IT comes with a price tag of more than RM150,000 and it is powered by a twin-cylinder boxer engine that churns out 130hp.
It's not that you could buy one: they are so exclusive that only 11 of them are in Malaysia -- and all have been sold.

When BMW designed the HP2 Sport superbike, the engineers wanted to give the rider a taste of what it was like to ride a real life racing bike.

It's no surprise that the HP2 was selected as one of the safety bikes used to herd racers like Casey Stoner and Valentino Rossi in any mishap on the race track, said BMW Malaysia Motorcycle manager Fazli Hisham Shukor.

This bike is every grown man's fantasy. So, imagine how excited I was when Fazli called me two days before the Malaysian GP and asked if I wanted to ride it to the race.

Riding the 1200cc HP2 is different from riding a conventional sports bike.

BMW originally brought in 12 HP2 bikes, but one was scrapped after it crashed on the Karak Highway.

Due to the nature of its boxer engines, you can feel the bike pulling to one side when you rev it at neutral gear.

The two cylinders jut out horizontally away from each other, and if you corner real low, you may grind the cylinder heads on the road.

Of course, BMW had already thought of that and wisely capped each head with sliders. The boxer engine and shaft drive are the hallmark of BMW engineering. Both have been present ever since the 1920s, when BMW ventured out of aircraft engineering and first introduced the R32.

That motorcycle was only capable of reaching 95kph -- a far cry from the top speed of the HP2, which is more than 240kph. The boxer engine was chosen out of tradition rather than performance.

Today's 1,000cc Japanese sports bikes, with their in-line four-cylinder engines, are so highly developed that they can produce more than 180hp.

This was far more than the boxer engine could produce.

But the HP2 Sport is still a race machine at heart, built with materials used in racing and aeronautics.

The fairing is made entirely of carbon fibre. The dashboard was developed in collaboration with 2D systems -- the company that develops computer systems and does data recording and analysis for Rossi's Moto GP motorcycle -- the Yamaha YZR-M1.

Despite all the high tech wizardry, the designers didn't forget to make it beautiful.

Following the BMW Motorrad Motorsport design, the carbon fibre bodywork has white lacquering on the windshield, rear, mudguard and side cover.

The HP2 made short work of the 50km ride from Kuala Lumpur to Sepang on Moto GP Sunday. The bike feels smooth even at high speeds. If you have ridden on a sports bike before, you will know that they are generally uncomfortable. But the BMW was roomy.

The Sepang race was intense and the two Malaysian wildcards in the GP125 category secured 16th and 20th place out of 33 riders.

Later, we watched in awe as Stoner left the entire pack behind and won the Malaysian GP. But the day belonged to Rossi as he crossed the line in third place and won his seventh World Championship.

The ride back was just as exciting as the race itself. My HP2 attracted a lot of attention. Amateur photographers and race fans clicked away as I made my way out of the race track back to Kuala Lumpur.

TWO boys on bikes, one astride a real-deal Aprilia and the other on a souped-up Yamaha.

Looking more like schoolboys than Grand Prix riders, Elly Idzlianizar Ilias and Mohd Zulfahmi Khairuddin pitted their skills against the world's best at the 2009 Malaysian Motorcycle Grand Prix in Sepang last weekend.

And for a pair of novices, their performances were laudable.

Elly, 25, and Zulfahmi, 18, given wildcard entries for the 125cc event, finished 16th and 20th respectively out of 33 riders.

They were the ultimate underdogs.

Elly, who previously raced kapcai motorcycles had ridden the race Aprilia just three or four times around Sepang.

Elly Idzlianizar Ilias (standing) and Mohd Zulfahmi Khairuddin are products of the Malaysian Wildcard Programme.

Zulfahmi, who started in 30th place in the grid, managed to pass much faster machines on his dated Yamaha TZ125, raising the eyebrows of many on the established teams.

"It was an incredible challenge," said Elly.

