistons swing off a somewhat lighter 80 mm crank throw in comparison to the Bonneville. Those aforementioned power figures are 12.5 per cent more than the T120 Bonneville, and 38 per cent more than the smaller engined 900 cc Street Scrambler.
Out of the two models it is the XE that has the more serious off-road chops with a very generous 250 mm of suspension travel compared to the also quite long 200 mm travel of the XC model.
Showa provide the fully-adjustable forks on both models with the XE boasting 2 mm larger stanchions in gold compared to the 45 mm black items found on the XC.
Ohlins fully-adjustable piggyback shocks grace both bikes and it seems the team at Ohlins are impressed by the new Scramblers.
Emil Åberg – Ohlins
’The twin spring Öhlins RSU on the new Triumph Scrambler 1200 combines new technology with inspiration from 70’s motocross to deliver high performance and long suspension travel capability. Our testing team were amazed with the performance of the new 1200 Scramblers, and considered them to be actually more capable off-road than many of the adventure bikes they had tested.’’
You will need a longer inseam for the XE as at 870 mm its seat height is 30 mm taller than the XC.
Both bikes ride on a 90/90-21 front and 150/70-17 rear tyres that are wrapped around 32-spoke tubeless ready rims with optional tyre pressure monitoring.
High-spec monobloc hardware from Brembo looks after the stopping duties.
The tubular steel frame is all new for the Scrambler 1200 platform and combines with aluminium cradles. While the XC has a 547 mm long swingarm, the XE gets a much longer item at 579 mm. The longer swingarm should help the bike be more manageable in the slippery stuff, and also make it easier to slide!
The XE also scores a higher spec ABS and traction control system with lean-angle functionality thanks to an internal measurement unit (IMU).
The XE also gains an extra Off-Road Pro mode to add to the Road, Rain, Sport, Off-Road and rider customisable modes present on both bikes.
Folding and adjustable foot controls are also exclusive to the XE model as are the braced alloy hand-guards and heated grips.
Both bikes feature Triumph’s latest generation full-colour TFT screen with optional bluetooth functionality. The bluetooth system not only allows for turn-by-turn navigation to be displayed when partnered with your phone, but also music and voice controls for your intercom system.
The navigation prompts are a first for Triumph that debuts on these new Scramblers. We have seen this great new technology on a few new motorcycles now but Triumph have gone further and implemented an integrated GoPro camera control system!
LED lighting is used throughout both motorcycles along with keyless ignition, cruise control and a USB charging socket.
As we recently have noted when testing some of the latest Triumph models, the brand is definitely positioning itself further up in to the premium category of motorcycles.
Thus I would expect these new Scramblers, especially the very highly appointed XE model, to be priced north of 20k, but hey maybe Triumph will surprise us..?Both new models are expected to arrive in Australia late in the first-quarter of 2019.
Official 2019 Australian Superbike Championship calendar unveiled
Darwin dropped, Sydney Motorsport Park returns in the new year.
Image: Russell Colvin.
Motorcycling Australia (MA) has unveiled the official 2019 calendar for the Yamaha Motor Finance Australian Superbike Championship (ASBK), confirming the series will continue with seven rounds in the new year.
Notable changes for 2019 include the absence of Darwin’s Hidden Valley Raceway, while Sydney Motorsport Park makes a welcome return, where it’s set to host the season finale at a later than usual date of 1-3 November.
The championship will kick off in conjunction with the opening round of the Superbike World Championship (WorldSBK) at Phllip Island on 21-24 February, before heading to Wakefield Park Raceway in New South Wales for round two on 22-24 March.
Round three will visit the world-class The Bend Motorsport Park in South Australia, scheduled for 26-28 April, before heading into a lengthy break. Racing will resume on 5-7 July at Morgan Park Raceway in Queensland followed by Winton Motor Raceway’s fifth stop on 6-8 September in Victoria.
Phillip Island is set to make it’s second appearance in the championship for penultimate round on 4-6 October prior to wrapping up in Sydney.
