1608 RF final

ridefast

AUGUST 2016 RSA R30.00

AUGUST 2016

BIKES TESTED:

• 2013 KAWASAKI ZX-10R

• 2012 HONDA CBR100RR

• 2010 BMW S1000RR

• 2009 YAMAHA R1

EXCLUSIVE:

A DAY TESTING

WITH BRAD

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NEW DUCATI

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EXCLUSIVE

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MUNICH, GERMANY


1002 RIDEFAST MAGAZINE AUGUST 2016


WHAT IS THE MOST TRIED AND TRUSTED

TYRE BRAND AT THE SUZUKA 8 HOUR?

DUNLOP!

31 TEAMS CHOOSE DUNLOP FOR

SUZUKA 8 HOUR ATTACK

Dunlop Suzuka 8 Hours in numbers

60 Teams in total • 31 Dunlop Teams • Titles: 8/10: Dunlop has helped teams win eight out of the last ten titles

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2002 Dunlop teams have stood on the top step of the podium 38 times

D211 GP PRO

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RIDEFAST MAGAZINE AUGUST 2016 1


W E L C O M E THE TEAM:

EDITOR & DESIGN:

Rob Portman

rob@ridefast.co.za

082 782 8240

ADVERTISING:

Zenon Birkby

zenon@ridefast.co.za

074 104 1074

ACCOUNTS &

SUBSCRIPTIONS:

Anette

anette.acc@mweb.co.za

011 979 5035

July was a month of ticking life experiences

off my bucket list - It started off with a trip to Italy

for my first ever World Ducati Week, at the Marco

Simoncelli Grand Prix circuit in Misano. Had

such an amazing time and what an experience,

something every motorcycle nut should try, even if

you're not a Ducati fan you will love this event. I give

a full rundown of the event in this issue.

When in that part of Italy, one simply has to go

to Rossi’s home town of Tavullia, situated around

25km from the Misano track. I did just that and

visited the Rossi fan club base, which is a Bar and

Gelateria packed with Rossi memorabilia. Behind

the bar is the official VR46 shop, where I got some

official gear. I also signed myself, and my baby boy

Trey Knox, up as official Rossi Fan Club Members,

and received a shirt, cap and membership card for

each of us.

After that I spent a day at the Misano circuit

with Brad Binder, who was doing some testing

for the KTM factory. It was great catching up with

Brad and I managed to get some great insight

to Brad’s immediate and long term future plans.

Exciting stuff, which should be announced soon.

Staying with Brad and we will be releasing the

new range of official Binder shirts, caps and

hoodies very soon so keep a look out on

our Facebook page for more details. Will

also have the full range featured in next

months issue.

A week later and it was my turn to hit

the track with our 2016 Kawasaki

ZX-10R Project Bike. It was the

8 hour race, and we showed

great pace but unfortunately

too many pit stops cost us the

win. Oh well, 12 hour up next in

October and we will be looking

to right some wrongs. Big thanks

to Kawasaki SA, Dunlop SA, Dynamic Express

Services, Fourways Motorcycles, Dave from R&D

Racing, Martinus from TRD motorcycles and

Omega Fibreglass for all their support.

The following week and I was joined by The

Singh, Daphne Lang and Henry Barnard down

in Sabie for our feature test in this issue - 4 great

used sport bikes for under R120,000.

I have been wanting to do a test like this for

so long and finally made it happen. We would all

love to own new modern day sportbikes but the

weakening rand means that only a lucky few get to

experience the seduction that is new 1000cc litre

production machines.

Three days later and I was off again, this time

to Germany for the world launch of the new BMW

R nineT Scrambler. We have the exclusive first

test featured in this issue, and are the first print

magazine in the world to publish the launch story

so really proud of that.

July also saw more bad news for South African

motorsport, with the passing of racing car driver

Gugu Zulu.

I had got to know Gugu really well over the

past 15 years, none more so than this year,

where I worked with him in the SuperGP

championship.

His death came as a huge shock to

the enitre Nation, SA has lost one of it’s

unsung heroes. A massive loss not only for

SA motorsport but for humanity. Gugu

was a true spirit and a man that will

never be forgotten!

A trust has been setup to help

support his wife and baby girl. Full

info on page 14 of this issue.

EDITOR

Rob Portman

CONTRIBUTORS:

Sheridan Morais

Brad Binder

Darryn Binder

Cam Petersen

Richard Knowles

Gerrit Erasmus

Clive Strugnell

TO SUBSCRIBE

CALL 011 979 5035 OR EMAIL

anette.acc@mweb.co.za

Digital or print copy.

DECALS BY

TEL: CHRIS 082 602 1836

TONY 083 770 2400

2 RIDEFAST MAGAZINE AUGUST 2016


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RIDEFAST MAGAZINE AUGUST 2016 3


Contents AUGUST 2016

6: NEWS: DUCATI 1299 S ANNIVERSARIO

24: FEATURE: WORLD DUCATI WEEK 2016

34: FEATURE: FLASHING YOUR BIKE

36: COVER STORY: 4 QUALITY USED BIKES

56: FEATURE: TESTING WITH BRAD BINDER

52: WORLD LAUNCH: BMW R NINE T SCRAMBLER

58: WORLD SBK: LAGUNA SECA

4 RIDEFAST MAGAZINE AUGUST 2016


The Refined VFR1200X

Contact your nearest dealer today


Sexy just got

even SEXIER!

Ducati 1299 Panigale S Anniversario

Ducati unveiled a new special edition machine during this

years World Ducati Week in Misano, in the presence of the

company CEO Claudio Domenicali and brand ambassador

Casey Stoner. The model that was chosen to epitomize

the 90 years of Ducati bike-making history is the 1299

Panigale S, but the new machine is truly over the top.

Welcome the Ducati 1299 Panigale S Anniversario

- a limited edition bike that will only be available in a

500-unit run. The anniversary machine sports a new

livery inspired by the MotoGP prototypes and the

Superleggera.

The top triple clamp is laser-etched with the model

number in the 500 series, while the steering head

inserts shift the front wheel forward by 5 mm, providing

the Ducati 1299 Panigale S Anniversario with almost the

same architecture as the Panigale R.

Ducati saved no less than 2.5 kg of weight thanks to

using a lithium battery and carbon fibre parts, such as

the heel guards, rear fender, and shock absorber cover.

The Ducati 1299 Panigale S Anniversario also comes

with newly-developed electronic technologies, such

as the Ducati Traction Control (DTC) and the Ducati

Wheelie Control (DWC), both in their new-generation,

EVO stage.

The Bosch Cornering ABS is also on the list, as

well as Ducati Electronic Suspension, Engine Brake

Control, and Ohlins Smart EC, “an event-based control

system that processes information about the bike

and accordingly uses stepper motors to dynamically

adjust the suspension set-up during riding, improving

cornering grip, stability, braking, turn-in, handling and

riding comfort.”

The dashboard is the acclaimed TFT screen, and the

bike also brags with customizable Ducati Riding Modes

(Race, Sport, and Wet). The forged Marchesini wheels

are a neat complement for the aluminium monocoque

frame, specifically designed Akrapovic exhaust

silencer as part of the racing kit that also includes billet

aluminium mirror blockoffs and a cover for the hole

where the license plate holder goes when riding on the

street. A battery charger is also part of the deal.

No price was announced for the Ducati 1299 Panigale

S Anniversario, but we can only expect around 2-3 of

these beauties to come into SA, so If you plan to get

one, you’d better get in touch with Ducati SA and make

an inquiry or even place a deposit because something

tells us these will sell like hot cakes.

Ducati SA - 011 919 1600.

6 RIDEFAST MAGAZINE AUGUST 2016


And here’s some tech talk from Ducati

regarding the DTC EVO technology:

“DTC EVO, based on entirely new software algorithms,

becomes both more precise and consistent in its intervention.

It interfaces with the 1299’s Bosch Inertial Measurement Unit

(IMU), sensing at all times the bike’s lean angle and using that

to judge the required intervention more accurately and so

allow an ideal amount of slip for the rear tire (according to the

selected DTC EVO level), providing increased precision. And

when the system does intervene, reading the lean angle

ensures that it does so consistently and repeatably in the

same riding conditions.

Furthermore, DTC EVO adds the ability to intervene

on the butterfly valves in the motorcycle’s throttle

bodies, in addition to altering spark advance

andfuel injection. Under conditions in which

high-speed intervention of the DTC EVO system is

unnecessary, closing of the butterfly valves allows

the system to manage traction while maintaining

optimal combustion parameters, resulting in

smoother intervention and engine response.

On a simple traction control system, when tire slip is

sensed the system intervenes to control it. As the tire

grips again and slippage stops, the system reduces its

intervention until slippage occurs again, and the cycle

repeats. This results in a graph of system intervention

that, viewed in detail, shows oscillation around a

theoretical “line of perfect intervention” which is the

precise limit of traction:

DTC EVO reduces the magnitude of these oscillations to

bring system intervention closer to this line of perfect

intervention:

This is especially advantageous under conditions of

varying traction, such as the changes in rear tire

grip as it is consumed.

In addition to this increased precision of

intervention, when set at level “1” DTC EVO adds

a new functionality, allowing a rider to control

the bike at a level formerly available to only the

most advanced riders and professional racers.

While the bike is leaned over in a turn, the

rider can use the throttle to dial-in additional

rear-wheel slip beyond the “normal” level

of intervention – thus further pivoting the

motorcycle around its front wheel, and

closing the trajectory of the turn. DTC EVO in

level 1 allows this pivot to occur, effectively

allowing rear-wheel steering with active

traction control.

By increasing consistency and precision of

intervention, and opening up a whole new way

of adjusting the bike’s dynamic behaviour, DTC

EVO gives the 1299 Panigale S Anniversario

maximum cornering performance and

acceleration with the highest level of safety.”


Bye bye CBR600RR?

Is Honda planning to stop the production of the CBR600RR?

It’s bad news for Honda enthusiast but there are rumours that Honda is seriously

planning to cut the CBR600RR from its production, but you need to take this info with

a grain of salt, because it’s from the website motorcycleraw.com, and they apparently

heard it from a credible source.

The Honda CBR600RR has been on the market for a while and it’s been a real

success for Honda, but since some European decided to play with displacement

and drop some pistons, like the Triumph DAYTONA 675 or the MV AGUSTA

F3 800, the small Honda CBR600RR, with his bulletproof four cylinder, has

struggled to take some market share all around the world, and the Japanese

have noticed this.

So why keep a bike which is doing really badly in terms of sales? Plus in

Europe the new Euro 4 regulation is quite a hard thing to achieve with the

CBR600RR engine, so instead of introducing a new model for 2017, Honda

will drop the CBR600RR from his line-up. Nothing official yet, but we are

hoping for some more news on this soon, as well as the potential arrival of a

CBR800RR - oh please Honda, just give us a nice middleweight sportbike!

8 RIDEFAST MAGAZINE AUGUST 2016


Sofuoglu goes faster

than ever before!

400 KM/H in 26 Seconds Aboard a Kawasaki Ninja H2R

The Kawasaki Ninja H2R tied its name to the history of motorcycling once more,

after Turkish rider Kenan Sofuoglu took it to a whopping speed of 400 km/h

(248.6 mph). There may be some fellows who would argue that the reading on

the bike’s speed cannot be taken for granted and we’re fine with that.

However, Kenan’s performance cannot be down played with such arguments. The very fact that the

dash of a production motorcycle read 400 km/h is, per se, a fantastic achievement that stands taller

than any other details.

Indeed, Kenan benefitted from several aspects devised specifically for this attempt, but the bike

remains stock, with no race kits or other similar add-ons installed. Pirelli developed a special formula

rubber for the tires, allowing Sofuoglu to lay the hammer down as hard as possible knowing that he

has around 30 seconds of astonishing grip until reaching 400 km/h.

Rev’It devised a special one-piece leather suit with enhanced aerodynamics, while Elf supplied the

race-grade fuel that would grant the H2R some extra horsies, and there’s nothing extraordinary

about this. After all, the H2R is a track-only beast so using top-drawer items is perfectly

recommendable.

Even though Kenan’s goal was to reach 400 km/h in 30 seconds, his run along the Ozman Gazi

bridge took him to that speed in just 26 seconds. Obviously, the thing we are looking forward is

seeing Kenan and Kawasakirigging up another run, but a Guinness Book-sanctioned one, with

proper speed-reading gear to

meet the requirements of the most

demanding of people.

We don’t know how much the

Ninja H2R’s speedo readings

differ from the actual speed so

it’s difficult to estimate the real

velocity. Even so, simply seeing

“400” displayed on the dash is

something we won’t be forgetting

anytime soon. Great job, Kenan!

FIRE IT UP! NOW

WITH FULL

ACCESSORIES

DIVISION

Experienced accessory guru, Michael

Barnard, joins FIRE IT UP to head and

run the new accessory department.

Barnard has been in the motorcycle

accessory business for the last 12 years

and knows the business extremely well.

FIRE IT UP will be stocking top name

brands such as Shoei, Alpinestars and

others, from helmets to riding jackets.

Visit them at shop 2, cnr William Nicol

and Leslie drive, Sandton, between the

Cycle Lab and the Pro Shop. For more

information, call 011 467 0737.


NEWS

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RideFast Sportsbike Magazine

BMW Motorrad Days

Guests at the 16th BMW Motorrad Days drink more than 17,000

litres of beer, eat endless amounts of burger and curry sausage

The 16th BMW Motorrad Days, held in Garmisch-Partenkirchen, Germany, from 1-3

July, saw 35,000 visitors this year, who came in from Asia, North America, South

America, Africa and all of Europe. Together, these BMW enthusiasts drank 17,000

litres of fine German beer and ate 3,500 portions of chicken, 2,000 portions of curry

sausage and 1,800 burgers. Impressive? Then, Chris Pfeiffer turned up again and

pulled a few wheelies. There will be more of the same in 2017.