"For me, the mental challenge was the greatest. I knew beforehand the tremendous pressures I would be facing, and prepared for it. This was a world-class race, with millions of people viewing. I was carrying the hopes of all Malaysians. And the responsibility felt almost too big to shoulder.

"A lot of things go through your mind on race day. All sorts of thoughts like: 'What if I drop the bike? What if there is a malfunction? What if I couldn't finish the race?' These were the forms of mind torture I had to slowly put aside one by one."

On race day, Elly prepared mentally by pretending that it was just another training session.

"That was what I did to calm down. I told myself it was another aspect of training for my career in motorcycle racing."

Elly, who races in the Petronas Cub Prix, trained four months for the race.

"I only rode the Aprilia three or four times before the actual race.

"If you let me have a go on the Aprilia everyday, then I think I can deliver even better results. I am hoping someone will offer me a full race season next year."

For Zulfahmi, the challenge was just as great.

Riding his dated machine, he slowly made his way down the pack.

"I was pushing the bike to its limit. The bike has a big disadvantage compared with the newer bikes. On certain stretches, bikes like the new Aprilia can reach 240km/h.

"The TZ, on the other hand, will do between 218km/h and 220km/h top. It also accelerates less strongly compared with the new bikes. The bike also only has a single-sided front disc up front, while the new bikes have double discs."

Zulfahmi said it was the support of his family, friends and Malaysian fans that helped him to defy the odds.

Both riders are products of the Malaysian Wildcard Programme -- a collaboration between Sepang International Circuit, Motorsports Association of Malaysia, Automobile Association of Malaysia and Two Wheels Motor Racing.

Launched in May, it started with a three-day trial at Sepang Circuit where the hopefuls were evaluated on their riding skills and techniques on Yamaha machines.

"The field of 17 riders, who had been competing in the Malaysian Cub Prix Championship and Super Series Bikerz Mag 150cc Cup, was whittled down to four before Elly and Zulfahmi were recommended for the Malaysian Motorcycle Grand Prix," said Ron Hogg, promotions director of Two Wheels Motor Racing.

"What was surprising was that during the selection process, we found that many Malaysians had the talent to ride in the world-class event. We found that 20 to 30 of them could easily make the cut to race in the Malaysian Motorcycle Grand Prix. It was just a matter of finding the best ones.

"We hope one day to have our own Moto GP rider and team but it will be long process."

Hogg said the initial goal was to have a single Malaysian riding in the race as a wildcard entry.

"To be able to have two riders in the fray was a bonus.

"And usually, most wildcard entries make up the rear of the pack. That they (Elly and Zulfahmi) were able to finish 16th and 20th surpassed our expectations."

Hogg said the Malaysian motorcycle racing scene had matured and was becoming very competitive.

"It used to be that Cub Prix riders could only race when they got their road motorcycle licence. The regulations have since been changed and the racers are starting as early as 13."

Most international GP riders, Hogg said, started at a very early age.

Spaniard Julian Simon, for instance, rode off-road when he was only 2, initially in minicross before moving to motocross when he was 5.

Hogg said while there were many Mat Rempit out there who think they could ride, the truth was that the majority of them would never make the cut to become a competitive racer.

"Creating a racer is a science. We have given Mat Rempit who thought they were champions the chance to race in a real racing environment before," said Hogg. "However, 95 per cent of them couldn't come anywhere near posting a good lap time.

"You can be as talented as you want, but if you don't go through a regimented process, you'll never ever come close to becoming a Moto GP rider.

"Talent is born, but champions are made.

"You'll have to sleep at 8.30pm and wake at 6.30am to train."

He added: "We have a fitness instructor who jogs with our racers. In the past five months, both riders have gone through a gruelling gym routine. They have each gained eight kg in muscle mass.

"Fitness is important in any sport. Riding a GP bike needs a lot of strength."

Former 250cc rider Shahrol Yuzy, who is in charge of coaching Elly and Zulfahmi, said both riders were extremely competitive.

