Car sales may be down this year, but there seems to be a steady demand for high end motorcycles in the country.
 Next Bike Sdn Bhd, the sole importer and distributor for Ducati motorbikes in Malaysia, expects to sell 120 Ducati bikes this year from 85 units sold last year.
 Group executive chairman and chief executive officer, SM Faisal Tan Sri SM Nasimuddin said the company was confident of achieving the target despite the current market conditions  “as there was always a demand for good products and services”
 He was speaking to reporters after launching the second Ducati showroom at the new RM25 million Naza Autoworld Centre in Taman Tun Dr Ismail earlier this week.
 At the event, the new Ducati 1198 was also unveiled officially in Malaysia for the first time.
 Faisal said the new 1198, which has a net selling price from RM158,000 a unit, had already obtained more than 50% bookings before the launch yesterday. The company currently has 13 units of the new 1198 in stock.
 The new bike, which produces an astounding 170hp has a weight of just 171kg. It incorporates cutting edge technology derived from Ducati’s involvement in the World Superbike Championshps.
 This includes a data analysis device supplied as standard equipment on the 1198 S model, which enables the retrieval and analysis of data collected from a track session or road trip. 
 It also has a traction control system which monitors front and rear wheel speeds and if it detects rear wheelspin, will electronically reduce engine power to restore traction.
 The event was officiated by the Mayor of Kuala Lumpur, Datuk Ahmad Fuad Ismail and chief executive officer of Ducati Asia Pacific, Mirko Bordiga.
 SM Faisal said the second Ducati centre was expected to contribute 30 percent to total sales of Ducati bikes in the country.
  There are now about 500 Ducati bikes on the road since Naza got its distributorship rights in November 2000.
 SM Faisal said Naza aimed to increase it’s share in the big bike market.
 For the 250cc and above motorcycle segment, he said they were aiming for 30 to 40 percent market share from 24 percent currently.

This is a list of most motorcycle assemblers and manufacturers in Malaysia. It is meant to make it easier for readers to check the prices of their favourite bikes. The list was correct at the time of publication. However, please check with the contact provided for the latest prices.

Moto Millia Sdn Bhd
Tingkat 1, Bangunan Bangsaria
No 45E, Jalan Maarof
Bangsar 59000
Kuala Lumpur
Tel: 02-22873878
Fax: 03-22876878

RS125
RM24,350.90

RS125 Racing Colours
RM26,296.90

Aprilia Sportcity 200
RM14,218.45

Aprilia RXV550
RM43,300.00

Aprilia RXV450
RM39,900.00

Aprilia SXV550
RM56,014.25

Aprilia Pegaso Strada 650
RM47,825.25

Shiver 750
RM54,377.50

Mana 850
RM58,674.65

Aprilia Tuono 1000R
RM78,428.75

Aprilia SL Falco 1000
RM62,258.63

Aprilia RSV 1000 Factory
RM82,300.00

Moto Guzzi California EV 1100
RM81,327.00

BMW Malaysia Sdn Bhd
3501, Jalan Teknokrat 5
63000 Cyberjaya, Selangor Darul Ehsan
Tel: 03-88873876
Fax: 03-88873821