TRICKBITZ WAREHOUSE

CLEARANCE SALE!

13TH AUGUST 2016

Trickbitz, the official importer of top quality after

market motorcycle brands such as Puig, Powerbronze

and Galfer, will be having a massive warehouse

clearance sale on Saturday the 13th August, from 8am

to 2pm. The sale is open to the public and there will be

card facilities available. There will be massive savings

on hundreds of top quality products - from screens,

huggers, crash bobbins to brake pads.

Address: Unit 5, cnr Seilskip and Ridge road, Laser

Park, Honeydew, JHB.

Don’t miss out! For more info call 011 672 6599.

10 RIDEFAST MAGAZINE AUGUST 2016


Made for riders, by riders


NEWS

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RideFast Sportsbike Magazine

Bikers for Mandela

No politics - just great people on bikes getting together to

help those less fortunate by doing their 67 minutes of service.

DYNO BY QUINT GETS WINGS

The performance dealership out in Edenvale now have

stock, and can fit carbon fibre wings to your H2, to give

it that H2R stealth look. They also have a wide range of

performance mods and bits available for both models.

Tel 011 609 9275.

Riders from The Eagles, Soweto motorbike school, Tigers, 24/7 Riders and Batsumi

set off from Yamaha SA on 16th July for Lakeside Mall in the East Rand. Here they

gathered paint drums, paint brushes and curtain rails donated by the Mall and took

them to the Pem Haven Care Centre on the edge of Benoni. There, they spent 67

minutes painting the homes and putting up curtains.

The centre has been running for 17years and has cared for and looked after families

in unfortunate situations. There were about 100 bikers on the day and some of the

youngsters from the home even took a spin around the block, which by the smiles on

their faces certainly made their day.

Alfred Matamela, or King Donut as he is affectionately know, was the organizer of the

day. Good one guys! Proud to be a motorcyclist.

7 year old Thando led

us all into the home.

12 RIDEFAST MAGAZINE AUGUST 2016


THE NEXT GENERATION OF BONNEVILLE MOTORCYCLES.

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Tell: 011 609 4590

Fax: 011 452 0443

Cell: 082 492 7103

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NEWS

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Gugu Zulu Trust

A family trust has been established in honour of racing car

driver Gugulethu (Gugu) Zulu, whose tragic death in mid July

while climbing Mount Kilimanjaro, has left his family, friends

and the nation in shock.

Gugu was climbing Mount Kilimanjaro

in Tanzania with his wife Letshego

and other well-known South Africans

as part of the Trek4Mandela initiative

which seeks to raise awareness

and funds to acquire resources to

ensure that young girls’ schooling is

uninterrupted.

The 2016 Trek4Mandela team had

planned to summit Mount Kilimanjaro

on Mandela Day, Monday, 18th July. In

an Instagram post two days before his

death Gugu wrote that whilst his wife

was doing well, he was experiencing

flu-like symptoms. When his condition

didn’t improve, he was taken down and rushed to hospital, where he sadly passed

away in the early hours of Monday morning.

The trust has been set up with the intention of honouring Gugu and all he stood for, as

well as to contribute towards the care of his baby daughter, Lelethu and wife, Letshego.

While motorsport was his passion, Gugu was fundamentally driven to make a

difference in the lives of South Africans. He chose to dedicate much of his time to

working with charities and on community projects. Notably, he was one of the cofounders

of the multiple award-winning Diepsloot Mountain Bike Academy playing an

integral role in its ambition to building a BMX track in Diepsloot.

Furthermore, some of the many other charities Gugu supported include, Caring4Girls,

JAG, Songo and Info. He and Letshego participated in several endurance sport events

including the Momentum 94.7 Cycle Race, the Cape Argus Cycle Tour, Ironman, the

Two Oceans Marathon and even The Absa Cape Epic, with the sole purpose of raising

money for initiatives.

As noted in their Trek4Mandela profile, they wish to inspire people from all walks of

life, especially those considered to be previously disadvantaged, to take part in various

outdoor activities, and place priority on healthy living through physical activity.

The family trust will therefore be a vehicle to set up a foundation to continue the legacy

of Gugu Zulu’s purpose and keep the “Gugu Zulu” spirit alive. Gugu had a passion

for transforming non-mainstream sport by exposing children from disadvantaged

communities and backgrounds to such sporting activities.

Gugu’s family would like to acknowledge his long-time friend, fellow racing driver and

colleague, Stephen Watson, who has been very instrumental in setting up the trust and

supporting the family in this regard.

Gugu and Stephen, both passionate racing drivers, co-founded GAS Sports, a motor

sport company, wherein the ‘G’ stands for Gugu. They shared a vision to turn the

South African Superbike championship, named The SuperGP Champions Trophy, into

a world class sports property.

Gugu always put others first and never sought to enrich himself. To this end, the trust

will look to animate his spirit of service allowing us to show our support for his daughter

and wife.

All donations or contributions to the trust are welcome and will be placed into the Gugu

Zulu Family Trust which is in the process of being established. The account details for

the trust are as follows:

Account Name: Waterford – Gugu Zulu Family Trust

Bank: Nedbank Limited

Branch Code: 198765

Savings Account: 9019592539

Additional information or any queries may be directed to:

Family Representative: Mr Tseliso Motloheloa on tseliso.tm@gmail.com

Gas Sports: info@gas-sports.com or stephen@gas-sports.com.

DUCATI SUPERSPORT?

Are Ducati reviving their Supersport model? Judging

by the rumours and this pic the answer is yes!

The Ducati SuperSport S draws its lines from the

Panigale, but it appears to be based off the Monster

platform, with the trellis frame clearly visible.

We can also see what looks like a single-sided

swingarm, Öhlins suspension, and lower spec

Brembo calipers. We would guess that the new Ducati

Supersport S is based on the Monster 1200 chassis,

judging from these elements, but rumours are that

the engine will be around 937cc, which may mean the

821-derived engine found on the Hypermotard 939.

All speculation ofcourse but regardless, the news

should be exciting to long-time Ducatisti, who can

remember venerable machines like the air-cooled

two-valve Ducati 900 SuperSport SS.

Look for the Ducati SuperSport and SuperSport S

to drop later this year, likely at the EICMA show in

November, but possibly at INTERMOT in October.

14 RIDEFAST MAGAZINE AUGUST 2016


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R 175 995

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Service bookings: service@fourwaysmotorcycles.co.za

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PADDOCK NEWS

Brought

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NO MORE WINGS

Winglets Permanently Banned from MotoGP

No aerodynamic winglets will be present on the premier class

motorcycles as of the end of the current season. At Assen, the IRTA,

FIM, and Dorna agreed to ban them in any form, as the MSMA failed to

come to a sensible conclusion after being asked to devise a set of rules

for these add-ons.

The fact that the bodies regulating MotoGP were not very happy with

the winglets that made their way fairly recently on almost all the bikes is

old news. Among the manufacturers, the most vocal against the aero

winglets was Honda, never shying away from expressing their discontent

with these add-ons, albeit they devised some for their bikes, as well.

Winglets made their way to the MotoGP races with Ducati, who appears

to have mastered this technology and added it to all their machines.

Yamaha and Honda joined the club, too, but this didn’t mean they were

entirely happy with this.

It is not official whether Honda championed the ban, but we can, at least,

expect them to have vetoed any decision in favour of the winglets. The

FIM, Dorna and IRTA asked the MSMA to come up with a set of rules for

the aerodynamic winglets, thus regulating their dimensions, number and

use. And because the manufacturers failed to reach a unanimous result

that would lead to an official MSMA proposal, the ban was imposed by

the other bodies.

The main reason for the ban was rider safety, with the theme repeatedly

making the headlines each time a Ducati or other bike with winglets

would crash in a race this year. No rider sustained any injuries caused

by the aerodynamic winglets, even when Andrea Iannone’s machine

touched the back of Repsol Honda’s Marc Marquez.

Ducati, through their Team Manager Davide Tardozzi, already warned

that Borgo Panigale will be seeking for loopholes in the new, restrictive

regulations, and declared that the new rules would better be wisely

conceived.

Winglets gone, it’s expected that the manufacturers will pay more

attention to the shape of the fairings, and we might see MotoGP bikes

evolving quite a bit in the coming years, compensating the lesser

tuneability of the spec ECU software.

However, the winglets are still usable until Valencia, so it’s still game on in

the aerodynamic battle.

KTM WILDCARD

KTM Debuting as Wildcard in MotoGP’s Valencia Final Race

It was known before that Austrian bike-maker KTM will debut this

year in the Valencia MotoGP round, same as Suzuki did in 2015

when it returned. Mika Kallio will be deployed for the task as he

recently confirmed the manufacturer’s firm intention to take part in

the last race of this season.

Thirty-three year-old Finnish rider Mika Kallio said he would race

the new KTM MotoGP prototype as a wildcard in the final race of

the season that takes place in Valencia. This comes after testing

alongside fellow Thomas Luthi and current riders in Austria, where

he impressed with his 16th quickest time.

Kallio finished the test only 2.2 seconds apart from pace-setter

Andrea Dovizioso and with more than three months until the final

race, there’s still time to improve that. And this looks just like Suzuki

did in 2014 ahead of its comeback the following year when it let

Randy de Puniet ride at the Valencia final round.

“I think everyone can be really satisfied that we’re here with the

others. In the end I think the lap times were on a good level,” Kallio

told MotoGP.com. “We tried to follow the others and see how the

bike is behaving and where we are losing compared to them. We

did a lot of laps, there were no technical problems.

“We were around two seconds behind the fastest guys, at the

moment it’s quite good. We still have time to work before we come

to the Valencia race, hopefully tomorrow we can improve even

more,” he added.

Earlier on, KTM confirmed that Bradley Smith and Pol Espargaro

would join full-time tester Kallio as a team for 2017. Former 125,

250, MotoGP and Moto2 racer, Mika Kallio stepped away from

competition this year and became KTM’s official test rider.

The final race of the 2016 MotoGP season takes place at Valencia,

Spain, between 11 - 13 November. The circuit record is currently

held by Jorge Lorenzo, taking him 1’31.367 to complete a tour of

the circuit last year.

16 RIDEFAST MAGAZINE AUGUST 2016


Pic by GP-Fever.de

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MOTOGP RIDERS: New apparel

A new shipment of Marc Marquez, Jorge Lorenzo and Valentino

Rossi shirts and hoodies have just landed in SA. They are exclusively

available from Powersport Motorcycles in Boksburg.

There is a variety of awesome shirt designs available as well as really

cool hoodies. A must for any MotoGP fan!

Shirts are priced from only R320each, while hoodies from R550.

Get down to their shop situated at 122 North rand road, Boksburg,

or call them on 011 894 2111.

TATTOO ADDICT: Beeswax Aftercare

Your tattoo should be considered like an investment. After

all, it’s something that’s going to be on your body for the

rest of your life. Because of that, tattoos need appropriate

treatment, both in the immediate days after getting it and over

the long haul.

Your initial concern when leaving the tattoo studio should be to

get your tattoo healed as quickly as possible without getting any

infections. Tattoo Addict after care has been specially formulated

for healing, and contains no fragrances, colourants or antiseptics to

ensure minimum irritation to even the most sensitive skin. Applied

regularly, your tattoo will heal quickly, reducing the incident of

dehydration and scab formation on the skin.

Once your tattoo is healed,

make sure you keep

your tattoo hydrated and

moisturised. Dry skin allows

the dead skin cells to get

thicker, making your tattoos

look faded. It is important to

avoid lotions with fragrances

in them, as they can cause

irritations, especially if you have

sensitive skin.

With beeswax for moisturising,

Shea butter for cell regeneration

and essential oils which

act as anti-oxidants, antibacterial,

anti-fungal and

anti-inflammatory agents, Tattoo

Addict after care is the perfect

product to continue to use daily

on your tattoos.

Protecting your skin from the

sun is always important, but

tattoos can increase your risk of

suffering from the effects of too

much sun exposure.

Yellow ink can cause itching,

redness and raised skin when

exposed to the sun, but other

colours can cause problems

too. In a recent study, skin

reactions were observed

mostly in people with black, red

and blue ink in their tattoos.

Try and minimise exposing your

tattoos to the sun by keeping

them covered as often as

possible. In summer, apply

sunscreen regularly.

By following these simple steps

you can go out there and let the world enjoy your body art!

Our inked up editor, Rob, has tried the new product and loves it, his

bright tattoos a testament to that.

Tattoo Addict after care can be bought from leading tattoo studios

nationwide or directly online at http://tattooaddict.co.za/retail/

FROM: Tattoo Addict

WEBSITE: www.tattooaddict.co.za

18 RIDEFAST MAGAZINE AUGUST 2016


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Photo: H. Mitterbauer

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* Discount of R 20,000.00 off recommended retail price (incl. VAT) when trading in a vehicle (the vehicle must have been

registered to the purchaser for at least 6 months before this purchase) and purchasing a KTM 1190 Adventure model year 2015

or KTM 1290 Super Adventure model year 2015 at a participating, authorised KTM dealership. Only one motorcycle per buyer. Offer

valid while stocks last.

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional

equipment available at additional cost. Some parts are not approved for use on public roads in certain circumstances (varies

from country to country). Further information can be obtained from your specialist KTM dealer.

KTM Group Partner


T Y R E T E S T : M I C H E L I N P O W E R C U P E V O

EVOLUTION

Michelin has an updated track focussed tyre now in their range - The Power Cup Evo, and we were

lucky enough to test it around the awesome new Kyalami Circuit at this years SA Bike Festival.