Although Elly was more experienced, Zulfahmi was giving him a tough fight and was physically strong as well, he said.

Shahrol, riding under Petronas Sprinta Team TVK colours, raced against the world's best 250cc racers for two seasons and retired in 2002.

There has been no Malaysian in Moto GP racing since Shahrol quit. The Malaysian Wildcard Programme is designed to produce riders to fill the vacuum left by Shahrol.

Bigger things await the riders. Zulfahmi has been offered a ride by Team Ongetta ISPA in the Spanish national championship in Valencia at the end of next month.

Elly, on the other hand, may get to race in Moto2 -- the four-stroke 600cc class which is replacing the 250cc category in the world championships from next year.

No other motorcycle released in recent years in our country has changed the landscape of motorcycling as much as the ER-6n. When it was introduced in 2008, it created a sensation with it's sub RM30k price tag. In a country where the tax structure is severe on big bikes, and where the majority of motorcycles on the road are mopeds - the 650cc naked was a breath of fresh air. You no longer needed to be part of senior management at a multinational company to own a proper motorcycle. Now, you could be a young executive, or maybe a well paid blue collar worker, and still be able to fulfill your dream of owning a cool motorcycle. That's why this bike is so important to the Malaysian biking scene, and to Malaysian bikers. The ER-6n sure isn't a Ducati 1198, but it's capable enough to fulfill the needs of the majority of motorcycle riders.
 Since it's introduction, rumour has it that the ER-6n sold so well that it even outsold the iconic Ninja 250r.

At one point, the waiting list to get one of these bikes was up to four months, although now - Kawasaki has managed to step up supply to meet demand.
 For the 2009 model year, the ER-6n has gone through tremendous improvements. It is still the practical daily commuter for the daily trip to the office, but improved brakes and suspension now make it more competent as a weekend bike for the blast up Genting Highlands and make it easier to keep those guys on their ZX-6s and 10s in sight.
 It is a tremendous improvement over the previous model year, and you notice the changes right away. Steering is more precise, and the frame feels more composed under hard braking and gives you the confidence to take those tight corners.
 The exhaust is the same, and the bike still makes the same uninspiring blatting sound whenever the engine is revved.

The engine is similar to the previous model - and the bike tops out at about 200km/h flat out.
 While the bike was designed with beginners in mind, it will also appeal to more experienced riders. It can charge through the corners with ease. With a short wheelbase of just 55.3 inches the bike corners almost like a pure sports bike,  despite it's relatively simple swing arm set up. The upright sitting position gives a feeling of control over the bike, and there is no doubt that a new rider on a ER6-N will make much quicker progress on this bike compared to a more difficult to master 600cc inline four supersports.
 Despite this, I find it a bit odd that a lot of newbies here are ignoring the ER-6n when they go shopping for big bikes. Some people tend to look down on the ER-6, terming it just a commuter - and prefer to aim for more glamourous bikes like the ZX-6s and 10s.

 While these motorcycles are no doubt terrific machines, it takes a great deal of skill and experience to fully utilise their capabilities.
 They are also a great deal more expensive. A 600cc in-line is almost double the price of the 650cc parallel twin. So if you want to get the best bang-to-the buck ratio - the ER-6n is probably it.
 One reason why the ER-6N is so easy to ride quickly is because of how the power is delivered. 
 The ER-6 produces - 43.1 ft-lbs at 7200 rpm, which  is surprisingly even more than a ZX-6R churns out at its peak at 12,000 rpm.
 This torque translates into strong acceleration on the road - and because you are not gunning the engine at sky-high rpms - it is much easier to use it practically.
 The Dunlop Roadsmart tire provided with the bike are adequate for most riding conditions.