BMW G650 X Country
RM66,271.25

BMW G650 X Moto
RM71,556.25

BMW G650 X Challenge
RM68,177.50

BMW F800S
RM70,630.00

BMW F800ST
RM75,035.00

BMW K1200S
RM108,822.50

BMW K1200GT
RM130,721.25

BMW R1200GS
RM113,577.50

BMW R1200GS Adventure
RM120,911.25

BMW R1200RT
RM127,732.50

BMW HP2 Enduro
RM112,927.50

Honda
Boon Siew Sdn Bhd
25-B, Farquhar Street
10200 Penang
Tel: 04-2613422

EX5 Dream
RM3,888.00

EX5 Dream (Full specification)
RM4,136.00

Wave 100
RM3,968.00

Wave 100R
RM4,288.00

Wave 100R (Full specification)
RM4,588.00

Wave S125
RM4,944.00

Wave S125 (Full specification)
RM5,226.00

Click AT
RM6,114.00

CBR150R
RM10,219.15

Wave 125SX
RM5,198.00

Icon
RM4,688

Kawasaki Motors (Malaysia) Sdn Bhd

12 Jalan Jurunilai Y1/20 Seksyen U1
Hicom Glenmarie Industrial Park
40150 Shah Alam
Selangor Darul Ehsan

Tel: 03-55665688
Fax: 03-55665699

Kawasaki Vulcan 2000
RM110,900.00

Kawasaki Vulcan 2000 Classic LT
RM115,900.00

Kawasaki Vulcan 1700 Nomad (Special colours)
RM93,900.00

Kawasaki 1400 GTR (ABS)
RM104,900.00

Kawasaki Ninja ZX-14
RM85,900.00

Kawasaki Z1000
RM71,900.00

Kawasaki Ninja ZX-10R
RM81,900.00

Kawasaki Vulcan 900 Classic
RM55,900.00

Kawasaki Z750
RM56,900.00

Kawasaki Versys
RM47,900.00

Kawasaki KLR650
RM39,900.00

Kawasaki ZX-6R
RM66,900.00

Kawasaki ER-6N
RM34,250.00 (OTR)

Kawasaki ER-6F
RM41,900.00

Kawasaki D-Tracker
RM23,799.00

Kawasaki KLX-250
RM22,799.00

Kawasaki KSR-110
RM6,700.00

Vulcan 900 Custom
RM57,900.00

Vulcan 900 Classic LT
RM66,900.00

Vulcan 1700 Voyager (ABS)
RM125,900.00

KLX450R
RM31,500.00

KX450F
RM29,500.00

Ninja KRR ZX150
RM8,899.00

Ninja 250R
RM20,389.00

Motorcycle Bestbuy Sdn Bhd
Agent for Piaggio, Kymco and Gilera
Lot 13 and 14, Batu 10
Lebuhraya Persekutuan
47300 Petaling Jaya
Tel:03-78750588

Kymco Star Asia

Wish X110
RM4,126.00

Kymco Bet&Win 150
RM7,371.77

Kymco Visa 110
RM4,476.00

Kymco Quanon 125
RM9,518.00

Venox 250
RM19,750.65

Agility 125
RM5,297.25

Free LX 115
RM5,197.00

Evo 110
RM4,594.00

Twist Z110
RM4,594.00

Wish Z110
RM3,968.00

Piaggio

X 8 250
RM24,555.50

MP3 250
RM36,131.25

X Evo 400
RM32,698.70

Gilera

GP 800
RM62,603.70

Fuoco 500
RM47,066.20

Runner VXR 200
RM18,157.70

Nexus 500
RM34,399.00

Vespa

LX 150
RM17,631.45

GTS 250
RM25,795.50

150
RM8,938.35

GTV 250
RM29,576.75

GTS300
RM39,576.75

Motosikal dan Enjin Nasional Sdn Bhd (Modenas)
Kawasan Perusahaan Gurun
08300 Gurun
Kedah
Tel: 04-4668000
Fax: 04-4668300

Kriss 110SE (Full specification)
RM4,193.75

Kriss 120H
RM4,606.75

Kriss 120R
RM4,305.75

Elegan
RM6,348.60

Jaguh
RM6,197.65

Elit Sports
RM6,201.90

Dinamik
RM5,860.75

Cagiva Raptor 125
RM24,300.00

Cagiva Momos Mito 125
RM18,500.00

Momos Forza 135
RM7,476.70

Momos Boxer 200
RM7,117.83

Momos Pantera CX135
RM5,750.45

Momos Pantera CX135 SM Comfort
RM5,750.45

Momos Tigris 135R
RM5,750.45

MV Agusta F4 1000
RM118,673.75

Brutale 910R
RM102,311.25

Cagiva X-Raptor 1000
RM69,807.00

Lite 125
RM4,000.00

Forza II 135
RM6,900.00

Boxer RS250
RM8,900.00

Tel: 03-55143388
Fax: 03-55196788

Prisma 125
RM3,466.00

Flash 125
RM3,688.00

Symphony
RM3,903.00

Blitz
RM5,298.00

GTR 150S
RM6,732.00

GTR 150X
RM7,388.00

Blade 250
RM14,988.00

Blade 250R
RM18,400.00

Blade 650
RM25,162.00

Blade 650R
RM29,572.00

Cruise 250
RM14,488.00

Cruise 650
RM32,088.00

Tel: 03-79687777
Fax: 03-79682211

Suzuki Assemblers Malaysia Sdn Bhd
1412, Plot No:281, Kompleks Industrial Prai
13600 Prai
Penang