2019 Australian Superbike Championship calendar:
Rd1- 21-24 February – Phillip Island Grand Prix Circuit, VIC
Rd2 – 22-24 March – Wakefield Park Raceway, NSW
Rd3 – 26-28 April – The Bend Motorsport Park, SA
Rd4 – 5-7 July – Morgan Park Raceway, QLD
Rd5 – 6-8 September – Winton Motor Raceway, VIC
Rd6 – 4-6 October – Phillip Island Grand Prix Circuit, VIC
Rd7 – 1-3 November – Sydney Motorsport Park, NSW
Alongside the new Panigale V4 R, Ducati also announced the new Hypermotard 950, which will be available both in a standard and a more up-spec 950 SP edition.
Updates include revised ergonomics and chassis, an updated powerplant, extensive electronics and of course the special SP edition includes Ohlins suspension, forged Marchesini wheels, unique graphics, and the DQS system as standard.
2019 Hypermotard 950 features
937 cc Ducati Testastretta 11° engine
114 hp at 9000rpm
80% of peak torque (9.8 kgm) available at 3000 rpm
Twin under-seat silencers
Trellis frame with tapered tubing
Rear Trellis sub-frame
45 mm Marzocchi forks, fully adjustable, 170 mm of wheel travel
Adjustable Sachs shock absorber, 150 mm of wheel travel
Cast aluminium wheels with three Y-spokes
Pirelli Diablo Rosso III tyres
Brake and hydraulic clutch with radial pumps and separate fluid reservoirs
Colour TFT instrumentation
Latest-generation electronics package – 6-axis Inertial Measurement Unit (6D IMU)
Bosch Cornering ABS EVO with Slide by Brake function
Ducati Traction Control EVO (DTC EVO)
Ducati Wheelie Control EVO (DWC EVO)
Riding Modes (Sport, Touring and Urban)
Daytime Running Light (DRL)
Front and rear LED auto-off indicators
Fuel tank capacity 14.5 litres
Kerb weight 200 kg (-4 kg vs previous model)
937cc Testastretta 11° engine
The heart of the new Hypermotard 950 is a revised 937cc Testastretta 11° twin with greater pulling power and new electronics to ensure smoother control. With 114 hp at 9000 rpm and a torque of 9.8 kgm – of which 80 per cent is available at 3000 rpm.
Improved performance stems from new pistons with a high 13.3:1 compression ratio (as opposed to 12.6:1 on the previous version), new exhaust cam profiles and a new exhaust system with under-seat silencers.
New 53 mm throttle bodies feeds the fuel to the Testastretta 11° while a new engine control unit and Ride-by-Wire throttle help manage the power delivery.
Both the Hypermotard 950 and the SP version also benefit from new, lighter clutch and alternator covers, a lighter gear shift drum, an aluminium (rather than steel) chain tensioner and magnesium cam covers.
The self-servo wet slipper clutch can now be operated with less on-lever effort thanks to the new hydraulic control system. The 937 cc Ducati Testastretta twin cylinder engine also has lengthy maintenance intervals: oil changes are required every 15,000 km while a Desmo Service is needed every 30,000 km.
Updated ergonomics & chassis
A revised riding position maximises control, thanks to wider handlebars, slimmer sides and a new seat that smooths movement during riding and ensures feet can be placed firmly on the ground thanks to an inner leg curve measurement that is now 53 mm shorter, with an 870 mm seat height on the standard version.
The seat on the new Hypermotard 950 is flat and long with a slightly raised passenger zone for greater comfort. On the SP version, instead, the flatness is more motard style to ensure even better longitudinal movement during riding. Again with an eye to maximising control, the handlebar tips are opened up by 7-degrees.
A new steel Trellis frame with tapered tubing, reduces weight by one kilogram compared to the previous model. With 25° of rake, 104 mm of trail and a 30 mm offset, control is claimed to be safe and stable but without compromising the characteristic agility of the bike.