Words: Rob Portman Pics: Meghan McCabe

Michelin is a tyre brand

we know and trust very

well here at RideFast

Magazine. Having raced Mon their Power Slick EVO in last year’s

24 Hour race and this year’s 4 hour,

they were impressive as slicks as

demonstrated by our double victory.

With Michelin being back in

MotoGP, they are doing all they can

with the feedback they get from the

likes of Rossi and Marquez. They then

transfer this knowledge to the end user

out on the road or track.

A couple of years ago I tested the

first generation Power Cup Evo tyres

and to be completely honest I was not

overly impressed by them. So when

Michelin SA offered me to test the updated

version of a more track focused tyre I was

keen to see if they had managed to improve on

what was a very average tyre back then.

The test would take place at the newly revamped

Kyalami Grand Prix Circuit. Michelin

had the track booked for 45-minutes on the

opening day of the Kyalami Bike Festival. It

gave us journos the opportunity to go out and

not only test their new tyres, but also get a feel

of the new circuit layout.

Before I get onto the tyres let me just

congratulate Toby Venter and the rest of the

team at Kyalami, they have built an amazing

circuit and the new layout is challenging but

incredibly fun. It is truly a world-class facility

and it is only a matter of time before we have

world championship event here. Unfortunately

I do not think we will be privileged to host

MotoGP or WSBK anytime soon though as

the declining rand is making it very difficult to

sponsor these types of international events.

The last WSBK outing in SA cost provincial

government about 30million.

Maybe one day though… fingers crossed.

20 RIDEFAST MAGAZINE AUGUST 2016


MT-O9 TRACER

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freedom suddenly became something you could really feel. And a whole new world was opened up.

The Tracer 900 has been designed and built by like-minded people at Yamaha who are on the same wavelength

as you. Driven by our latest generation, 3-cylinder crossplane engine, this agile Sport Tourer delivers

thrilling performance together with ability to discover new places and new faces.

Whenever you feel the need to escape from the daily routine, Tracer 900 is ready to remind you just how

good freedom feels. So take charge of your destiny. And turn up your heartbeat.

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RIDEFAST MAGAZINE AUGUST 2016 21


What are the Michelin Power Cup Evo’s?

The Power Cup Evo is a Supersport and Superstock treaded

race tyre (95% track 5% road), and although road legal, it is very

much at home on circuit. Michelin have simplified the range of

compounds, reducing it from three options to just one, which has

a much wider operating range. The Power Cup Evo has a new

compound designed to work in a wide operating temperature

window so there’s no need to produce soft, medium and hard

compounds.

The Power Cup Evo was produced to rival the Bridgestone

RS10, Dunlop D211 GP Racer, Metzeler Racetec RR K3 and

Pirelli Diablo Supercorsa SP.

Built using Michelin’s new ‘Adaptive Casing Technology’, the

first ply is laid at 70° and the second at 90°, which allows the

crown of the tyre to flex, which is intended to give increased

straight-line stability and maintain rigidity on the edges to cope

with cornering stresses.

The Power Cup Evo is the treaded version of the Power Slick

Evo we used to great effect in the 24-hour and 4-hour races. It

doesn’t have quite the same racy profile as the slick, which means

it doesn’t turn in as quick but it does have the same durable

compound, which handles multiple heat cycles better than a

racing slick so wont be so reliant on tyre warmers.

What are they like?

The new Power Cup Evo definitely feels a lot better than the

previous generation tyre. Both the front and rear offered way more

grip, which in turn led to me having lots more confidence. Even on

the newly surfaced, dusty Kyalami circuit, the tyres offered great

agility and feel, in and out of corners. There is a bit of movement

at the front when turning in initially, but that is a trademark of

Michelin tyres. It’s a feeling that does unsettle you at first but, once

you realize it happens often without breaking traction you soon

adjust to the sensation.

The bike I used for the test was a 2011 Honda CBR1000RR,

very kindly leant to us by Fire-It-Up, the motorcycle dealership

out in Fourways. I chose this bike as it has no traction control

and other aids to help the tyres. It is a true tyre test and not an

electronic test.

The Power Cup Evos complimented the CBR1000’s glittering

handling capabilities perfectly, getting up to temperature quickly

and allowing me to push the Honda hard through the corners. The

more I got to terms with the new track layout the harder I pushed.

The tyres were competently handling all the punishment being

thrown at them.

2CT distribution on front

2CT distribution on rear

I accelerated hard coming out of the slow 2nd gear turns and

with no traction control to help out, the rear tyre did give a bit of

movement. Nothing uncontrollable though, and I think it was also

down to lack of setup on the rear shock.

After the 5th lap I could feel that the tyres were heating up

and they were starting to slide around a lot more. We had set the

tyre pressures harder than normal before I went out and I could

feel that they were now a bit too hard and this was causing more

movement. Never the less, they still offered good amounts of grip

and, at no stage did they have me leaving unwanted marks in my

nice new undies I had just purchased a few days before.

Overall, I was impressed with the new Power Cup Evos.

Michelin have managed to improve on the previous tyre, and at

the end of the day that’s what it’s all about. I’m sure there will be

even more improvements coming to their track/road tyre range

soon with all the info gained for the MotoGP boys.

The new Power Cup Evo tyres are available at your local

motorcycle dealer or tyre fitment centre for around R5200ex vat

per set. There is also a more road-focused option available – The

Power SuperSport Evo, which is a 50% road and 50% track

based tyre. That retails for around R4650ex vat per set.

Recommended pressures when cold: 2.1 front 1.7 rear.

For nearest Michelin stockist you can call Autocycle Centre on

011 879 6470.

22 RIDEFAST MAGAZINE AUGUST 2016


“The Selling experience

should should be be as as good good as as the the

buying experience!”

“ We Pay Instantly”

• We purchase with integrity and pay

what your bike is worth.

• We make payment instantly, no waiting.

• We have a unique, first in SA

consignment opportunity.

• Dealers Welcome.

Call James on 076 827 9676 or

email James@bikebuyers.co.za

ACCESSORY SPECIALS!

Sunoco Race Fuel

available per litre!

Tyre Specials!!!

GPR 300 ROAD

front 120 R1099

rear 180 R1699

rear 190 R1799

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front 120 R1599

rear 180 R1899

rear 190 R1999

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Call Michael on 011 467 0737

Shop No 2 , Showrooms on Leslie, Corner of William Nicol

and Leslie Drive Fourways, JHB (next to Cycle lab and pro shop)

www.fire-itup.co.za


MORE THAN

JUST RED!

W O R L D D U C A T I W E E K 2 0 1 6

Ducati celebrated its 90th anniversary in style - WDW2016 was a

massive weekend of bikes, displays, events and entertainment, and

we were there to witness it all. Words: Rob Portman Pics: Ducati Press and Rob

Since the first event 18 years ago,

WDW has attracted enormous crowds

whose Ducati motorcycles overflowed

the parking area like a sea of red. This years

event was more special than ever as The

Italians celebrated their 90th Anniversary and

was labeled as “More Than Red”, with Ducati

expanding with models such as the Scrambler

and X Diavel splashing yellow and black into

the mix.

After what seemed like an eternity of

travelling, we finally arrived at Bologna airport in

Italy on Thursday the 30th of July.

We then waited, and waited, and waited

for our luggage to arrive on the carousal.

After waiting for 20minutes we soon came to

terms with the fact that our luggage had been

misplaced or lost, no surprise to me after the

confused look I got from the SAA employee who

checked my bag in back in JHB. The lady never

really looked to sure about what was going on

but did assure me that my bag would arrive at

the final destination in Bologna. So, off to lost

luggage we went only to be hit with more bad

news. The wonderful SAA employees did not

even put our bags on the plane, so we were

informed by a semi-attractive Italian lady that

our bags were still in JHB. Nice, stuck in my hot

stinky clothes in gorgeous, sunny Italy for the

next two days.

24 RIDEFAST MAGAZINE AUGUST 2016


RIDEFAST MAGAZINE AUGUST 2016 25


I managed to put all the drama behind

me and was excited for our first voyage.

We set off from the airport to the Ducati

headquarters, which is around 30km

from the airport. A 60euro, yes, 60euro

taxi trip later and we had arrived. What

an amazing sight and sound, seeing and

hearing hundreds of Ducati machines paint

a breathtaking picture and sound off a

symphony of pure delight outside the front

door to this historic brand.

We were greeted by our good mate

Gherardo and taken for a quick bite to eat

at the canteen before heading on a tour of

the factory. No pics allowed in the factory,

very strict policy backed up by a sticker

being placed over all cameras including

cell phones.

Gherardo went on to explain the

heritage of this amazing brand. Had no

idea that Ducati started out as a company

manufacturing phones, microphones and

shavers, before being bombed by the

British who saw what they were producing

as a threat.

After that Ducati went on to produce

the world’s first ever engine-powered

bicycle. And the rest is history as they say.

It’s truly amazing to see how far the Ducati

brand has come – one of the world’s most

recognized brands!

After the tour of the factory, where we

saw how all the bikes are produced and

manufactured, even spotting an engine

that we were not suppose to, it was time

to head off to the newly re-vamped Ducati

Museum. After filtering through some

vintage machines, we finally arrived at

the part of the museum that was right up

my alley – the modern day bikes. A ray of

sunshine somehow managed to pierce

through the roof of the museum and

shine brightly on a host of breathtakingly

gorgeous Ducati racing machines. From

Mike Hailwood right to Stoners MotoGP

championship winning Desmocedici

machine. Funny how they never had

26 RIDEFAST MAGAZINE AUGUST 2016


Rossi’s Desmo bike on display… let’s not

go there hey?

After a brief shop at the factory store

located just across the road, it was time

to head to the train station for the 1hour

train trip to Rimini, the vibey town situated

30km for the Misano track, where our

hotel was based.

Friday the 1st July and it was finally time

to head off to the Marco Simoncelli Misano

Circuit and witness for myself the glory that

is WDW.

On the way to the track, we were

passed by hundreds of roaring Ducati’s.

Never had I wanted to own a Ducati more.

The entire Romagna Riviera was peacefully

invaded by thousands of Ducatisti from

every part of the globe, who began

forming a long queue Friday morning to

enter the event.

As soon as I walked through the big

red arch a massive chill of excitement

rushed through my entire body. It was

9.30am in the morning and this place was

already buzzing.

Over 8,000 Ducati’s of all shapes and

sizes passed through the gate in the first

2 hours, with a couple of other makes

also filtering through, I had never seen

anything like it before! That gorgeous,

distinctive sound of dry-clutch rattles and

roaring growl of Italian Stallion machines

rumbled throughout the entire track,

goosebumps…

There were a huge variety of displays,

events and entertainment with one of the

biggest highlights of the weekend a closedroom

preview of Ducati’s new Project

1312 – the new Supersport. It is a sporty

roadbike, accessible to new comers to

the Ducati world thanks to its easy riding,

weight, performance and price with a fourvalve

937cc engine.

Only those present were able to see the

machine but it didn’t take long for someone

to snap a picture that is now doing the

rounds on the Internet.

28 RIDEFAST MAGAZINE AUGUST 2016


It was so busy that I didn’t even get a chance

to get in. After queuing for over an hour and

moving 2 steps, I called it quits and carried on.

After all there was plenty to do…

The pits were glazed with all Ducati MotoGP

and World superbike race setups – from the big

race rigs to the machines themselves being on

display for all to see. This was my idea of heaven!

I managed to snap a pic or two with riders such

as Danilio Petrucci, Eugene Laverty and Johnny

Hernandez, as well as hear them fire up and

rev their MotoGP machines. A true motoring

symphony…

Later that day was the Scrambler Flat Track

Race, with an actual race battled out on the

specially created track within the circuit, where

eight MotoGP and Superbike champions rode

eight Ducati Scrambler Flat Track Pros. The

winner, after a series of head-to-head contests,

was Andrea Dovizioso, just beating Troy Bayliss.

There were countless activities going on

around the paddock and on the track. The “Land

of Joy” hosted tons of fun activities animating

the Scrambler Village, where participants could

experience the thrill of the Flat Track. In addition

to Scrambler riding lessons, the public could

participate in the DRE Enduro tasters and the Intro

and Precision mini track-riding courses, as well as

free on-track practice sessions.

That evening saw a Scrambler beach foam

party take place, we were exhausted from our

long trip so we did not attend but after seeing the

pics the following morning on the Ducati press site

I wish we had. Never mind, we still had loads of

activities planned for Saturday, including a drive

on track in a Lamborghini Hurricane. What an

experience that was! Driving a multi-million rand

car around one of the most famous circuits in the

world – pretty cool! There are words to describe it

but I can’t use them in this magazine, as they are

quite vulgar. Let’s just say it was one of the best

experiences in my life.

The rest of Saturday was all about press

meetings with the likes of big boss Claudio

Domenicali, and the MotoGP race team with riders

Iannone, Dovisiozo, Stoner and team bosses Paolo

Ciabatti and Gigi Dall’Igna. Just general chat about

how things are going and future plans. Most of the

questions were aimed at one man, Casey Stoner,

who was asked in many different ways wether or

not he will make a wild-card appearance at any of

the MotoGP races this year? “We have no plans for

now” he replied. “For now I am just concentrating

RIDEFAST MAGAZINE AUGUST 2016 29


30 RIDEFAST MAGAZINE AUGUST 2016


on improving the bike and getting my riding fitness back

up to where it needs to be”. Let’s hope that we will see him

taking on the likes of Rossi, Marquez and Lorenzo at some

point this year – a battle we all want to see!