Tel: 04-3977453
Fax: 04-3977635

Smash Revo
RM3,685.80

Smash Revo SD (Full specification)
RM4,183.80

Shogun 125 RR
RM5,253.75

Shogun 125 SP
RM5,400.25

VS150
RM6,118.00

Step 125 (Full specification)
RM4,883.00

Hong Leong Yama Motor Sdn Bhd
Kompleks Hong Leong Yamaha
Lot 57, Persiaran Bukit Rahman Putra 3
47000 Sungai Buloh
Selangor Darul Ehsan

Tel: 03-61577011
Fax: 03-61577002

Lagenda 110Z
RM4,566.60

Lagenda 110Z (Full specification)
RM4,875.80

Lagenda 110ZR
RM5,125.00

Ego S
RM4,638.00

Nuovo S
RM5,258.40

Nuovo LC
RM6,028.00

Y125ZR
RM6,617.80

135LC
RM5,936.80

135LC ES
RM6,239.60

RXZ
RM7,154.10

FZ150i
RM7,798.00

Y125ZR
RM6,884.76

135LC
RM5,936.80

135LC (Full specification)
RM6,365.15

It was while in hot pursuit of the new BMW HP2 Sport that I discovered that the BMW F800GS was pretty formidable on the road, despite having a skinny 90/90 21-inch front wheel which looked like it belonged on a MZ125.
The story went like this:
 I had just collected the new F800 GS at BMW's Cyberjaya HQ. After having a chat with the friendly Motorrad manager Fadzli Shukor, we headed of to a nearby petrol station to refuel. Fadzli was headed to BMW's Bukit Bintang showroom. He was going to ride there on the HP2 to run it in. Since I wasn't familiar with the exit to the new highway, he offered to lead me. It was while following him that I found myself glued to the tank of the F800GS, trying to keep up with Fadzli who was now cornering like a Moto GP pro. Just minutes after signing the bike out, I was blatting the engine to the red-line in an attempt to keep the HP2s fat rear tire in sight.

The F 800 GS accelerated all the way to the red line with such eagerness that I was sure that if the electronic rev limiter were removed, it would keep on going all the way past 230km/h. But with the rev limiter in place, it pushed 215km/h before being forced to hover the rpms just a few hundred revolutions below 8,500. I must note at this point that despite reaching it's top speed, this tall, 'Adventure Tourer' was amazingly well planted. For something that had a front wheel that is 4-inches bigger than the rear, I was impressed indeed.
Of course the HP2 was now nowhere to be seen. But still - I thought the F800 GS stood up pretty well for an adventure bike.
What is even more amazing - is the fact that the engine didn't feel like it was straining. Just a few notches below red line - the 800cc powerplant chugs along feeling unusually smooth. From what I had read earlier about the F 800 GS, I had gathered that the bike was a parallel twin.

But while I was riding it, I began to wonder if I was mistaken. It felt like a boxer. It would only be later that I learned out why. When I arrived in Bangsar, I parked the bike and took a few minutes to look over the details.
The yellow-and-black paintjob is brilliant. The F800 Gs is also available in a scheme known as Dark Magnesium Metallic Matte, but that pales in comparison with the striking yellow.
In typical BMW fashion, all the dials and switches have a quality feel to them. Even the plastic bits on the bike seem more expensive than your typical Japanese bike. The dials are sensibly laid out, and easy to read. The speedometer and tachometer are in pods - the latter on on top of the other. On their right is a digital display with fuel, a gear indicator, coolant temperature, average fuel consumption, range left, outside temperature and stop watch time. Basically everything you would need to have for say, a journey to Laos.