 However, if you plan to go around scrapping your knees and getting down dirty with the supersports - an upgrade to better tires is advisable.
 The ER-6n chassis is pretty capable - and you will find out that the bike is capable of a lot more with better tires.
 Ground clearance is good, although the highly placed foot-pegs will cramp some of the taller riders.
 While most of the bike is sensible and well-designed, the meters are rather difficult to read.
 While it is still possible to read - with much difficulty - the odd anologue speed meter, the digital bar that represents the rev-meter flickers so quickly that I found it nearly impossible to read the rpms - especially during fast acceleration.
 It would have been much better if Kawasaki reversed the layout and used a digital speed meter and analogue rev-meter instead.
 However, this minor annoyance hardly detracts from the fact that the 2009 model ER-6n is probably the best bike you can get in this price range right now.

There is something about riding on the Karak Highway in the early morning which always takes my breath away. It could be the cold bite of the morning air, or maybe it is the banks of low clouds that seem to rest on the hill tops. Or perhaps it is the golden rays of sunshine which sliver their way in gaps between the Titiwangsa range. Whatever it is, there is almost certainly no better way to start a journey than riding this mountain stretch.
My wife and I had left our house at about 9am and barely 15 minutes later, we were cruising eastwards on the BMW K1300S. The plan was to head to Kuantan for a late breakfast via the East Coast Highway. From there, we would make our way to Terengganu where we would spend the night before heading back to Kuala Lumpur the following day.   
It was a Saturday morning, and there were dozens of weekend riders going for a quick jaunt to Genting Highlands.

We entered the Karak highway right behind two other couples riding on Japanese supersports. But despite the large number of bikes, we were the only ones with a big luggage bag strapped to the rear luggage rack.
We made a quick stop to fuel up at a petrol station a few kilometres from the Gombak toll plaza. From there, it was straight up to Genting Sempah. There was only light traffic on the  six-lane highway, and we reached the tunnel very quickly. To those unfamilar with the highway, the 900-metre tunnel (at about 550 metres above sea level) is almost the highest point along the highway. From there the highway descends rapidly until it reaches the town of Bukit Tinggi at which point you will reach a sharp right-hand corner and then begin heading into the dense forests of the Pahang heartland.
As we rode along the highway, we could catch glimpses of the Semantan river on our left.

The sun was already blazing despite the fact that it was barely 10am. We reached Karak, and turned into the East Coast highway (LPT). From there, I gunned the K1300s to it's cruising speed. The massive BMW sports tourer is designed to cruise the German autobahns, and can easily cruise at above 160km/h. However, there are many speed traps along the highway, and it is advisable to adhere to the 110km/h speed limit.
Progress was swift, and we reached Kuantan before noon.
In Kuantan, we parked the bike near the beach in Teluk Chempedak - and had a quick bite at McDonalds. The beach is located five kilometres east from the town centre and is a favourite with local youngsters. There is a jungle trail that leads from here into Balok, about 7kms away. I used to ride this trail by mountain bike with friends when I was studying in college near here. Since the late 1990s, there has been tremendous development in the area - and TC as it is affectionately known is hardly recognisable.

There are no highways leading from here northwards. From here on, the roads are trunk roads hugging the coast as it meanders it's way through Terengganu and Kelantan. Officially known as Highway 3, the coastal road will take you through Kemaman, Dungun and Kuala Terengganu - a distance of 223kms.
Throughout the journey, you can catch glimpses of a brilliant blue ocean framed against rows of coconut trees.
A word of advice, when you reach Kerteh - make sure you explore the byroads that lead to the beach just before the Petronas housing estate. While much of the area is undeveloped, the views there are simply breathtaking.
We made a quick visit to the Mesra Mall in Kerteh, then continued about 50kms further past the burning gas towers of Paka before having lunch at a stall by the beach in Rantau Abang.
We continued for a dozen or so kilometres before feeling a bit sleepy due to the heavy lunch.