A generous steering lock of 70° assists handling, while the 1493 mm wheelbase (1498 mm on the SP version) maximises high speed stability. A 14.5L fuel tank gives the Hypermotard 950 reasonable range. The Hypermotard 950 features a single-sided aluminium swingarm.
Tapered aluminium handlebars mount radial pumps with separate front brake and clutch fluid reservoirs (a hydraulic clutch replaces the previous cable-operated one); while the design and interface of the colour TFT display take their cue from the panel on the Panigale V4.
Brake and clutch lever-handlebar gaps are adjustable. Passenger foot pegs are removable. The seat features a passenger grip strap which can be hidden when not in use. The Hypermotard 950 also has an under-seat USB socket.
Suspenders & stoppers
The Hypermotard 950 mounts new, fully adjustable 45 mm Marzocchi forks with aluminium fork bodies/tubes which give a wheel travel of 170mm. This set-up is half a kilo lighter than the unit mounted on the previous version.
The rear of the 950 is suspended by an adjustable Sachs shock with a wheel travel of 150 mm.
Front braking is managed by a pair of Brembo M4.32 4-piston radial monobloc calipers, actuated by the radial brake pump and 5-position adjustable lever. Front discs have a diameter of 320 mm and aluminium flanges (saving a total of 600 grams), while the rear sports a single 245 mm disc gripped by a Brembo caliper.
The Ducati Hypermotard is characterised by the beak, which is joined by a compact headlight with Daytime Running Light (DRL).
The design of the Hypermotard 950 includes twin under-seat tailpipes and a minimalist structure, ensuring features like the rear Trellis sub-frame – are kept in clear view.
An overall weight saving of 4 kg (the engine alone accounts for a 1.5 kg saving) has been made compared to the previous model.
Weight savings have been achieved thanks to the new frame made up of tubes of varying diameter, new rims, brake discs with aluminium flanges and lightweight Marzocchi forks with aluminium fork bodies/tubes.
The light, compact headlight assembly features a Daytime Running Light (DRL), while at the rear, a LED strip acts as both tail light and stop light. Auto-off LED indicators have been incorporated into the hand guards to keep the lines of the Hypermotard 950 clean.
Performance is kept under control by the modern electronics which uses a Bosch 6-axis Inertial Measurement Unit (6D IMU) to detect the bike’s roll, yaw and pitch angles instantly.
The Hypermotard 950 electronics package includes Bosch Cornering ABS with the Slide by Brake function (with setting 1), Ducati Traction Control EVO (DTC EVO), Ducati Wheelie Control (DWC) EVO and Ducati Quick Shift (DQS) Up and Down EVO (as standard on the 950 SP version and available as an accessory on the 950).
The performance-oriented Sport Riding Mode settings – suited to sports-style riding on both track or twisting roads – unleash the full 114 hp of the twin-cylinder Ducati engine. DTC is set to level 3, DWC to level 3 and ABS to level 2.
Touring Riding Mode is ideal for inner city hops or out-of-town runs or simply for those who prefer a fluid riding style. It still uses the full 114 hp of the Ducati twin-cylinder engine but delivers it more gently thanks to more safety-oriented electronic settings. That why DTC is set to level 4, DWC to level 5 and ABS to level 3.
Urban Riding Mode is intended for daily around-town use or when road conditions offer little grip. This Mode limits the power of the twin-cylinder Testasretta to 75hp and all electronic settings are dialled towards maximum safety. DTC is set to level 6, DWC to level 6 and ABS to level 3.
Ducati Traction Control (DTC) EVO
The DTC EVO on the Hypermotard 950 is based on an algorithm that ensures faster, more precise intervention. The DTC EVO interfaces with the Bosch Inertial Measurement Unit (IMU), constantly measuring the lean angle and using it to accurately calculate the degree of intervention needed to ensure suitable rear wheelspin (according to the DTC EVO level setting).