Of course - the most crucial piece of equipment for an adventurer today - a GPS is also available as an accessory on top of the RM 83,800 price tag for the basic bike. I saw one being displayed in a glass case back at BMW in Cyberjaya. Sadly it was missing on the bike I was riding - so I couldn't test it. Aside from the good equipment level - I really liked the cool enduro look of the bike. It was way better looking than the plain, slightly frumpy looking F650 GS, although both bikes are actually very similar in design. It is also a tad handsomer than the full sized GS - which in its latest 1200cc guise - is simply gargantuan in proportions.
Which reminds me of the boxer engine. 
While reading the specifications of the BMW later that day, I discovered that the engine on the F 800 GS had an even firing order - just like the F 800 S/ST models.
Because there is one firing cycle for each rotation of the crankshaft, it feels and sounds just like a boxer.

I have to say that the motor - while not exceptionally powerful for it's displacement of 800cc - is an absolute gem.
It releases 90 per cent of it's maximum torque in the broad range of between 4,000 and 7,500 RPM. With a low dry weight of 178kg and a close ratio gearbox, the bike accelerates well - even in sixth gear.
Over the weekend, I took the F 800 GS to Pahang. Riding with a group of riders, we had a quick ride up Genting Highlands before heading onwards towards Karak - then to Temerloh. On the tight corners of Genting Highlands, the bike performed admirably. The chassis and suspension are splendid. The Battle Wing tires installed as standard on the bike did their job well. The only complaint is the 90/90 front tire makes charging through the corners supermotard-style a bit hairy.

However, the 21-inch front tire, in keeping with the classic Enduro format is crucial to keeping good balance in slow off-road riding. It's a compromise that was made by BMW to give the F800 GS true off-road capabilities. However, I was unable to find a suitable trail to test these claims during the ride.
As our group headed down from Genting and into the Karak Highway, I got a chance to push the bike to higher speeds. Once again, it is pretty remarkable what the BMW engineers have done with the chassis and suspension. Reaching Karak - we took an exit into the East Coast Highway, and the riding shifted immediately from a lot of cornering and braking to just high speed touring.
After a few kilometres, I began to get quite comfortable in the saddle. The bike feels like it could putter along all day at 160km/h. Some people think the F 800 GS  is a poser bike for adventure wannabes in the city. They are truly mistaken. This bike is capable of some serious long range mileage. In fact, if Charlie Boorman and Ewan Mcgregor decide to make a third circumnavigation of the world, maybe they should pack lighter and consider taking the F 800 GS instead of the collosal R 1200 GS.

Aprilia's new Shiver 750 is absolutely gorgeous. In the past few years, Aprilia has been upping the ante on it's bikes. Yet, for the most part, they are not the first thing that comes to mind when people look for a big Italian bike in Malaysia, and more often our riders will prefer a Ducati. Which is a pity really. Aprilia is most famous in Malaysia for it's screaming, race derived 125s and 250s, which were all the rage in the late 1990s.
Although Aprilia's range has big gaps between it's 1000cc twin sportbikes and it's smaller two strokers (which is only filled by the Pegaso), the marque makes some of the best litre sportsbikes around.

The Aprilia RSV 1000 Factory for example - is a gem and in the right hands, is just as potent as anything from Ducati.
 When I collected the Shiver 750 from Moto Millia, I couldn't help but admire the sheer quality of the new naked bike. Up close, the Shiver 750 is a notch above it's Japanese rivals. While the Japanese may refine their naked bikes to further take their organic, rounded Manga theme to new heights, Aprilia has taken off on an entirely new tangent altogether. Like many of Aprilia's recent bikes, the Shiver is all about sharp edges and radical angles. The V-Twin engine is housed in an exquisite, angular golden-coloured trellis frame.

The headlights look like a bedazzled diamond - cut precisely to fit the front end of the bike. 
The exhaust is a sculpture that belongs in an art gallery.
Riding the bike reveals a departure from Aprilia's usual emphasis on it's heritage of racing greatness.
The Shiver is by nature tamer than it's bigger siblings. Most Aprilia's I've ridden are usually about sheer speed or outright performance, but the Shiver is a much more calmer, friendler machine. Don't expect Tuono like torque curves. The V-Twin is docile at low-revs. 
 The power lays between 6000 rpm and 9000 rpm, although the 95 hp, V-Twin will spin all the way to 10,000 rpm before a rev-limiter kicks in.