We chose a spot by the beach, parked the bike and slept on the grass under a coconut tree. The view was simply fantastic. There was a little island in the distance, silhoutted against the perfectly blue sky. At about 5pm, feeling well rested - we continued on the journey.
We reached Kuala Terengganu before 7pm, and stopped to pray at the famous floating mosque (masjid Tengku Tengah Zaharah).
The mosque is located just 4.5kms from the town centre. Leaving the mosque, we rode a few kilometres to Primula Beach Resort, which faces the Batu Burok Beach. The room rate was RM225 for a deluxe room including a buffet breakfast for two. We were promised a room facing the beach, but ended up getting one facing inland. However, the breakfast was reasonably good - although I didn't try the nasi dagang. There was a basic western spread as well as the usual local fare. At about 11am, we left the hotel to visit Pasar Besar Kedai Payang (Payang's Big Market Shop) or Central Market. 

 
The pasar is actually a wet market as well as a shopping arcade selling batik, brassware, brocades and songket alongside a huge selection of fresh local produce including fruits, vegetables and fish. There is also a wide selection of Terengganu Keropok Lekor on sale. My wife was fascinated by the fabrics and songket sold there. Efforts by the government to create a market for the songket seem to have paid off. The hand-woven songkets, which take up to two months to make - are sold for up to RM1,000, a far cry from their machine made counterparts - some of which sell for less than RM100.We left Kuala Terengganu at about 1pm. We stopped in Kerteh for lunch at a food court by the beach before heading straight back to Kuala Lumpur, reaching there before dusk. Despite being just a short weekend trip, the journey to Kuala Terengganu was well worth it.

The changes made to BMWs massive K-bike, the K1300s was obvious the moment I first rode it. While travelling at highway speed and opening up the throttle on the Putrajaya- Kuala Lumpur highway, the bike lurched forward with the kind of force that you can only get from an engine with a massively large displacement. Making about 175bhp at 9,250rpm, opening up the throttle at 180km/h still reveals mind-boggling levels of acceleration. Don't be mistaken. This isn't a superbike. That's what you call a run-of-the mill R1 or ZX10. This is a hyperbike. It's a whole different ballgame.
Most people will tell you that hyper sports bikes began appearing in the late 1990s - with the introduction of Suzuki's legendary Hayabusa. But the truth is the genre can trace it's influences all the way back to the Kawasaki ZZR1100 which held the title of the worlds fastest production superbike for nearly ten years before being defeated by Honda's Blackbird.
Then in 2004, BMW came up with the K1200s - the predessecor of the K1300s which was touted as BMW's attempt at pushing the envelope on it's big performance bikes - something that would reestablish the hirearchy of high performance biking back in favour of the Bavarian maker.

By it's sheer size and weight, the bike was impressive. It made 165 hp, which was respectable by any standards. The problem for me though - was the Hossack-type front suspension - which left you feeling a bit disconnected from the front end of the bike.
It was the first time I was riding this type of steering arrangement - and I just couldn't get used to it. These BMWs are the only production motorcycles with the system, which was invented by British designer Norman Hossack. The forks are mounted in two unequal-length wishbones with a central shock absorber.
 My initial impression during my ride was that the steering felt very light but once you are taking low speed corners, you feel a great deal of the weight of the bike transferred through the handle bars. Since you use so much force to keep the bike steady, you find it harder to give sensitive input through the steering.
But not everyone had issues with the steering setup. Many other who rode the bike never complained about it.
Despite this, the bike was incredible in all other respects.
It looked good, muscular with a slim waistline in the middle, and will probably age much better than those BMW bikes from the 90s.

The engine made massive amounts of power and torque - probably much more than most of us could ever use on public roads. It could cruise at phenomenal speeds - and made a huge racket while doing it. The bike I rode had a Laser exhaust installed, and with the throttle fully opened on the highway - sounded a bit like a jet getting ready to take off.
It sold for slightly over RM100,000 - and with that blue and white propellor emblem on it's side, was a pretty good deal for the local market. Even the Japanese competitors were selling at about the same price. Take a quick glance in the bike classifieds - and you will notice that old BMWs retain their value much better.
 The new bike is even bigger and better than the one it is replacing. Both bore and stroke have increased to take engine capacity up 136cc to 1,293cc, bringing with it a power increase which can be felt all over the rev range and more peak torque, too.
 Ride and handling have improved as well - with a new, lighter aluminium lower front wishbone on the Hossack front end. In fact, the new wishbone is 2.2lbs lighter, which means suspension response improves tremendously.