The much anticipated Diavel Drag race took place on

Saturday evening, where the likes of Stoner, Redding,

Iannone, Dovi and blasts from the past like Regis Laconi

and Loris Capirossi, lined up on the front straight for a drag

race on Diavel machines. Two at a time would battle it out

with the final race being between Redding and Stoner.

Redding would take the overall win ahead of Stoner with

Laconi in 3rd.

Later that night saw a big unveiling, with Casey Stoner

rolling on to the stage aboard the limited-edition Panigale

S Anniversario – a machine built as a tribute to Ducati’s 90

years of existence.

The night was ended off in true tradition, with the big

bosses, and other staff members from Ducati, cooking the

famous barbeque for all to feast on. That really impressed

me, seeing the big honchos wearing aprons, holding braai

tongs serving and mingling with all their guests.

Although 60 percent of people attending were from

Italy, the remainder came from Europe, the USA, Canada,

Brazil, United Arab Emirates, South Africa, India, China,

Indonesia, Malaysia, Vietnam, and as far away as Japan,

Australia and New Zealand. With crowd numbers tipped to

have beaten last year’s record crowd of 65,000, it’s highly

likely this was the most successful event yet, and I was

there to witness it all!

Some SA Ducati Owners Club

members who made the trip

RIDEFAST MAGAZINE AUGUST 2016 31


SPORTBIKE MAGAZINE

RF magazine play.indd 1006

2014/12/27 8:44 AM


DUCATI PANIGALE

1299 S Anniversario


FLASHING

YOUR BIKE Cost effective horsepower gains

Fire It Up Motorcycles in Fourways has developed a tuning tool for most modern motorcycles.

It’s a plug and play system, cost effective with huge gains. Words: Glenn Foley Pics: Kyle Lawrenson

In order to explain this lot we are going to

have to go back in time a bit and explain

how things work.

In the old days, before the advent of

fuel injection and CDI (electronic) modules,

to gain real horsepower, there were a

few pretty complicated ways to get more

power from stock bikes.

Carb Jetting, profiling camshafts, bigger

bore pistons, gas flowing and performance

pipes were just a few examples of how

it was, and is still done. Stepping further

back – you could advance timing on the

old unreliable points system, but often the

bikes would run lean.

These are all Mechanical solutions –

and they can (read can) affect reliability

because you are opening the engines and

changing factory tolerances and specs.

Make sense?

Most modern bikes, quads side

by sides etc these days (obviously

excluding two-strokes) are fuel injected

and all now have electronic ECU boxes.

An engine control unit (ECU) is a type

of electronic control unit that controls

a series of actuators on an internal

combustion engine to ensure optimal

engine performance. It does this by

reading values from a multitude of sensors

Professional ECU Flash Tuning Benefits:

• Increased RPM Limiter. Some racers or

motorcyclists want to increase their RPM

limiter to achieve a higher speed.

• Improved Throttle Response. Once the

motorcycle has been correctly mapped, the

throttle response is immediately improved, no

more flat spots and instant acceleration.

• Optimised Ignition Timing. Adjusted to match

your performance requirements according to

the fuel used.

• Faster Quick Shifter Changes

• Performance Increases of up to 20%

34 RIDEFAST MAGAZINE AUGUST 2016


leading S1000RR drag bike for example –

power gains of up to 10 BHP increase in

power have been achieved over and above

a normal ‘piggy back’ system.

Best of the lot – not a spanner is lifted,

so there is no need to be concerned about

spanner rash on any nuts or bolts – and

your bike remains mostly intact throughout

the process.

within the engine bay, interpreting the

data using multidimensional performance

maps (called lookup tables), and adjusting

the engine actuators accordingly. Before

ECUs, air-fuel mixture, ignition timing, and

idle speed were mechanically set and

dynamically controlled by mechanical and

pneumatic means.

The factories are pretty smart at

electronically governing their machines.

So let’s say a bike builder builds an engine

and tests it on the bench. As long as the

engine produces power within certain

prescribed parameters it is signed off and

then installed. Then all the ECU governors

etc are put in place so that it meets all of

the emission laws. Are you there?

In ANY mass production, performance

will slip a bit – so even though a bike, sxs

etc feels “Hey Wow” out of the box – it has

the potential to be significantly better. Did

you know that even when your throttle is

wide open, your bikes brain keeps it shut

just a little? So you are not actually getting

max performance from your bike.

Until very recent times, it was virtually

impossible to change the factory settings

on the ECU systems. You had to employ

the services of a Bazzaz or Power

Commander box in order to

adjust the fuelling and so on

and to be absolutely fair, those

systems have proved to be

fantastic, but there were still limits

as to how far you could tune. Enter the

guys from Fire It Up.

This innovative lot have spent a great

deal of time studying ignition systems

system and, working with partners in

the automotive industry and some smart

people in Europe. They have developed

software to alter your bikes power info.

Cool huh? But what makes it unique?

They tell us that they have designed it

specifically for South African conditions –

especially in JHB where we have a very

unique air pressure. Don’t forget, all bikes

come into our country with European

Maps, not South African Maps.

So if you have – let’s say a GS that rates

standard at 107 BHP, by simply writing

a South African Map (Language) and the

bike being set up correctly by adjusting the

Fuel tables, throttle maps, ignition tables,

torque limiters etc, gains of up to 10HP.

The biggest difference however is the

overall feel and rideability of the bike.

On one well know championship

The dyno graph above shows the huge

increase in power and torque Fire it Up were

able to get out of a Ducati 1299 S Panigale.

Over 10hp and 10Nm of torque gained -

massive gains from low to high rpm.

And there is more…

With Adventure bike, top speeds are not

always your major concern. These guys will

chat to you about what you use your bike

for – so if you are a tar rider, you want a bit

of torque and more top speed. For dirt use,

you need smoother toque and perhaps

a bit less at the top – they will them map

your bike to suit your riding needs.

So what’s there to lose?

Non invasive surgery – and in terms of

cash for horsepower relatively inexpensive.

Your bike can be flashed back to standard

at any time. For the guys running race fuel,

Fire It Up can write custom maps.

For more info visit www.fire-itup.co.za or

call Craig 0828832872 / (011) 467-0737.

Apart from the Flash Tuning bay,

Fire It Up also have an immaculate

showroom floor packed with quality

used motorcycles. They also now

have a accessories store upstairs.

RIDEFAST MAGAZINE AUGUST 2016 3 5


Declining Currencies, rising interest rates,

a plethora of other complaints and

issues and what are we doing about it?

We will drag society from the doldrums

of despair by... riding bikes. Not any of the

new Nene-Gate priced bikes, but some

CHEAP

THRILLS

4 GREAT SPORTBIKES FOR UNDER R120,000

If you think R120,000 won’t buy you much in terms of a quality sportsbike these days, we are

about to prove you wrong. We get our hands on 4 quality used machines that prove you don’t

have to break the bank to own a beast. Words: The Singh & Rob Portman Pics: Benno Stander

of the older more affordable bikes that are

still floating around some reputable second

hand dealers looking for a loving home.

Each year many exceptional bikers take

part in the Bike Economy run that takes

place somewhere in the misty mountains

of Nelspruit. It is a harrowing event, where

not only, must bikers maintain breath-taking

speeds (It’s all relative, just ask Evil Knievel)

through the mountain passes, but ride

frugally while doing it. It is not uncommon

to witness a grown man crouched like

36 RIDEFAST MAGAZINE AUGUST 2016


Godzilla on a tricycle kitted out in full race

leathers going at 112km/h on a 250cc for

5 hours. Eyes twitching in concentration,

sweat pouring down his pasty brow,

hoping, praying, that his last nibble at the

throttle has not cost him 2.5ml of extra fuel.

In his mind he realizes that, that particularly

aggressive move has probably lost him the

opportunity to claim the title of “fastest slow

guy using the least fuel.”

Leaving aside the camaraderie and fun

of the event, it’s as ridiculous as the cyclists

that manually pedal up Long Tom Pass or

“Die Hel” and call it enjoyment or trying to

have a hairstyle when riding a bike.

RideFast decided to see how much fuel

we could burn in our version of the Economy

Run, where the objective was to find the

best bang for buck crotch rocket under

120K and not hold back on the throttle.

The steeds chosen for this test were the

aging but still timeless Honda CBR 1000RR,

the Cross-Plane beautifully rendered

Yamaha R1, an original puke-green no

electronic aids BMW S1000RR and finally

one of the most underrated bikes of the last

5 years, the 2011 Kawasaki ZX-10R.

We decided to once again visit the

undulating corners and picturesque

mountains of Mpumalanga, this time

we had bikes with fairings and could go

slightly faster. Rob also was wearing his

full leathers, so now the ride was getting

serious. It is after all impossible to resist

the allure of frozen mornings and misty

sunsets. It’s the closest knee slider

shredding destination which truly provides

an exhilarating experience coupled with

scrumptious cuisine at an affordable price.

On this trip we were accompanied by

top lady racer Daphne Lang and Rob’s

mate Henry Barnard, who could pass as his

accountant.

Winter in Sabie is a convoluted vacation

of freezing posteriors, numb finger tips and

blocked noses. The weather warms up

by 10am when a wintry sunbeam begins

defrosting the roads but until then you

better have 22 layers of clothes and seven

heaters strategically placed in your room.

Daphne rose to the occasion by wearing

all the clothes that she could fit under her

leathers and carried her shampoo and

makeup in the back-pack. It kept her warm

and well-groomed. Henry on the other hand

looked terrified, whether it was from his first

foray into Sabie with slighytly more serious

riding company, or because a girl was

dragging her knees on the tar ahead of him.

We will never know.

I spent most of the trip up on the Honda

and although the bikes technology is eight

years old, it never missed a beat and

performed flawlessly throughout the entire

journey. This was a 2012 model, which I

collected from Cayenne, and apart from

the slightly dulled paint scheme it looked in

very good nick. Honda has always made

reliable motorcycles, if slightly sedate in

RIDEFAST MAGAZINE AUGUST 2016 37


All 4 bikes were fitted with good tyres, so we

could really have fun through the twisties...

their personalities. Owning a Honda back

in the day was like driving a Yaris, it was

practical and ticked all the boxes but was

just so average. It was easier to stand near

the bike and convince your mates that

it’s not about looks but personality. The

Honda has plenty of presence and heaps

of personality, just ask Stoner. His bike had

so much more personality then him that his

wife ran off with the mechanic...

The CBR in this rendition had 13,000km

on the clock and was outfitted with an

exhaust in sparkling titanium, which was so

exuberant that it would make a banshee

run for cover. Its brakes were crisp and

effective and the gorgeous torque of the

bike will keep you smiling for hours. For me

it felt quicker through the gears than the

other bikes and could be counted on to

roar out the apexes with reckless abandon.

It carried the luggage pack with ease and

for those economy riders gave the best fuel

consumption of the lot.

Everything is relevant and the only

time fuel matters on a bike is when you

commuting or perhaps a student, or an

H2 owner? On this trip, most of the metal

monsters showed an average consumption

of around 200km before reserve lights were

seen blinking on.

I had owned one the first ever RR’s in SA

way back in 2010 and mine was a brooding

Thunder Grey Metallic that almost had me

become road kill in Durban due to a Taxi

Driver skipping not one but THREE lanes to

take me out.

I had written off the first RR before most

people had taken delivery of their bikes.

What an idiot I am.

Anyway, this model had a quick shifter

and that was it. It had no TC or any other

electronic aids. It was an untamed, savage

and impossible to control creature at the

coast. The RR has at least 180 ponies,

trickle in 17% more power at sea level and

it’s quiet special. (Like Bruce Banner is

special - The Hulk to the lighties out there).

For those of you who have not ridden the

valley of a thousand hills and other twisty

roads with extra power, go try it. After the

bone numbing 300km to Harrismith, it

becomes very entertaining.

This BMW S1000RR, which we collected

from Fire It Up in Fourways, at about

30,000km still had plenty of punch in it,

like a sleeping dragon that takes time to

warm up, the 9k rev band is still a master

arm switch and apart from the snatchy

after-market quick throttle, this bike is still

as intimidating as it was six years ago.

Amongst this group of hooligans it still has

the best stoppers and most precise steering

combined with relentless power, it is a lot

of bike for 120K. My second RR had a

108,000km when I last saw her, so if these

Great, affordable accomadation

and grub at The Woodsman

engines are well-maintained etc, they will

give you a productive and useful lifespan.

Put Cerberus in a kennel and don’t

feed him for a week and that is what the

R1 sounds like under full acceleration. It’s

not the fastest of the group, but what it

lacks in top end it more than makes up for

in temperament and charisma. It growls

where other bikes purr, it barks where other

bikes idle and add the intense gaze of a

Gorgon and the Yamaha is still a fun, flashy

and re-vitalizing ride. This particular one

we collected from Cayenne, looked really

impressive in its Tech 3/Monster Yamaha

MotoGP livery, adding even more spice to

the already sexy beast.

Daphne impressed us the most on the

R1; achieving lean angles that would make

a WSBK rider beam with pride or hide their

head in shame...

There is nothing negative one can say

about the ZX-10R, especially this one

we collected from Suzuki East, which

38 RIDEFAST MAGAZINE AUGUST 2016


“IT IS AFTER ALL

IMPOSSIBLE TO RESIST

THE ALLURE OF FROZEN

MORNINGS AND MISTY

SUNSETS. IT’S THE

CLOSEST KNEE SLIDER

SHREDDING DESTINATION

WHICH TRULY PROVIDES

AN EXHILARATING

EXPERIENCE COUPLED

WITH SCRUMPTIOUS

CUISINE AT AN

AFFORDABLE PRICE.”