 Handling is precise and predictable. It is a very easy bike to ride.
But it is still an Aprilia, and underneath those street brawler looks lurks arcane technologies derived from the racing track.
 There are no conventional steel cables linking the twistgrip to the throttle butterflies. Instead, the cables dissappear into a black box - which is linked to an ECU which calculates how far to open the throttle. The results are better throttle response, and the ability to control the engine in ways never before.
 There are three engine settings on the Shiver - which you can toggle through by pressing the starter button once th bike is running. In Sports mode, the bike is set to be ridden agressively.

In Touring mode, it becomes a more laid back tourer. In Rain mode, the engine's power is tailored to give maximum traction.
 The new ride-by-wire fuel injection system allows Aprilia engineers to 'tune' the engine in any way.
 It has been said that the new system could allow the engine to be tuned like a race-bike - transferring all the power higher up in the rev range, or even to pit it down low in the rev range - like a heavy cruiser.
 For about RM52,000 - you get a lot of technology on the new Shiver.      
 It's closest competitor in Malaysia would probably be the Kawasaki Z750, which retails for about RM54,000.

I have to say that the KLR 650 is not a very pretty bike. Having said that, I once owned a Nissan Sunny and was so fond of it that I could not bring myself to sell it until one day it was stolen when I parked it at an LRT station. You may wonder what a KLR650 has in common with a Nissan Sunny. Well. For starters, they are both ugly and from the 80s. But beyond their lack of pleasing aesthetics - they also share another thing in common. Both are uncommonly reliable. The 2008 model that I tested has been facelifted. But underneath those gawdy plactics is the same fundamental layout that has been around for the last 22 years. While the Nissan Sunny is out of production - the KLR 650 however, soldiers on.

For the 2008 model, the dual sports bike has improved markedly in areas such as fairing design. Kawasaki has been reported as saying that a lot of time was spent on improving the fairing to reduce wind buffeting at high speeds - something which would be well appreciated by riders on long distance trips across the country.
 It is still based on the same engine which is fed by a carburetor instead of fuel injection - to improve reliability and ease of maintenance. Engine power is said to be dramatically improved with revised cam timing, better ignition mapping and a modified cylinder head with new intake porting, better piston rings which reduce oil consumption as well as a new, seamless exhaust pipe that allows for more efficient exhaust flow.

 The suspension and brakes have been uprated. The new 41mm front forks are better sprung and shortened from 9.1 inches to 7.9 inches to give a taut, smooth ride on the road. The rear wheel travel has also been reduced from 8.1 in. to 7.3 in to give better road handling.
The bike is still pretty capable of going off-road, even with a lower ride height. 
However, it would be worth pointing out that with a dry weight of 386 pounds and 21-inch front rim and 19-inch rear one - the bike's handling albeit good for something of it's size - is not nimble like a dirt bike.

 Several new refinements make the KLR650 an even more credible tourer. There’s a larger rear luggage rack that’s 3.5 in. longer and 5.1 in. wider than the old rack, and a new, narrower tail section which makes it easier to mount saddlebags. A large 6.1-gallon fuel tank and an engine that sips fuel sparingly mean the KLR650 retains its fantastic range between petrol stops.
 The instrument panel has a speedometer, tachometer, odometer, trip meter and water temperature gauge.
But some people may still struggle to understand what the KLR 650 is all about. To be truthful, I too didn't understand initially why the KLR 650 kept on selling for so long.

When I collected the bike, and looked it over - I must say that it didn't really entice me the way - say a Versys did. It was drab looking and seemed outdated despite the facelift. But riding the single on the way back - I began to get a feel of what the bike was all about. It cruises along very comfortably at 130km/h. It's not fast, but the engine putters along feeling like it could maintain this speed all day.
 Then there is the reliability track record. KLRs have long been favoured by long distance tourers. The US army also purchases them in large numbers.