Ducati Wheelie Control (DWC) EVO
The Hypermotard 950 is also equipped with the latest version of Ducati Wheelie Control EVO (DWC EVO). Using the data feed from the Bosch 6D IMU, this system keeps wheelies in check while maximising acceleration and safety. DWC EVO provides more accurate wheelie readings; offering more precise control to ensure the bike responds faster to rider input.
Hypermotard 950 SP
For those who want a bike with even higher performance there’s the Hypermotard 950 SP. With dedicated graphics giving it an even sportier look, the SP version features a flat seat, increased-travel Öhlins suspension (+15 mm at the front and +25 mm at the rear) that increases the lean angle (+3°), Marchesini forged wheels and Ducati Quick Shift (DQS) Up and Down EVO.
The Hypermotard 950 SP mounts lightweight forged Marchesini wheels with three Y-spokes that have a cross-section of 3.5’’ at the front and 5.5’’ at the rear. The SP mounts Pirelli Diablo Supercorsa SP tyres, 120/70 ZR7 at the front and 180/55 ZR177 at the rear.
Suspension as mentioned features fully adjustable 48mm Öhlins fork (185mm travel) while a fully adjustable Öhlins shock gives a rear wheel travel of 175mm.
Ducati Quick Shift up/down (DQS) EVO
The DQS EVO with up/down function, developed as an accessory for the Hypermotard 950 (as standard on the SP version), uses lean angle data to maximise bike stability when shifting gears on bends. In addition to minimising shift times, the DQS EVO allows clutchless down-changes, making hard braking more effective than ever.
2019 Hypermotard 950 SP features
SP colour scheme with red frame and black wheel rims
Fully adjustable 48 mm Öhlins fork, with 185 mm of wheel travel
Fully adjustable Öhlins shock absorber with 175 mm of wheel travel
Forged Marchesini wheels with three Y-spokes
Ducati Quick Shift (DQS) Up and Down EVO
Carbon fibre components: front mudguard, belt covers
Pirelli Diablo Supercorsa SP tyres
Inner leg curve 1,980 mm (-53 mm vs previous model)
Seat height 890 mm
Lean angle 47°
Kerb weight 198 kg (-3 kg vs previous model)
The Hypermotard 950 can mount the Ducati Multimedia System (DMS). This lets riders connect the bike to a smartphone and manage key multimedia functions (incoming calls, text messaging, music) via switchgears, and display the relative information on the TFT instrument panel.
Syahrin recovers for emotional top 10 at home Malaysian GP
First-ever Malaysian MotoGP riders put on incredible display at Sepang.
Following a disastrous qualifying session that saw him wind up on the last row, Monster Energy Tech3 Yamaha’s Hafizh Syahrin put on an incredible display in front of 103,000 Malaysian fans at the weekend’s penultimate round of the 2018 MotoGP World Championship as he fought his way to 10th position.
Syahrin navigated his way to P12 on the opening lap, maintaining his place at the middle of the field until completing the 20-lap encounter for his third top 10 of the season.
The entire weekend was an emotional one for the number 55, being the first ever Malaysian rider to represent the nation in the premier class, while also being his first home grand prix while contesting the MotoGP category.
“It’s just unbelievable!” Syahrin stated. “First of all, I want to say thank you very much to my team, because they always believe in me and give me great motivation. Yesterday has been a disaster for us, but we made up for it. In the starting grid, I saw my father and was just emotional and had to hug him.
“I want to thank everybody that came here. To arrive in the top 10 for my home GP was my target, but to be honest, I didn’t believe it was possible. But in the end, we did it, which is incredible. I want to thank everybody – I love my family and my fans. I’m so happy!”
Team manager Herve Poncharal praised the youthful talent’s efforts, highlighting his top 10 placing in front of a home crowd as a dream for the KTM-bound outfit.