RIDEFAST MAGAZINE AUGUST 2016 3 9


looked very well maintained. It is

the only “older” bike in this group

with electronics. It is composed,

quick and as friendly as a politician

on voting day. It feels the strongest of

the bunch in this affordable bike test. It

also reached the highest top end within

the shortest distance, which I found odd

because normally the RR is the first to

claim that title.

The RR and the ZX-10 both

were reaching 30,000km,

so it was interesting to see

that apart from a few basic

maintenance issues, were in

great condition. For the Kawasaki,

I would add a quick-shifter and

after-market screen, the original

screen flutters like Trumps Toupee

at a press conference.

The BMW is fine with the

after-market pipe and detonates

like the Thompson machine

guns of world war and will

still have old ladies diving for

cover and motorists throwing

expletives your way when

you pass them. Well worth

the grin factor.

We were privileged

to have the Jedi Master,

Sabie Living Legend Brian

Muldenhauer joined us for

the afternoon shoot and

some relaxed poses on the

22. Brian is an inspiration

for many people in the area

including myself.

When I met him about a year

ago with another Sabie legend,

my close friend John “Mcguiness”

Jewiss, I was at a point in my riding where I was

thinking about getting something more chilled

in the next few years to plod along on. Because

40 RIDEFAST MAGAZINE AUGUST 2016


at RedStar you are either as fast as Ricky

Morais in shorts and takkies, or you plodding

along watching the grass grow.

After watching these two gentlemen tear

up the roads in Nelspruit on road tyres and

gravity defying lean angles I realized that after

350 000km of commuting I had soooo much

more to learn it almost made me catatonic.

I was awestruck and humbled at the shear

pace that could be comfortably maintained

on these paths of perambulation without

even breaking out a sweat.

I then promptly informed my son that

unfortunately he would have to wait at least

another 20 years before I thought of slowing

down and getting a cruiser. For those of

you who know these gentleman, their tales

and company is an educational journey of

death defying stories and scenic trivia of the

surrounding mountains and valleys.

For those of you that do not, the next time

you in Sabie and riding through the 22, take

note of this little fact: A 65 year old man can do

the 84 corners in just a tad over eight minutes.

Time yourself and be amazed.

Of the 4 bikes that we tested, all of them

are quick, fun and more bike then most of

us can use effectively on any given Sunday

anyway. The newer updates of these bikes will

be at least a 100k more and once you add

accessories it could set you way over the 300k

mark. If you have the money and need bragging

rights about owning the latest and greatest then

go ahead and splurge, but if you enjoy a good,

grippy, reliable bike, all of these would be ideal.

If I am pushed to choose one it would

be the Honda, but, realistically they are all

perfect for this application without making

you feel like Oliver Twist at dinner asking for

leftovers or in economy run’s case, extra fuel.

2013 KAWASAKI ZX-10R

KM: 29,000

PRICE: R119,000

EXTRAS: AKRAPOVIC

MID - SLIP-ON PIPE

FROM: SUZUKI EAST

TEL: 011 918 7777

2010 BMW S1000RR

KM: 29,000

PRICE: R119,000

EXTRAS: ARROW MID -

SLIP-ON PIPE / SCREEN

FROM: FIRE IT UP

TEL: 011 467 0737

2009 YAMAHA R1

KM: 11,000

PRICE: R119,999

EXTRAS: YOSHI MID -

SLIP-ON PIPES

FROM: CAYENNE

TEL: 011 244 1900

2012 HONDA CBR1000RR

KM: 13,000

PRICE: R114,999

EXTRAS: STEALTH MID -

SLIP-ON PIPE / SCREEN

FROM: CAYENNE

TEL: 011 244 1900

RATINGS:

Heat 8

Steering 8

Fuel 8

Acceleration 8

Throttle 8

Traffic 7

Servicing 7

Lights 7

Wind 6

New Rider 7

Total: 74/100

RATINGS:

Heat 7

Steering 9

Fuel 7

Acceleration 6

Throttle 7

Traffic 6

Servicing 6

Lights 6

Wind 7

New Rider 5

Total: 68/100

RATINGS:

Heat 6

Steering 7

Fuel 6

Acceleration 8

Throttle 8

Traffic 6

Servicing 7

Lights 8

Wind 7

New Rider 7

Total: 71/100

RATINGS:

Heat 8

Steering 8

Fuel 8

Acceleration 8

Throttle 8

Traffic 8

Servicing 7

Lights 7

Wind 7

New Rider 8

Total: 77/100

RIDEFAST MAGAZINE AUGUST 2016 41


EDITORS NOTES:

120 THOUSAND GOOD

REASONS TO LOOK AT

A USED SPORTBIKE.

With the price of new bikes skyrocketing

due to the weak rand, used

motorcycles sales have almost

doubled so far this year. There

really are some great, affordable

options out there, and we

managed to get our hands of 4

delectable bikes that would impress

any motorcycle lover.

I was so impressed by the amount

of top quality stock the dealers we visited

had on their showroom floors, and at

prices that were very reasonable.

We put the dealers, and their stock,

to the test, by literally rocking up,

selecting which bike we wanted,

asking for the key and heading

out the door. No time for

them to quickly prep them or anything, I

wanted to test them as they stood on the

floor, to see just what kind of state the

bikes are in.

All four of the bikes passed the test with

flying colours, we only really experienced

one or two tiny little problems, nothing that

could not be sorted out by ourselves on

the trip.

“THE ZX-10R

PULLED ME INTO

THE TURNS, LIKE

AN EXCITED KID

DRAGGING A

PARENT TO THE

TOY AISLE IN A

SUPERMARKET,

IT JUST WANTED

TO PLAY.”

42 RIDEFAST MAGAZINE AUGUST 2016


I got to spend a good amount of time on

each bike over the course of our 1100km

ride from Boksburg to Sabie and back.

The 2013 Kawasaki ZX-10R, from

Suzuki East, really impressed me from the

first second I layer eyes on it. It was in such

good condition and the Akropovic slip-on

stub pipe fitted not only looked good, but

really did bring out the roar of the 4-cylinder

screamer motor. Such a stunning looking

bike the ZX-10R, and even though it is

now the “older” model, it still holds it’s own

against the newer version.

This particular bike was so easy to ride

- throttle response was easy and instant

with loads of power on offer throughout

the rev range. A satisfactory ride out on the

long open highway, but as all the bikes did,

it really came alive from Long Tom Pass

onwards. The ZX-10R pulled me into the

turns, like an excited kid dragging a parent

to the toy aisle in a supermarket, it just

wanted to play. The Bridgestone Battalax

tyres fitted to the bike were still in great

nik and offered great grip out on the twisty

mountain passes. On the famous 22, the

ZX-10 excelled, and I would often forget

that I was on a 2013 model, with close on

30,000km on the clock, as it felt as good

as any new bike I have ridden lately. The

bike sold itself perfectly to me whenever I

rode it, well worth the R119,000 price tag it

displayed proudly on it at Suzuki East.

The “Baby nappy green” BMW

S1000RR, as I called it, after experiencing

nappies displaying a similar colour from my

baby boy, was collected from Fire It Up,

and if you didn’t know your sportsbikes

you could easily think this was a brand new

model. Apart from the horrible colour, which

we found out later actually photographed

really well, this bike is every die-hard

sporstbike lovers dream. Power a plenty,

great brakes and a chassis that excites.

This particular bike could use a flash tune

from Fire It Up, just to smoothen out the

throttle response and open it up a bit, as

it did feel a bit restricted for some reason.

Maybe the bikes fuelling was not setup to

the Arrow pipe fitted to the bike. Never the

less, the bike still had more than enough

bite and the extra addition of the dark

screen and race levers, gave it that extra

sporty feel. Just like the ZX-10, this bike

was close on hitting 30,000km but felt as

good as a bike before its first service. I was

amazed to see that Fire It Up had it for sale

at only R119,000. Absolute bargain!

Speaking of bargains, the 2011 Honda

CBR1000RR (registered 2012) we had

was the cheapest bike on test. At only

R114,999 from Cayenne, this had to be

one of the best buys available out there.

The Honda CBR1000RR has been around

for ages now (sure Fred Flintstone even

had a go on it) but it is a machine that had

stood the test of time. You can’t help but

be impressed by how easy it is to use.

Yes it doesn’t have 200hp, or any kind

of real electronics but that’s almost what

makes it so special. The power is simple

yet effective, and all most really need to be

honest, especially here where we tested the

bikes. Its effortless chassis was perfectly

in tune with the symphony that is the 22.

It rolled in and out of the corners with an

unmatched affluence.

You could hear this bike coming from

a mile away, thanks to the aftermarket

MotoGP styled stealth pipe fitted. This thing

screamed louder than an over paid actress

in a low budget horror movie.

Last but not least, the 2009 Yamaha

R1 - a machine that I have a love/

hate relationship with, after 2 not so

successful years racing one in the National

championship. Not this particular one of

course, but in 2013 and 2014 I had the

honour of racing for the factory Yamaha

team here in SA onboard the big bang R1.

It’s a bike that, to be honest, frustrated the

“YOU COULD HEAR THIS

BIKE COMING FROM A MILE

AWAY THANKS TO THE

AFTERMARKET MOTOGP

STYLED STEALTH PIPE FITTED.

THIS THING SCREAMED

LOUDER THAN AN OVER PAID

ACTRESS IN A LOW BUDGET

HORROR MOVIE.”

RIDEFAST MAGAZINE AUGUST 2016 43


corner to corner, no hard

braking required, just canny

throttle control. I really did

feel like a MotoGP rider

through the 22 and Long

Tom on the R1, and thanks

to the Ben Spies Tech 3/

MotoGP replica paint job,

and the roaring sound

coming out of the Yoshi

slip-on double pipes, not only did I look like

one but sounded like one too.

All 4 bikes we had on test here were

absolute gems and bargains, and proved

that if you can’t afford the price tag of a

new bike, there are great, affordable, well

worth it quality used machines out there,

even fitted with R10K plus exhaust pipes

and other extras.

hell out of me as I loved riding it, but no

matter how hard I tried it was just no match

for the faster, lighter 4-cylinder demons. But,

I have always said that it is the best bike

for any rider looking to make the transition

from 600cc supersport machine to the big

1000cc litre bike. The power delivery is so,

so smooth and very easy to handle, even on

this 2009 model, which was the first of the

big bang models released with no traction

control. There really is no need for it though

on this bike. I rode the R1 from Sabie back

through Long Tom to Dullstroom and man

did I have fun. The big compression from

the motor worked perfectly flicking from

44 RIDEFAST MAGAZINE AUGUST 2016


Brent Harran

Pics: Neil Philipson

PROJECT BIKE:

2016 KAWASAKI

ZX-10R

Up till now our 2016 Kawasaki ZX-10R Project bike has

only been raced in the SA SuperGP championship with rider

Brent Harran. Our bike got its first taste of Endurance racing

at the 8 Hour race held at RedStar Raceway on Saturday the

9th of July.

Our bike had been fitted with the new fairings and carbon

fibre frame and swingarm guards, supplied by Omega

Fibreglass. One of our readers, Aldo Rollandi from Maldino

Customs offered to be part of the project by spraying the

fairing kit for us, and as you can see by the pics, he did an

amazing job!

Other after-market products include a Puig race screen,

locally manufactured ACC Billet rear-sets and brake lever

guard, Bitubo front and rear suspension as well as a Marosso

Performance pipe.

Dunlop SA came onboard as the main sponsor for our

Endurance team this year, and for the 8 Hour we were given a

D212 front and D211 Endurance compound for the rear.

Brent took the lead of the race early on and was setting

really impressive times, dipping into the 1,54’s. We led for

most of the race, with all four of our riders setting really

impressive times. Both Shaun Portman and Ricky Morais

managing 2,01’s, with our editor, Rob Portman, managing to

break into the 1,59 bracket.

Our 2016 Kawasaki ZX-10R was showing tremendous

speed, and never skipped a beat throughout the entire race.

However, we would run into big rear tyre issues, as due

to the cold track conditions, the rear tyre started to shred

after the 2 hour mark. We were then forced to do a rear tyre

change on the 3 hour mark, and then again on the 6 hour

mark, costing us massive amounts of time. A front tyre and

two front brake pad changes pretty much put an end to our

challenge for the win.

We did still manage to pick up 2nd overall in the Endurance

Class A championship, behind winners RSR Stars. We still

lead the overall standing heading into the 12 Hour race taking

place on the 8th of October.

Big thanks to Dynamic Express Services for coming

onboard as a sub sponsor for the rest of the season.

Rob Portman

Shaun Portman

Ricky Morais

RIDEFAST MAGAZINE AUGUST 2016 45


THUNDER

IN THE

VALLEY

They might not look like bikes that

can RideFast but don’t be fooled,

these two retro machines can and

are worthy of a test in our mag.

Words: Clive Strugnell Pics: Zenon

Triumph Thruxton R

and BMW R Nine T.

46 RIDEFAST MAGAZINE AUGUST 2016


Motorcycling has always been about

fun and freedom, with the joy of

riding a powerful two wheeler

always managing to overshadow lifes

down sides. Motorcyclists love the image

of being rough and tough and quite anti

establishment. They like being just outside

the behaviour circle regarded as “normal”.

Sometimes motorcycle manufacturers have

used this image to sell bikes, and other

times they have shied away from it and

projected themselves and their products as

socially acceptable, well behaved and loved

by everyone.