 For some reason, in the world of bikes - there has always been a lot of passion involved. After all, isn't motorcycling about passion? Isn't being hunched over a cramped supersports the very defination of motorcycling? But the legions of KLR 650 fans around the world have found out that there is something even more useful than passion.
    These riders understand that simplicity, trustworthiness and practicality are useful attributes for a bike. Especially if you are the type of person that departs on epic journeys into far off regions where there is rarely a well-lit service centre in sight.
  

This guys is unbelievable. Valentino Rossi took his ninth victory of the 2008 season in the Polini Malaysian Motorcycle Grand Prix, after shaking off Dani Pedrosa in the final third of the race.

His Malaysian acheivement now equals the exploits of Mick Doohan, who also won nine races on Malaysian soil.

Unfortunately, I wasn't there to cover it. But here's our report:

 http://www.nst.com.my/Current_News/NST/Monday/Sport/2380084/Article/index_html

And girls. Please don't try to send emails or call me to ask where Rossi is staying. I have no idea. :P

Selamat Hari Raya to all my readers out there.

Maaf Zahir and Batin

SOL, the helmet manufacturer made famous by the Malaysian A1 team has been been making strides in the local motoring industry in the last few years.
 A Malaysian-Taiwanese colloboration, the brand is becoming quite popular here, judging by the number of half-face and full-faced SOL wearers I see on my daily commutes.
 However, none of the helmets I have seen can compare to the latest Sol creation.
 At first glance - some people may think it's a bit wacky.
 After all, the SOL 68s has built in LEDs on the rear which make the back of your head light up.
 Yes, you may think that's the most silly idea in the world. But wait - it's really not that silly.
 This helmet is very well designed.
 The LEDs come with smoked lens covers, so nobody really notices that you've got LED in the back of your head - until you actually turn them on.
 In daylight - they are not very clear - but at night, they are visible hundreds of metres away.
 This ensures SUV drivers can see you way, way before they even come close to you - which is a good thing knowing how Malaysians drive.

 There are 6 LED lights in the rear. They're powered by two AAA batteries located in a plastic casing on the rear of the helmet.
 To me - the lights are very familiar. They are the same kind of lights I use when I go cycling on my daily cycles on my mountain bike at night.
 A switch in the middle is used to cycle the LED lights through off, on, blinking and fast blinking. 
 The plastics look a bit flimsy - but according to SOL, the whole assembly will disentegrate if a rider falls off and knocks the helmet against something - so I guess that's why the plastics look a bit thin - they were probably purposedly designed in this way.
 But fancy lights are not the only feature on this RM450 helmet.
 Add another RM240, and you have a 'Bluetooth' option.
 For this price, you get an itech Bluetooth device which hooks inside the front of the helmet and a pair of special ear pads that fit in the ear pockets of the helmet interior.
 I tested this option, and it works pretty well on my daily commutes to work.
 Before putting on the helmet, all you have to do is activate the Bluetooth clip, then wear your helmet.

 The itech clip has a built in radio - so you can listen to your favourite radio station while riding, although the volume shouldn't be too high to drown out traffic sounds.
 If a call comes in, the clip will automitically turn off the radio and connect the call when you touch your phone's keypad.
 It's all pretty convenient. I found it very useful. Now, I didn't have to stop, remove my helmet and gloves everytime someone called me. 
 What's interesting is the i-tech device is placed in the helmet and uses it's own microphone instead of the odd looking 'sponge ball' microphone which is usually used with helmet intercoms.
 Since the assembly is inside the helmet, you dont have to worry about water reaching the device when it rains either.
 Besides the lights and sounds (I guess you could term the 68s a 'multimedia' helmet heheheh) - this helmet has pretty good ventilation. 
 SOL claims on it's website that the helmet has
19 air vents for 'STATE OF THE ART VENTING'. This includes 9 intake vents and 10 exhaust vents. 
 The result is pretty impressive. The helmet has a light and breezy feel to it - although we recommend ear plugs to those who cruise at illegal, statospheric speeds.

 All in all - the helmet is a pretty decent buy.
 One things for sure - there is probably no other helmet right now on sale in Malaysia which has the features of the SOL. At least not for this price.