 I rode the bike from Kuala Lumpur to Kuala Terengganu, then back the next day via the East Coast Highway, where I was able to test the latest iteration of the electronically adjustable suspension, or in BMW lingo - the ESA II. The new system allows the rider to change the rear spring's actual rate in addition to preload and damping with a press of a switch mounted on the handlebar.
I initially had the bike set to comfort, because I was carrying my wife and some luggage. In this mode, the bike was rather softly sprung up, but not to the extent of being unstable or giving you a sagging sensation. It was soft enough to deal with the undulations on the LPT. But later on during the ride, as I increased my cruising speed, I changed the ESA to sport mode, and could immediately feel the difference in the suspension setup as the ride became more taut and firm. The ESA II is probably one of the most useful innovations from BMW.
 An interesting change in the handlebar mounted switches has also been made, which most riders who have ridden BMws before will notice immediately. Instead of mounting one turn signal on each side, BMW has adopted the conventional turn signal switch.

 With all the improvements, high speed cornering is more precise. I didn't have to shave speed to take on the more formidable corners. I could simply power through them - the front end giving enough feedback to inspire confidence.  
The K1300s is probably one of the most planted bike in it's class - a bike built for high speed riding. This is a bike that can easily take you from the southern tip of the Malaysian peninsular, all the way to the Thai border in a couple of hours. Its cruising speed is unbelievable. At 180km/h, the tachometer hovers near 7,000 rpm. Redline is at 11,000. If you had strong enough neck muscles to deal with the wind buffeting, you could probably maintain this speed from Johor to Bukit Kayu Hitam, although at this point I must point out that I do not condone speeding, or breaking the law.
  The truth is, if you want to ride your bike within the constraints of traffic regulations, then you are better off buying something with a lot less power. The BMW could easily break the national speed limit in second gear. It would probably make more sense to ride it on German autobahns, where there is no speed limit.
 The K1300s I tested was also equipped with ABS and traction control (TCS). The TCS uses the ABS sensors to monitor rear wheel speeds vs the front. If it detects wheelspin, it will retard the ignition, saving you from a nasty slide. During my ride I did not once encounter wheelspin although I was generous with the throttle on a variety of surfaces.
 I remember a few years ago, while riding the K1200r - which shared the K1200s engine, I inadvertedly left a junction with too much throttle. Needless to say, without the benefit of any traction control, i left a thick, swervy line of rubber on the road.
 On the K1300s, BMW probably designed the TCS and ABS more as safety features rather than performance aids. However, having both these features comes in handy if you want to learn the limits of the bike - without being thrown off it. A rider could certainly make use of the aids to improve on his riding, while at the same time benefitting from the safety features.
 The K1300s is a bit on the pricey side. But taking into consideration the technology and features on the bike, the sheer quality of its build as well as it's tremendous performance capabilites and the strong resale value - it could be well worth considering it if you are shopping for a hyperbike.

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.

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

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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

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

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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

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

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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

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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

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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

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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

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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

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Mofaz Motosikal Sdn Bhd
Lot 2734, Bukit Lanjan
Off Jalan Damansara
60000 Kuala Lumpur
Tel: 03-77254880
Fax: 03-77254882

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

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Naza Bikes Sales and Distribution Sdn Bhd
No 15, Jalan Utas 15/7
Seksyen 15
40000 Shah Alam
Selangor

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

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Harley Davidson of Kuala Lumpur
Naza Prestige Bikes Sdn Bhd
Lot 1480, Jalan 51A/221
46100 Petaling Jaya
Selangor Darul Ehsan

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

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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.