Here’s the thing though. Motorcyclists

are in fact a unique bunch, and have always

customised, tinkered and changed the

standard machinery to suit their needs. It’s

the bikers who set the pace, leaving the

R & D departments scrabbling to develop

bikes to fit these needs

For instance go back to the so called

“Golden age” of motorcycling, the late

50’s and 60’s where the “Café Racer” was

born. Legend goes that large groups of

riders raced from one roadside café to the

next on the new ring road around London,

and the bikes were modified for this. In

truth there were probably only a handful

of riders who actually did this. Most of the

riders and their pillion passengers were just

excited spectators. The bikes they used

were the superbikes of that time, Norton,

Triumph, BSA, Matchless, AJS and other

twins. The so called “Café racer look” was

probably just as much developed from

riders not replacing the non essential bits

that fell off the bikes as from deliberately

modifying or removing them. Clip on bars

and raised footpegs were the way to

recognise a cafe racer.

Later came the big move to race replica

bikes on the road, which resulted in the

revolutionary Fireblades, GSX R, R1 and ZX

ranges of modern superbike.

Another trend started by riders was

the “Street fighter” look, where race

replica bikes broke their fairings, bars and

instruments in crashes or other mishaps,

and mainly because new replacement parts

cost plenty, they were simply left off and the

bikes fitted with upright bars and- cheaper

after-market, headlights. The manufacturers

quickly followed suit and today we have a

range of so-called naked bikes replicating

the early street fighters.

And so we come to our feature story. We

got hold of two brand new road bikes, each

from companies harking back to the dawn

of motorcycling. They have been producing

bikes since the early 20th Century and are

currently enjoying huge success. Both of

RIDEFAST MAGAZINE AUGUST 2016 47


AT A GLANCE

THRUXTON R PRICE: R174 500

them produce ranges of bikes aimed at

distinct segments of the motorcycle market.

Both of them have recognised the value of

their past history, and have identified that

nostalgia sells bikes to a certain type of

modern motorcyclist.

Triumph looked at their past and labelled

their new bikes “Traditional”, whilst BMW,

who were never really part of the bad

boy motorcycle scene prefer to call their

bikes “Heritage models”. Their two newest

contenders for the nostalgic buyer are the

Triumph Thruxton R and the BMW R nine T.

On paper they look pretty similar. Both

are twin cylinder, naked roadsters derived

from their parent company’s parts bin. Both

offer a thoroughly modern motorcycling

experience, but they are really poles apart

in character and the way they go about

their business. The next thing is that there

is nothing old fashioned or unsophisticated

about either of them, other than the

Triumph resurrects the name of an old

model, itself named after a famous British

race track. What does R nine T donate?

We have no idea, nor does anyone we

asked at BMW.

The Triumph Thruxton R

From any angle this is an absolutely

gorgeous motorcycle. Every part of it just

exudes masculinity and purposefulness in

a way only the British have ever managed

to capture. This is a Buccaneers’ tempered

steel cutlass designed to cut an arm off

in a single downward slice as opposed to

an Italian stiletto which would slide silently

between the ribs to pierce the heart.

The engine is a huge, proud 1200 liquidcooled

lump placed right in the centre of a

traditional tube type frame. The beautifully

crafted alloy clip-on bars sit at just the right

angle behind a magnificent bullet shaped

headlight. The instruments are a traditional

matching rev counter and speedo, chromed

and polished, held in an alloy bracket at just

the right angle. The long fuel tank features

a central polished longitudinal strap holding

it in place, just like an old factory TT race

bike. The quick-lift fuel cap would make a

very cool desk ornament, and the saddle is

a work of art, stitched by a craftsman and

just the right length for a rider and a close

companion. To finish off the classic racer

look there is a minimalistic rear mudguard

topped with a small streamlined tailpiece.

The two pipe exhaust is also exactly what

one would expect, black and silver and very

purposeful. The suspension at the rear is

by twin Ohlins shocks, with very modern

upside down front forks. The rims are

polished alloy, connected to the hubs by

genuine wire spokes. The disc brakes are

the latest radial bolt type, gripping massive

drilled discs.

Riding the bike instantly reveals that

despite the traditional looks, this is no

throwback to the past. This bike is as

up to date as anything available on the

market. Once the key is turned, lights on

the instruments show what electronic mode

the bike is in, the status of the ABS, the

gear selected and anything else the rider

might need to know. The riding position is

just perfect for most riders with the clip on

bars encouraging a more crouched position

than they may be used to, but one which is

great for reducing the wind blast from the

front. In fact this bike is comfortable to ride

on a freeway at speed, something most

naked bikes can’t do. A mini screen on the

headlight would make it just perfect.

ENGINE TYPE

1200cc Air cooled, 8 valve, SOHC,

270° crank angle parallel twin

MAX POWER & TORQUE

96 Bhp @ 6750 rpm

112 Nm @ 4950 rpm

SEAT HEIGHT 810 mm

WHEELBASE 1415 mm

DRY WEIGHT 203 kg

FUEL CAPACITY 14.5L

BRAKES: Twin floating Brembo

discs, Brembo Monobloc radial

calipers and Brembo master cylinder

SUSPENSION: Race bred, fullyadjustable

Showa big piston forks,

Fully adjustable Öhlins twin rear

shocks

The fuel injection, cleverly disguised to

look like old style carbs, works perfectly,

and this bike is just a pleasure to ride. In

“road” mode it is as docile as a big scooter,

and just thumps along contentedly. Flip

the selector switch to “sport” and a tiger is

unleashed. The difference between the two

is amazing. The big torque twin delivers real

superbike performance right up to the very

far side of 200 anytime the throttle is rolled

all the way. The brakes do what they need

to without the slightest fuss. The relatively

long wheel-base and the steering geometry

set up ensure the bike is always rock

steady, fabulous in long sweeps, the faster

the better. Tight corners need a bit more

muscle than on a 600 superbike, and there

is never the slightest hint of the Thruxton

running out of ground clearance.

This Triumph is really a superbike

dressed in its’ grandfathers’ suit. With a

little time and more of them on the road

this could possibly become one of the best

selling Triumphs’ ever. It’s cool to ride down

to the coffee shop in Greenside and park

next to the Harleys and Ducati’s, or it could

be out on a highway carving its’ way down

to the Lowveld for a weekend of canyon

bashing. One of the things that is such

awesome fun on this bike is the wonderful

booming bellow the big twin makes. There

is no other sound like it.

48 RIDEFAST MAGAZINE AUGUST 2016


The BMW R nineT

The first thing you notice on this bike is the

beautiful polished alloy fuel tank. This is

the only clue on the bike that this is one of

BMW’s Nostalgia models. The alloy tank

harks back to when race bikes had these

handmade alloy tanks. Everything else on

the bike is as up to date as any modern

BMW. The other nostalgic feature of the

bike is that in BMW’s marketing schpiel

on the R NineT, they talk about how it can

be customised to suit the riders taste, and

they catalogue a whole range of BMW

accessory add-ons for the bike. What they

don’t tell you is that some aftermarket

add-ons, for instance a non BMW specified

exhaust system, could void your warranty.

So best stick to the catalogued bits if

you want to personalise your bike.

The basic bike is a standard BMW

air-cooled 6 speed 1200 boxer. It does

have that fabulous aluminium tank which

looks hand made by a real craftsman, and

which is accompanied by a beautifully

moulded and stitched dual saddle. The

other feature which panders to a bit of

traditionalism is the spoked wheels and

alloy rims. In front its’ got a set of sturdy

superbike style upside down forks and the

usual BMW driveshaft and full adjustable

single back shock. Along the side filling

the space below the tank and the cylinder

head is a moulded alloy panel with “nine T”

embossed on it which finishes the styling off

very elegantly.

Riding the bike is very different to the

Triumph. The seating position is upright,

with a wide handlebar mounted to the top

of the triple clamp. The instruments are

fitted in a plate just ahead of the same

triple clamp, and hide the headlight or tip

of the front mudguard. This bike is just like

many of the other new naked bikes on the

market, and offers the same features. It

is nice to ride around the suburbs or as a

commuter, but on the open road at a fast

cruising speed there is no wind protection.

A custom windscreen would solve this.

The rest of the riding position is very

comfortable, and the ride is just what

we would expect from a modern BMW.

Everything is silky smooth, everything works

just as it should, including the now standard

electronic package.

The performance of the BMW is pretty

close to that of the Triumph, except to keep

up with its’ British rival it has to be revved a

bit more as it has a little less torque. If the

rider crouches to help the airflow it will also

easily find its’ way past the 200 mark, and

sit there for as long as there is fuel in the

tank without missing a beat.

This is one of those bikes that sort of

works its way into your affections. It is a

unique motorcycle for someone who does

not want the usual offerings.

We have saved the best bit about

this bike to last. This one had a two into

two Akrapovic (BMW approved) exhaust

system, which sounds absolutely incredible.

The exhaust note alone as you wind up and

down through the gearbox encourages you

to find the longest way home possible.

One of the best ends to a day in the

saddle on two bikes would be winding

through one of those long sweeping valleys

in the Lowveld on a warm evening, with

the thunder of the exhausts of this BMW

and the Triumph Thruxton booming off the

nearby hillside…..

Pure heaven!

AT A GLANCE

R NINE T PRICE: R171 990

ENGINE TYPE

1,170 ccm Air/oil-cooled flat

twin (‘Boxer’) 4-stroke engine,

two camshafts and four radially

aligned valves per cylinder, central

balancer shafttwin

MAX POWER & TORQUE

110 Bhp @ 7550 rpm

119 Nm @ 6000 rpm

SEAT HEIGHT 785 mm

WHEELBASE 1476 mm

WET WEIGHT 222 kg

FUEL CAPACITY 18L

BRAKES: Dual disc brake, floating

brake discs, diameter 320 mm, fourpiston

radial calipers

SUSPENSION: Upside-Down

telescopic fork with 46 mm

diameter. Rear: Cast aluminium

single-sided swing arm with BMW

Motorrad Paralever; central spring

strut, spring pre-load hydraulically

adjustable (continuously variable)

at handwheel, rebound damping

adjustable

50 RIDEFAST MAGAZINE AUGUST 2016


If you had to ask me what the biggest craze in modern day motorcycling

Authentic

Charm

WORLD LAUNCH: BMW R NINE T SCRAMBLER

Rob, riding a Scrambler? Yup! BMW motorrad launch their charming new R nineT

Scrambler in Munich, Germany. Words: Rob Portman Pics: BMW Press

is, one of my answers would be scramblers. Yes, scramblers. It

seems as if every manufacturer just about has a scrambler in

their model line-up. Now I’m not talking about the old Honda XR

scramblers as we use to call them, being thrashed in the veld next

to your house, but rather road going retro type scramblers that were

extremely popular some years ago. Well, they are back with Triumph

and Ducati really being the first to kick start the craze once again.

Zie Germans have now released their own and the second

extension to their Heritage line - The R nineT Scrambler. Two years

ago, BMW celebrated their 90th anniversary by releasing the R

nineT Roadster - a retro cafe racer styled “Modern Classic” as they

are labelled (tested in this issue as well). It’s been a huge success

52 RIDEFAST MAGAZINE AUGUST 2016


Highlights of the new BMW R nineT Scrambler:

• Purist design.

• Stitched seat in patinised leather look.

• Workmanship with great attention to detail.

• Air/oil-cooled 2-cylinder boxer engine with a capacity of 1 170 cc. Output

110 hp at 7 750 rpm, maximum torque of 116 Nm at 6 000 rpm.

• Designed to be customised.

• Modular frame concept with removable passenger frame offering a range of variations.

• Large 19-inch front wheel as is typical of a Scrambler.

• Upright seating position in classic Scrambler style.

• Raised exhaust fitted close to the body with twin silencer.

• Axially mounted 4-piston Brembo brake calipers, steel-wrapped brake lines,

320-millimetre brake discs and ABS.

• Individually tailored

RIDEFAST MAGAZINE AUGUST 2016 5 3


for the Bavarian brand, selling

over 300 here in SA and well

over 22,000 units world wide

in the two years so far. BMW

motorcycles are on a huge high,

record sales for a 6th year in a

row proves that.

They are looking to add to that

with the new Scrambler, which

will attract both old and new

customers alike with its authentic

charm.

The world launch was held in

Munich, Germany, and the first thing

I thought as I saw the bike for the

first time was how remarkably similar

it looked to the R nineT Roadster.

In the morning briefing, the head

designer spoke about creating the

scrambler. He cautiously said that it

was actually not hard to create, as

they had a good base with the roadster.

He went on to say that there were 3 key

points for the scrambler; Create a bike with

emotion, high class design with top quality

components while trying to keep the price

of the bike reasonable. They’ve done a

great job kitting the R nineT Scrambler out

in quality products like Brembo brakes and

Akropovic pipes. Emotion, character and

quality were words used a lot in the briefing.

They wanted to create a bike with a, quote,

“Dirtier Soul” to the R nineT roadster - “It

has everything that defines the Scrambler

motorcycle type, filled with a very distinct

spirit and created for motorcycle fans who

love things that are purist, reduced to the

essentials and non-conformist.” A bike not

about horsepower figures or speed, but

rather a dynamic machine with versatile

character and passion.

There really is not a lot to building

a scrambler. You need a good engine,

which BMW have in their hallmark

designed, punchy flat-twin air/oil-cooled

1170cc boxer engine. Then you need a

user-friendly chassis with a comfortable

everyday riding position. It was time to see

if BMW had got it right?

Looks even cooler with the

optional extra cross-spoked

wheels and offroad tyres.

The ride:

After the morning briefing, we were each

handed a key to a bike, along with a fanny

pack stocked with essentials like a medical

aid kit and lumo riding vest. Each bike was

fitted with a GPS, where our destinations

had been programmed in so all we had to

do was press View Map and head off on

our journey.