There was a lot of questions on the differences in physical proportions between the new Kawasaki Ninja 250r and the Naza Blade 250r. Here are some shots we took to highlight the difference in size between the two:

Sometimes, I can't help but wonder what awesome fate beholds sportbikes in the future.
 Aeons ago - in 1972, Kawasaki introduced what some regard as the first true superbike, the Z1 - which had a paltry 82hp.
 This year, the latest reincarnation of Kawasaki's top of the line superbike, the 2008 ZX-10r churns out a hair raising 179hp. Factor in the ram air effect, and you have roughly 193hps, with a maximum torque of 83 ft-lbs at 8,700 rpm.
 It seems the evolution of sportbikes is hurtling to some infinite point that is yet to be determined. But where will this all end?

 Fortunately, last week - I was lucky enough to ride the 2008 ZX-10, the penultimate acheivement for motorcycles in our time, so if an asteroid comes crashing down and ends civilisation as we know it, I can still be happy knowing I have sampled the cream of over 100 years of motorcycling development.
 As I took the ZX-10r up the now familiar corners of Genting Highlands, I could not but admire how easily it hauls itself up the steep gradients.
 A few months ago, I took the 2007 ZX-6R up these same hills, and the bike kept getting lugged down when shifting up through gears.
 It needed some revs to scream itself up the inclines.
 But this is not the case with the 10r. With so much power, the bike just powers up casually, leaving lots of extra wallop to overtake the occasional car crawling up the steeps roads.

 Throttle response is crisp and immediate. But that is nothing new - even the old 10Rs had smooth and crisp power delivery.
 What is amazing though, is how easily and well this superbike handles, despite the amazing powers that it has been endowed with. 
 There has been a lot of hype about the supposed traction control system that exists on the new ZX-10r.
 Kawasaki claims it doesn't exist, but there are people who think this is a ploy to avoid liability issues.
 Whatever the Kawasaki Ignition Management System can or cannot do - one thing is for sure, this new ZX-10r inspires a new level of confidence over the previous generations.

 As I rode the bike halfway up Genting, I was beginning to realise that I was much more comfortable on this bike than many other bikes I have taken up over the past few months, regardless of size.
 What does KIMS do?
 It's pretty complex really. It curtails sudden spikes in engine speed. The ECU retards ignition timing when it senses wheelspin through an array of sensors reading engine speed, throttle position, vehicle speed, gear etc etc.
 However, the system doesnt engage when the throttle is opened hard - making it possible still to wheelspin the rear end.
 It will only engage when rear-wheel slip is detected at constant throttle openings.
 In addition to KIMS, the bike has undergone some major geometrical changes.

 The rake angle has increased by 1.0 degree, there is 8mm of additional trail and a wheelbase stretching almost one inch longer over the previous year's bike.
 The bike is also over 2kg heavier than the previous one, but for some reason it feels perfectly balanced.
 I am not sure whether it was the KIMs or the new geometry of the bike which made it much more easier to ride than the previous generation.
 Besides the changes in the power and handling, the braking has been uprated slightly with a larger rotor diameter of 310mm and now boasts better heat dissapition properties.
 Riding downhill hard - with constant acceleration and violent braking - I suddenly realised why those Moto GP riders need to work on their upper body strength.
 I was also pretty sure that I was putting on some major wear on the rear tire. Luckily, the bike had just been registered by Kawasaki - and had less than 1,000km on the clock and new tyres.
 However, I have to add that the brakes are a bit mushy in the first few mms of travel and lacks feel like the Z1000, but this is probably a minor thing to most riders. 

Another thing that riders will appreciate about the 10r is the slipper clutch - an innovation that allows fast downshifts and better control before entering corners.
 With conventional clutches, when you downshift at high engine speeds, the rear wheels will transmit the braking forces to the engine directly - causing the rear wheel to hop or lose traction.
 But with the slipper clutch, the bike senses this and disengages the clutch momentarily, giving you even better control.   
 The 2008 ZX-10R is pretty close to the ultimate sport machine right now. That is until one of the bike manufacturers release the latest version of their own litre super-achievers.
 In terms of power, handling and sheer technical wizardy - it's not that for off from the best track bikes, and it's yours for just RM - after factoring in some exorbitant taxes.
 To put things in perspective, Rossi's bike for the 2008 Moto GP season produces 210hp - just 8.8 per cent more power than the ZX-10r.