“I was feeling very sorry last night after qualifying for Hafizh, because I know how important this Malaysian grand prix was for him,” said Poncharal. “I know the effort he put in to reach MotoGP and finally for his first home GP he was so disappointed, so sad. I tried to cheer him up this morning, I tried to cheer him up on the grid and – I don’t know if there is a link in between what I told him and what he did, but the start was unreal.
“Maybe one of the best starts I’ve ever seen, at least this season and from that moment he was fighting with Miller, Petrucci and even Vinales at some stage. He finished the race in 10th position, which is a dream for us and for him and I’m so happy, because Hafizh is not only an incredible team player, but he is a charming young man and he is the best ambassador Malaysia could have in MotoGP.”
Syahrin sits 16th in the championship standings with one round remaining, while he’s 10 points shy of Franco Morbidelli (EG 0,0 Marc VDS) in the race for Rookie of the Year honours.
Ducati has unveiled its 2019 collection of motorcycles ahead of EICMA in Milan this week, revealing three all-new models in the Panigale V4 R, Diavel 1260 and Hypermotard 950.
Compared to previous R versions, the Panigale V4 R is now even more specialised and bristles with technology taken directly from MotoGP. The modifications extend far beyond the engine and suspension set-up – they also include the fairing, designed and developed by Ducati Corse in close collaboration with the Ducati Style Centre to improve aerodynamic efficiency.
The new fairing also incorporates the aerofoil appendages developed for the MotoGP prototypes. Made of carbon fibre, they increase stability throughout the ride, to allow for reduced reliance on electronic controls, boosting confidence for the pinnacle of rider performance
The Panigale V4 R is, to all intents and purposes, a road-legal WorldSBK category competition bike and constitutes the technical foundation for the official Ducati Superbikes that will compete in the world championship as from the 2019 season.
The Desmosedici Stradale 1103cc engine has been replaced with the 998cc Desmosedici Stradale R to comply with displacement limits set by WorldSBK rules. Unlike the larger V4 – designed to provide fluid power delivery and excellent low-rev pulling power for optimal road use – the 998cc powerplant offers more extreme performance as power delivery has been designed with the track in mind.
Moreover, it’s characterised by lighter internal components which reduces the overall bike weight by 2kg compared to the Panigale V4S, bringing the kerb weight down to just 193kg. Greater air intake efficiency allows faster engine ‘rev-up’ and shifts the rpm red zone higher to ensure improved acceleration.
The result is 221hp (162kW) of power at 15,250rpm (EU homologation values), 2,250rpm higher than the point of peak power on the 1103cc V4. These impressive figures can be taken even higher by fitting the full-racing Ducati Performance exhaust by Akrapovic, which boosts maximum power to 234hp (172kW) at 15,500rpm. In short, it’s the most powerful Ducati factory motorcycle ever!
Another major development unveiled is the new Diavel 1260. Unconventional, unique and absolutely unmistakeable – as soon as it was launched at EICMA 2010 the Diavel stunned with its personality, design, sport naked handling and thoroughbred engine.
The second-generation Diavel 1260 remains faithful to the original spirit of that incredibly special bike, drawing on its key styling elements and putting a decidedly more contemporary slant on them: it now offers more assertive outlines and higher performance, is more fun on mixed-road routes and offers greater comfort for rider and passenger alike.
Its sport naked soul is evident in the Testastretta DVT 1262 engine, capable of delivering 159hp (117kW) at 9,500rpm and 129Nm (13.1kgm) at 7,500rpm. An immensely satisfying torque curve ensures both breath-taking acceleration and a low-rev smoothness that’s ideal for everyday riding or touring.
An upgraded chassis set-up makes the Diavel 1260 more responsive on mixed-road routes while top-drawer technology and electronics provide braking performance on a par with that of a sport bike and user-friendly engine performance control.
The excellent riding position and ‘power cruiser’ ergonomics that helped make this motorcycle so successful remain unaltered – what has changed is the chassis set-up, characterised by a new tubular steel trellis frame that goes perfectly with another Diavel hallmark, the 17-inch rear wheel with its 240mm wide tyre.