After just a couple of kilometres on the

bike, I could feel that BMW had ticked all

the right boxes (excuse the pun) with their

R nineT Scrambler. The bike was seriously

comfortable, with the handlebars and foot

pegs in the perfect position. The simplicity

of the bike was effective, from the old

school single clock, to the raised exhaust

with two vertically

arranged Akrapovic rear

silencers that comes

standard. Literally just

plug and play. It was so

refreshing riding a bike

that was this easy to

enjoy. BMW did the right

thing by not de-tuning

the motor, keeping it

pretty much exactly the

same as on the roadster

- 110bhp and 119Nm of

torque, yeah, that will do

thank you.

You

wouldn’t

normally associate good power with a

scrambler, but it this case it’s there, eagerly

waiting to be used.

The twisty country roads we rode, or

should I say raced along on, sold this bike

perfectly. I couldn’t believe how fast I was

going through some of the turns, and on a

scrambler of all bikes. It was so easy to flick

the bike from right to left, fast or slow bends,

no matter what the scrambler thrived.

When it was time to be a bit more

relaxed, the scrambler duly obliged, and

when it was time to do some serious peg

scrapping, almost superbike speed styled

riding, it never shied away, instead offering

enjoyment in abundance.

I had to call upon the Brembo brakes on

more than one occasion to help me out of

a sticky situation, which they did.

Over the two days of testing, we

clocked up just on 280km worth of riding,

through Germany and Austria, on some of

the best roads ever.

54 RIDEFAST MAGAZINE AUGUST 2016


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For this test, I really wanted to get a jacket to fit the scrambler, retro look. The Bull-It

SR6 Carbon Jacket with detachable grey cotton hoodie was just what I was

looking for - a jacket that had plenty of style with loads of protection and other

great features, one being connectable belt hoops inside the jacket to connect

to your jeans belt, so no jacket creeping up your back while riding.

Also features micro climate inside – 1mm of airflow using

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you warm when it’s cold and cool in

the summer. It also has a

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prevents heat

transfer from

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Overall a great

jacket and so

comfortable, one I will

be using more often than not.

Available at most motorcycle

dealers country wide.

I really did enjoy riding this bike, and

to be honest, going into the launch I

really couldn’t see myself enjoying a

scrambler. But it brought out the kid

in me, and showed me a pure side of

motorcycling I have not seen in a very

long time. There were a couple of things

I didn’t quite like about the bike - first

off, anything over 140km and wind

protection became and issue. Second,

the leather, retro styled seat was

comfortable for the first 40km, after that

it felt harder than SAA’s economy class

seats. Other than that though, I was

seriously impressed!

BMW SA are looking to bring the

new R nineT Scrambler in at around

R150,000 for the base model. There are

a host of accessories available as usual,

from traction control, which we had

fitted on our test bikes but really is not

necessary on a bike like this, to spoke

wheels, which do look oh so cool.

AT A GLANCE

R NINE T SCRAMBLER PRICE: +/- R150 000

ENGINE TYPE

1170cc twin cyclinder air/oilcooled

2-cylinder boxer engine

MAX POWER & TORQUE

110 Bhp @ 7750 rpm

116 Nm @ 6000 rpm

SEAT HEIGHT 820 mm

TOTLA LENGTH 2175 mm

WET WEIGHT 220 kg

FUEL CAPACITY 17L

BRAKES: Brembo Hydraulically

activated twin disc brake, Ø 320 mm,

with BMW Motorrad ABS

SUSPENSION: Telescopic fork, Ø

43mm. Rear wheel suspension:

BMW Paralever

RIDEFAST MAGAZINE AUGUST 2016 55


A DAY AT

THE TRACK

WITH BRAD BINDER

We managed to spend a day with Brad Binder at the Misano

circuit in Italy where he was testing some new parts for KTM.

While I was over in Italy, for World

Ducati week, I got a phone call

from a certain Mr Brad Binder, who

had seen via my Instagram that I was

at the Misano circuit. He informed me

that he would be testing at the famous

Marco Simoncelli track on the Monday

and Tuesday following WDW and

wanted to know if I would like to join

him for the test? Of course my answer

was yes and thanks to my mom, who

happens to be the best travel agent in

the world, my flight was changed from

the Sunday night to the Tuesday night

allowing me to join my little buddy on

the Monday for his first day of testing.

Words and Pics: Rob Portman

I was really excited as it has been a

while since I have seen Brad in action

up close and personal, and I was really

keen to see what exactly they get up to

when testing.

What a great sight it was seeing

those two big factory race rigs on my

arrival at the track, bright and early

on the Monday morning - one for the

Factory KTM team and the other for

Team Sky VR46 Moto3 team, who

were also there for the two days of

testing, and no, Rossi did not make an

appearance unfortunately, but did chat

to his right hand man Uccio a bit.

56 RIDEFAST MAGAZINE AUGUST 2016


Even though it was just testing for the two teams, security

was still strict, so not just anyone could stroll into the track

and get up close. I was interrigated for a bit before Brad

came out and assured the officials that I was indeed with

him. After greeting the entire team, it was time for Brad to kit

up and head out for the first session.

Brad was not testing for his RedBull KTM Moto3 team,

but rather for the KTM Factory, who had some special

parts they wanted him to try out for next years Moto3 bike.

And who better to test it for them than the current Moto3

championship leader?

Brad was joined by former Moto3 rider, Efren Vazquez,

who had started the season off in Moto2 but lost his ride so

took up the job as factory KTM motor tester for 2 days.

There were some real trick parts scattered all over the

pits, so secret that I was asked to please not take any

photos in the pits.

The bike Brad was testing was not his race bike but rather

a factory KTM bike used to develop parts.

Brad was instructed to head out on track and no matter

what had to do a minimum of 7 laps before pitting, no matter

what he thought of the bike. After his first stint out on track,

Brad informed the team that the bike did not feel comfortable

for him, saying the length and positioning of the bars and

pegs felt way off. The team soon discovered that they had

not set the bike up to what Brad’s team had sent them, and

in fact, the bike was still setup for Team Sky VR46 rider,

Nicolo Bulega, who had tested the bike a few weeks earlier.

So the team pulled out some really fancy looking tools and

continued to set the bike up literally to the millimetre for Brad.

His second session out looked much faster and the stop

watch confirmed that. Brad told the team he felt much more

comfortable on the bike but was not 100% happy with the

setup. So a few more changes to the bike and Brad started

to lap quicker with every lap out on track.

Heading into the 4th session it was time for the team to

start throwing some new trick bits at the bike. Out came the

carbon fibre swing arm. Yes, a carbon fibre swing arm. Brad

was hesitant at first as he was worried if it would handle

the stress out on track. He did his 7 lap stint and set really

impressive times. He came in and his first words to the team

were “I love it!”. Well there was a curse word ahead of that

but you get the point.

For the rest of the day the team continued to throw new

parts at the bike, from triple clamps to a new 2017 spec

motor. Brad completed 66 laps on the day and his slowest

time was only 1.5 seconds off the lap record. Incredible, and

to see Brad in action is truly a wonderful sight. The amount

of confidence he has is inspiring.

It really was great to see how these guys work behind the

scenes. So professional and the technology is incredible.

They can pin point everything, telling Brad which corners he

can brake later for, trail brake longer into, use more or less

back brake, get on the gas earlier, later or harder, you name

it they record it and analyse it. What did fill me with pride was

seeing how well respected Brad was by the team. All 8 staff

members crowded around Brad after every session, pen and

note pad ready in hand waiting to jot down every bit of info

Brad could throw at them. They trust him, believe in him, so

much so that they want him to test and approve parts for the

2017 Moto3 bike. Our once little braced-faced boy has come

along way from the days of racing a CBR150 at Midvaal, and

myself, and the rest of the Nation are extremely proud of him.

RIDEFAST MAGAZINE AUGUST 2016 57


Words by KENT BROCKMAN

Summer!

THE BOYS OF

LAGUNA SECA WORLD SUPERBIKE DEBRIEF

The WorldSBK season goes on its annual

summer break, with the championship

suddenly poised on a much finer edge than

was imaginable just a week ago.

Jonathan Rea’s dominance of the

current campaign has been almost

unparalleled. However, his run of 17

consecutive podium finishes to open the

season is now over, and suddenly he faces

a threat from within for his title defence.

This is because an engine issue left

Rea on the sidelines in Race 2 at Laguna

Seca, and suddenly his championship

lead had been cut to 46 points. It is still a

comfortable margin for Rea but suddenly

doubt can creep into the “Team 65” side of

the Kawasaki garage.

Tom Sykes’ win on Sunday marked a

return to the winner’s circle for the former

champion, and while he is still an outside

bet for the title, he is at least back in

realistic range of Rea.

This paints an interesting picture for

the WorldSBK riders to consider while they

rest over the next two months.

Equal Spoils for Kawasaki Riders?

A win apiece for Rea and Sykes

left them both with reason to cheer in

California, but it was Sykes that will leave

the happier rider. The 2013 champion left

Laguna Seca with 45 points and some

momentum entering the summer break.

Sykes followed his teammate home

in Race 1, but took advantage of Rea’s

retirement to take 25 points from his rival.

Having crashed in Assen earlier in the

season the tally stands at one retirement

each but the 46 point lead still gives Rea a

very healthy title cushion.

“Something caused a problem with his

bike, but that’s racing,” said Sykes. “I made

a mistake in Assen and he took the 25

points, and the role was reversed here. So

it’s quite interesting but certainly this is what

we needed and we’ll go into the summer

quite happy.”

It wasn’t a trouble free day for Sykes,

with the Kawasaki clearly struggling in

some areas. The Ducati’s were visibly faster

through the mid-corner zone at various

sections of the track. It was something that

58 RIDEFAST MAGAZINE AUGUST 2016


Sykes noted, but he did well to ensure

that he put his bike in the right place to

make overtaking difficult for his rivals.

“I couldn’t get the power applied

on the edge of the tyre today, which

was a big, big battle. So they made it

very hard for me. This made me very

nervous on the front end of the ZX-10R.

So I’m happy with how I reacted but

we need to be conscious of this and try

to improve.”

Ultimately Sykes profited from

the infighting at Ducati (more below)

and was able to leave Laguna with a

31st career win in World Superbike.

For Rea the positiveness of a Race 1

win were lost by a mechanical failure. His

Kawasaki ground to a halt and after the

race his crew chief, Pere Riba, confirmed

that it was an engine problem, but that he

was confident that it wasn’t a terminal issue

for the engine and that it should still remain

in circulation.

At one point Rea was running third, but

made one of the most audacious moves

imaginable by overtaking Sykes and

Giugliano into the Corkscrew. From the

outside it looked incredibly aggressive, but

for Rea it was simply a case of seeing an

opportunity and taking advantage of it.

“I didn’t think it was aggressive, to be

honest. They were getting backed up for

some reason. I braked normally and there

was an opening. I was like, why aren’t they

going in? They got to one point where

I was past Tom and Giuliano was really

stopping so I had to release the brake and

go through on him as well.”

Within a couple of laps Rea ran wide

with the start of his technical problems and

retired.

“I ran wide at Turn 7 but my race was

red carded anyway because some corners

later the rear was locking and we realized

that we had a mechanical problem. So

that’s how it worked today.”

A Win Left on the Table by Ducati

Two riders into one corner rarely ends well,

but somehow Chaz Davies and Davide

Giugliano both survived to tell the tale of an

epic scrap between the Ducati riders.

After being boxed in at the opening

corner, Davies was in the worst possible

position for the early laps, and fell as far

behind as seventh, but made his way back

through the field to finish on the podium.

In most cases this would have been

seen as a respectable fightback, but the

pace of the Welshman was such that this

felt like a win that got away from him.

RIDEFAST MAGAZINE AUGUST 2016 5 9


In the closing laps Davies bridged the

gap to Sykes and Giugliano comfortably, but

with his tyre grip dropping, he didn’t have

enough confidence to make clean moves.

When he did get past his teammate he

immediately ran wide at the Corkscrew.

For Davies, it seemed like a sudden gust of

wind blew him off course.

“I think the one mistake on my part was

I think me and Tom caught a mega gust of

wind going into the Corkscrew with about

three or four to go,” said Davies.

“We both went wide and it was strange

because we were both on line and going for

the apex at a normal speed. And then all of

a sudden before we knew it we were both

three or four meters offline. It was really weird

and that allowed Davide to get back by.”

“Then it just became a fight to try and

finish in front of him and he finished in front

of me. I’m a bit disappointed because I

think that had I’ve gone through I’d have

had the pace to hold off in the last laps.

But, I didn’t manage to get to the front and

I couldn’t really do anything about it the last

lap. I had lost a little it of time and really I

didn’t have good grip all race.”

“I really suffered, and it was just getting

quite hard at the end. But I felt like had I got

to the front I could have held it there. But

to actually try and make moves, I was really

struggling getting off some of the turns. The

race was already done by the time there’s a

lap and a half to go.”

For Giugliano it was a much

needed uptick in performance

last weekend. The Italian is

under severe pressure and to

have claimed a podium finish

will have been well received.

However, that podium is also tempered

by another crash out of podium

contention for the Italian.

“I wanted to attack Tom, but I did not

want Chaz in front,” said Giugliano. “For me

it was difficult in this race, as Chaz and Tom

were braking harder than me and it was

impossible for me to pass. It was a hard

race, but it was fun.”

“There was some close action between

me and Chaz and on the front straight

I was afraid for me and Chaz. We were

more and more close, but this is racing. I

wanted the podium but the victory would

have even better.”

That victory, which would mark the

100th victory for an Italian rider, still looks

possible for Giugliano, but until he can

knock open the door it will be something

that will define his fortunes. If he is to hold

onto a Ducati, he needs to win races.

For Davies, who should have his

contract confirmed in the very near

future, the biggest challenge at Laguna

was holding onto his Ducati. Donington,

Misano, and now Laguna has seen Davies

crash out of contention, and after Race 2

he assessed the current situation.

“The bike got a bit looser on the way

into the corner and then it found a lot of

grip,” said Davies talking about his Race 1

crash. “When the transfer loaded the front

tyre it was on the part of the track where

it drops away from you, so it was like a

perfect storm on the deck.”

“I’ll take responsibility for Saturday’s

crash because I was just pushing on and

I felt a little bit unfortunate to have that

sort of snap, and then that aggressive

recovery. Whereas Misano, the frustrating

thing about that was it was really difficult

to explain. It felt like I was cruising at that

point when I crashed, whereas yesterday I

was pushing.”

Davies will need to keep pushing

because the wind has clearly left the sails of

Ducati in recent weeks and is pushing the

Kawasaki bikes now.

Hayden Back on the Box

“Laguna is such a special place” said

Nicky Hayden after finishing on the podium

in Race 1.

He has always enjoyed racing in front of

his home crowd and the atmosphere and

60 RIDEFAST MAGAZINE AUGUST 2016


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excitement he generated at the Californian

circuit was huge. Road racing was back

front and center for an American audience,

and Hayden didn’t disappoint.

His podium came about because of

crashes for both Ducati riders, but he had

to hold off a pack of riders with a bike

that was clearly struggling. It was difficult

for Hayden he showed again, just like at

Sepang, when he is in a position to deliver

he duly will.

“At the end of the day two top fives here

in Laguna is nothing I should be moping

around about or complaining about, but of

course I was hoping to do something better

on Sunday and hopefully do something

a little bit special,” said Hayden after the

weekend. “It was a great weekend though

and to see all the flags and feel the support

is always great.

“People were coming up to me all

weekend and there were a lot of people

saying, ‘meet my boy Hayden we named

him after you in ‘06!’ It makes me feel

good and I appreciate them supporting

me and coming out and supporting this

event. It was great to see Laguna come

alive and have a lot of energy and a good

atmosphere and some good racing. I hope

it’s good for road racing in our country. We

need some good, big events.”

The state of road racing in the United

States was a topic not far from lips all

weekend and with MotoAmerica on

show, there was a clear opportunity to

tap into a new market for the domestic

championship.

Having attended a round earlier this

year, and having a brother race in the

championship, Hayden is passionate

about the championship and wants to

see fortunes improve domestically. At the

moment however, his focus has already

shifted to the Suzuka 8-Hour.

“I’m flying straight out to Japan, but I’ve

tried not to think about Suzuka too much

until now and focus on this weekend. But

now I can think about it and go out there.

It’s going to be different and it’s a few years

since I’ve been there and working with

teammates and stuff like that.

“I hope it’s a fun event and something

I’m happy to go back to Suzuka. Above

anything I would love to win it. It would

be something. I’ve been fortunate

enough to win some big races but

it’s going to be a lot of competition

this year, but to go ride a factory

bike is also something. The bike looks

really nice. Hopefully maybe help our

relationship with HRC.”

That relationship with Honda is key

for the future of the WorldSBK team. The

bike is much more improved this year, but

still lacking in some areas. For Hayden, the

biggest disadvantage is horsepower.

“I had some problems in the races

and it’s clear we struggled in a few areas,

especially up those big hills. They were

not good to us. But it’s not easy. This ain’t

club racing. These guys are tough to beat,

and I’m sure they all want to really beat me

around here so the podium was something

to be proud of.”

Milwaukee Talks with Aprilia Intensify

It has been a trying year for Shaun Muir

Racing with the switch from dominant

British Superbike squad to a midfield World

Superbike team clearly difficult to accept for

most in the team.

The tension has been clear at various

points through the season and the marriage

of team and BMW looks set to end sooner

rather than later.

Like a Vegas wedding there was plenty

promised for the future, but within

six months the relationship is on

rocky ground.

62 RIDEFAST MAGAZINE AUGUST 2016


The BMW looked like a very attractive

package underneath the lights of a casino

floor, and a quick marriage was arranged

with SMR leaving their long term partner

Yamaha to move in with the German

manufacturer.

Since then, both parties have tried to

make things work, but the clear differences

between both parties is becoming more

and more evident. Peering into the garage

over recent months has been an interesting

experience. There are two clear factions

and no clear direction to go in.

The BMW engineers know

and understand their bike

and how it needs to be

ridden. That path is one

that sees the electronics

become king, and for

SMR this isn’t a

path that they can

follow with Josh

Brookes and Karel

Abraham.

Team insiders

have said that

Brookes has

become more

adamant

than ever that the bike is the issue

and that they need to adapt the

machine to allow him to ride with

his natural style. BMW have dug

their heels in and an impasse

has taken place that has seen

a pure standoff…and poor

results.

SMR are therefore looking for an

annulment and to move on with another

manufacturer.

That looks set to be Aprilia, but they

have also held negotiations with Ducati.

Both manufacturers open a new avenue for

the team.

Last year the move to BMW came

about in a whirlwind after it looked highly

likely that Yamaha would choose SMR

rather than Crescent to run their WorldSBK

programme.

Aprilia negotiations were also happening

at that time too, but nothing concrete came

about. Now there is a clear opportunity to

get into bed with the Italian manufacturer.

“We are talking to Aprilia but there’s still

a lot to be decided before we can confirm

anything,” said Muir in California. “There is

however a real desire from Aprilia to back

here and competitive but their MotoGP

project is clearly very important and they

don’t want to do both championships

unless they can give the proper resources

to both.”

Those resources would be factory

support and, in all likelihood, include

Lorenzo Savadori. This year the Italian has

impressed on the IODA ran Aprilia, and

his loyalty to Aprilia has been forged over

recent years.

For Muir the stability that a partnership

with Aprilia could generate would be hugely

influential in planning for the future.

“Next year our aim is to consistently

fight for the top five and we know the

level of effort that will require. We didn’t

underestimate World Superbike, but the

level of competition here is such that if

you are not at your best it can be very

difficult. We have stability with our partners

(Milwaukee and Gulf Oil) and as a result

we are looking at what will give us the best

chance to be competitive next year.”

Ducati is another option for SMR,

but those talks are not believed to be as

advanced as with Aprilia.

Rider Market News

The wheels of WorldSBK rider market look

set to turn in the coming weeks, with Chaz

Davies set to be confirmed at Ducati for a

further two years. The Welshman has been

a consistent frontrunner for the team and

the biggest question mark is as to who will

join him on the Panigale.

A win at Laguna could have put Davide

Giugliano back into the frame, but for

now the Italian is an outside bet for the

ride. After a disappointing campaign the

one saving grace for Giugliano may be a

willingness to accept a low-paying offer.

According to paddock rumours most of

Ducati’s budget for riders in 2017 will be

taken up with Davies’ pay cheque and that

could mean a willingness to accept a cut

rate offer could be important.

The team has spoken to a host of riders

with Michael van der Mark and Eugene

Laverty both having held negotiations

with Ducati Corse. Both come as proven

commodities in the paddock. Laverty as a

race winner and van der Mark as the most

touted young rider.

Would either be willing to accept a low

paying ride for the chance to ride one of the

best bikes on the grid?

It looks unlikely at the moment with van

der Mark set to remain with Honda, and

Laverty in the pound seats for a return to

Yamaha.

The offer that Honda and Ten Kate

had placed on the table for van der

Mark, believed to be very attractive to

the Dutchman, was set to expire over the

weekend but that was most likely just a

time frame where the team told its rider that

they would now be forced to talk to other

riders in case a backup is required.

With a new Fireblade rumoured for next

year van der Mark will likely choose to

remain where he is but Stefan Bradl has

talked to the team informally. The German

has also been touted at Ducati where his

German passport would be very acceptable

to the ownership.

Yamaha confirmed that Laverty is very

much in the frame for 2017, but that an

agreement had not been made yet. The

Irishman’s appearance at Misano saw him

start discussions with the manufacturer,

but a return to WorldSBK certainly looks

on the cards.

Kawasaki came incredibly close to

pulling the trigger on Laverty, but ultimately

Sykes signed his deal in perfect timing

because otherwise it would be Laverty

partnering Rea for next year.

If van der Mark and Laverty turn down

the Ducati seat, Xavi Fores could be in the

frame as competition to Giugliano. The

Spaniard has had a strong campaign and

another fourth place finish on the Barni

Ducati will have helped his cause.

Arguably however Fores would not mark

an improvement over Giugliano so in the

secondary wave of rider moves the Italian

could still hold strong cards.

RIDEFAST MAGAZINE AUGUST 2016 6 3


Some say that Riaan

Neveling learnt to put his

knee down after watching

The Singh at karaoke night,

others say that Riaan’s offroad

skills developed after

he shared a pizza with The

Singh. We don’t know about

that but what is true is that

you are reading about a dual

purpose bike in RideFast...

Enter the KTM 1290 Super

Adventure. A bulging, aggressively

poised adventure bike with more

gadgets and gizmos then most

entry level motor-vehicles. KTM have

always had a distinct design; the single

headlight on this bike ringed by a halo

of LED’s looks like a grumpy version of

Ripleys Alien Queen who has discovered

her eggs were destroyed. In other words, it

wants to eat you.

The side view of the KTM does not leave

one wondering as to the primary purpose

of the bike, whether it’s touring, road riding

or getting sand everywhere in the dirt, this

bike was built to handle it all.

The bike is de-tuned to a claimed

160hp from the “R” version, coupled with

semi-active damping, a tubular frame

and long travel suspension this bike was

created to joust against the best selling

BMW 1200R Adventure.

It has the usual rain, off-road, sport and

comfort modes and after some fiddling I

found it most compliant in sport mode with

comfort settings. The Old Jedi Master in

Nelspruit advised this setting and it was akin

to finding that perfect apex with the sun at

your back and gritty tar under your knee.

I took the bike from Joburg to Pretoria

to Nelspruit and back over a weekend and

it was an astounding, awe-inspiring journey

on a bike that in some ways defies belief in

its sheer versatility.

Now, having owned a new 2015 BMW

1200R Adventure before, I was expecting

A DIFFERENT KIND OF

SUPERBIKE

In our never-ending quest to find the current king of

commuters, Ride Fast was asked by a few avid readers to

test some not so fast bikes and provide a repository of

information around these behemoths that “The Singh” would

not normally be caught riding. Words: The Singh

a sleepy, relaxed, some what boring ride

on the KTM all the way to the mountains

until the first few corners started winking

invitingly in my direction.

After easily strapping my luggage onto

KTM, and that is one thing I do miss

tremendously about adventure bikes, I

was off to rendezvous with the Centurion

Lifestyle Rat Run Bunch. It’s an annual

event that takes place at Hotel Numbi

and is worth attending, especially for the

gourmet feasts that assault your senses at

the venue.

The 30 litre fuel tank, heated grips,

speedo-cruise and heated seats (yes, really)

make touring with this bike incredibly easy

and makes one rather arrogant. The KTM is

a ruthless bike; it accelerates with a subtle

but linear power curve that I have never

felt on a touring bike before. We attempted

a few roll-ons against other tourers and

its colleagues tasting bitter defeat in its

evil dust. In the power department you

can definitely feel its advantage against its

closest competitors. It’s an unfair contest

that leaves other tourers feeling as if they

missed a gear or have involuntarily broken

their engines.

On the cornering side, the Adventurer

with luggage and solid wind-protection,

effortlessly can corner so hard and fast

that it leaves super-bikes frowning and

taxi-drivers squirming. The KTM with its

advanced electronics leaves perfectly

toned black lines on every corner exit. This

can become addictive so I would caution

against it.

On the comfort side, I found the seat a

bit hard after 5 hours in it, but the addition

of a warm posterior totally negated that. My

cousins goose did not find it comfortable

but the rider should make the decision on

what he or she prefers, not the back-pack, a

pillions opinion matters as much as a pair of

tits on a cactus.

The power of the bike is deceptive, it

sneaks up on you and even with my rather

long frame I managed 251km/h on an

abandoned stretch of tar. It turns smoothly,

brakes impressively and has phenomenal

fuel consumption for such a large bike.

As a commuter it has a high line of sight

and cornering spotlights, it’s distractive

at first but in night riding conditions you

quickly get used to it. It’s similar to adaptive

headlights in cars that ignite when you turn

and expose those nasty curves that seem

to dwell at every corner.

For me who rides superbikes all the

time, the KTM is like the dark side of riding,

the fires that the KTM unleashes combine

the purest form of scorching riding with

the comfort of a super-saloon. The Super

Adventure is similar to the BMW M5. It can

transport the kids to school in easy comfort

but at the drop of a button can transform

into lava-breathing mythical beast of

devastating performance.

For those of you that think the BMW

GS is a good bike, swing a leg over a KTM

Super Adventure and be amazed!

RATINGS: 1290 SUPER ADVENTURE

Heat 10

Steering 10 (turns on impulse)

Fuel 10 (30litre tank-Yay)

Acceleration 9 (insane for a touring)

Throttle 8 (different modes, simple)

Traffic 8 (elementary Dr Watson)

Servicing 7 (market related)

Lights 7 (either love it or hate it)

Wind 10 (will protect you from arctic winds)

New Rider 8 (if your feet can touch the ground)

Total: 87/100

Remember this rating applies to the bike as a commuter

64 RIDEFAST MAGAZINE AUGUST 2016


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RIDEFAST MAGAZINE AUGUST 2016 65


K15072

MANY

OPTIONS.

ONE

WINNER.

The Ninja ZX-10R has clearly demonstrated its circuit potential through its superlative

results in the Superbike World Championship. With numerous parts benefiting from feedback

from the Kawasaki Racing Team as well as on going development research, the new Ninja

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Find your nearest dealer at www.kawasaki.co.za

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