A sportier S version of the Diavel 1260 is also available, featuring fully-adjustable Ohlins suspension at both front and rear, dedicated wheels and an even higher-performance braking system. The S version mounts Ducati Quick Shift up and down Evo (DQS) as standard to allow clutchless shifting.
The new Hypermotard 950 is now racier, more adrenalin-packed and rider-friendly. The Ducati ‘fun bike’ par excellence has been given a full-blown makeover – the new look takes its cue from the supermotard race world, the completely overhauled ergonomics ramps up the fun and riders can now count on an ultra-advanced chassis set-up and electronics package.\
A full 4kg lighter than the previous model, the new Hypermotard 950 mounts a renewed 937cc Testastretta 11-degree engine with a more muscular 114hp, combining greater pulling power with new electronics to ensure smoother control. The Hypermotard 950 electronics package includes Bosch Cornering ABS with the Slide by Brake function, Ducati Traction Control EVO (DTC EVO), Ducati Wheelie Control (DWC) EVO and Ducati Quick Shift (DQS) Up and Down EVO (as standard on the 950 SP version and available as an accessory on the 950).
Now even higher-performing and with racing overtones, the Hypermotard 950 SP features a flat seat, increased-travel Ohlins suspension to ensure an acuter lean angle, Marchesini forged wheels and Ducati Quick Shift (DQS) Up and Down EVO. Pricing and availability for all three in Australian are yet to be determined.
998c Desmosedici Stradale R 234hp at 15,500 rpm – 193kg
Ducati have unveiled the headline act of the new 2019 model line-up at EICMA, with the Panigale V4 R breaking cover.
This is the machine designed to take on World Superbike and that will also likely hit the racetracks of Australia in the hands of Ducati legend Troy Bayliss.
Josh Brookes will also be lighting up the tracks of British Superbike in 2019 onboard this new Desmo demon.
For this road registrable homogolation special the Desmosedici Stradale 1103cc engine of the regular Panigale V4 is downsized to a 998cc version. This is to comply with race regulations and is tuned to a higher state of competition readiness.
A host of lighter internal engine components reduce weight by 2kg to bring the Panigale V4R down to 193kg wet.
Greater air intake efficiency also allows for more rapid engine rev-up, with a higher rpm ceiling along with peak power being moved 2250rpm higher than on the 1103cc V4.
A staggering 221hp is on offer at 15,250rpm, while a full-racing Ducati Performance exhaust by Akrapovič boosts power to 234hp at 15,500rpm.
Alongside the race specific engine, and modified suspension set-up the 2019 V4 R also boasts a new fairing designed by Ducati Corse in collaboration with the Ducati Style Centre, further improving aerodynamic efficiency.
Particularly notable is the inclusion of the aerofoil appendages that stem from the MotoGP prototypes, with carbon-fibre construction for increased stability, with Ducati claiming they further help reduce the reliance on electronic controls, while also aiding rider confidence.
Claudio Domenicali introduced Ducati’s most powerful factory motorcycle, with the brand boasting this new machine as a road-legal WSBK category competition bike, which will constitute the technical foundation for the official Ducati Superbikes that will compete in the World Championship from the 2019 season.
Claudio Domenicali – CEO of Ducati Motor Holding
“Ducati has achieved a striking degree of maturity. It is a global flag bearer of some of the best aspects of Made in Italy excellence. Based on core values of Style, Sophistication and Performance, our company now offers a range as broad as it is state-of-the-art. This year sees the first major overhaul of the entire Scrambler range since its inception, plus a complete renewal of the Diavel and Hypermotard, two bikes that are firm favourites with Ducatisti. Today, safety and rider-friendliness have hit new heights, yet the brand’s sporting soul is as evident as it has ever been. The Panigale V4 R, in fact, is the most powerful factory motorcycle ever built by Ducati. We’re also delighted with our online presence, an area that has enjoyed excellent growth, thus confirming the extraordinary appeal of the entire Ducati product range.”