AUGUST 2016 RSA R30.00
• 2013 KAWASAKI ZX-10R
• 2012 HONDA CBR100RR
• 2010 BMW S1000RR
• 2009 YAMAHA R1
A DAY TESTING
9 772075 405004
4 GREAT SPORTBIKES UNDER R120,000
1299 Panigale S Anniversario
1002 RIDEFAST MAGAZINE AUGUST 2016
WHAT IS THE MOST TRIED AND TRUSTED
TYRE BRAND AT THE SUZUKA 8 HOUR?
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
14/20: In the last 20 years Dunlop-shod runners have been crowned 14 times • Race Wins: 38/70: Of the 70 races held since
2002 Dunlop teams have stood on the top step of the podium 38 times
D211 GP PRO
D212 GP PRO
RIDEFAST MAGAZINE AUGUST 2016 1
W E L C O M E THE TEAM:
EDITOR & DESIGN:
082 782 8240
074 104 1074
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
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
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
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
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.
CALL 011 979 5035 OR EMAIL
Digital or print copy.
TEL: CHRIS 082 602 1836
TONY 083 770 2400
2 RIDEFAST MAGAZINE AUGUST 2016
Official Sponsor Developed with
The new Ducati Multistrada 1200 Enduro.
The wild side of Ducati.
DUCATI RIDE PLAN
174 Bram Fischer Drive, Randburg - 011 919 1600 - email@example.com - www.ducati.co.za
Ducati South Africa Official @DucatiRSA Ducati_SA
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
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
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,
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
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
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
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
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
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.
Find us on Facebook:
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.
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
Find us on Facebook:
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.
ALL 3 DEMO MODELS
AVAILABLE TO TEST RIDE
Triumph’s SA # 1 dealer in Gauteng - since 2000
• Wide range of Triumph clothing
• Dedicated Triumph Dealership
• Wide range of pre-owned motorcycles available
• Triumph second hand spares available
T’s & C’s Apply
147 Van Riebeeck Avenue, Edenvale
Tell: 011 609 4590
Fax: 011 452 0443
Cell: 082 492 7103
Find us on Facebook:
RideFast Sportsbike Magazine
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
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
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 firstname.lastname@example.org
Gas Sports: email@example.com or firstname.lastname@example.org.
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
2016 ZX10 R KRT Winter Test Edition
R 289 995
NEW 2016 ZX10 R
R 289 995
Kawasaki 2016 H2 Including R5000
R 175 995
2016 KX 250 F
R 84 995
Authorised Kawasaki Dealer
Tel: 011 465 1540 • Fax: 011 465 1100
Unit 1, Cnr On the Straight, The Straight Rd, Fourways
*Terms and Coniditions apply
Service bookings: email@example.com
to you by
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
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 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
BY THE BEST.
Official MotoGP tyre supplier
MICHELIN Power SuperSport
MICHELIN Power Slick Evo
Available at your nearest dealer
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
With beeswax for moisturising,
Shea butter for cell regeneration
and essential oils which
act as anti-oxidants, antibacterial,
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
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
18 RIDEFAST MAGAZINE AUGUST 2016
Photo: H. Mitterbauer
Trade up to experience KTM’s world of high-speed adventure.
With a R 20,000.00* trade-in bonus on any make of bike, it’s never
been easier to race off into the distance on KTM’s 1190 Adventure
and 1290 Super Adventure. Find your local dealer on www.ktm.com.
FREE KTM ROADSIDE ASSISTANCE
All KTM road models standard with 24 month KTM Roadside Assistance.
KTM 1190 ADVENTURE
KTM 1290 SUPER ADVENTURE
* 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
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
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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
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
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
“ 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
• Dealers Welcome.
Call James on 076 827 9676 or
Sunoco Race Fuel
available per litre!
GPR 300 ROAD
front 120 R1099
rear 180 R1699
rear 190 R1799
front 120 R1599
rear 180 R1899
rear 190 R1999
FLY 360 HD camera
OPEN 7 DAYS A WEEK
Mon-Fri 8am - 6pm / Sat 8am - 1pm / Sun 9am to 1pm
Please note that Fire It Up is an independent company and it not associated to any other companies in South Africa whatsoever. Any perceived similarities are merely a coincidence
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)
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
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
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
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
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
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,
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
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
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
RF magazine play.indd 1006
2014/12/27 8:44 AM
1299 S Anniversario
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.
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
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
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
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
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
WHICH TRULY PROVIDES
CUISINE AT AN
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
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
MID - SLIP-ON PIPE
FROM: SUZUKI EAST
TEL: 011 918 7777
2010 BMW S1000RR
EXTRAS: ARROW MID -
SLIP-ON PIPE / SCREEN
FROM: FIRE IT UP
TEL: 011 467 0737
2009 YAMAHA R1
EXTRAS: YOSHI MID -
TEL: 011 244 1900
2012 HONDA CBR1000RR
EXTRAS: STEALTH MID -
SLIP-ON PIPE / SCREEN
TEL: 011 244 1900
New Rider 7
New Rider 5
New Rider 7
New Rider 8
RIDEFAST MAGAZINE AUGUST 2016 41
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
PULLED ME INTO
THE TURNS, LIKE
AN EXCITED KID
PARENT TO THE
TOY AISLE IN A
IT JUST WANTED
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
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
STYLED STEALTH PIPE FITTED.
THIS THING SCREAMED
LOUDER THAN AN OVER PAID
ACTRESS IN A LOW BUDGET
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
Pics: Neil Philipson
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
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
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.
RIDEFAST MAGAZINE AUGUST 2016 45
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
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
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
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.
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
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
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
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
AT A GLANCE
R NINE T PRICE: R171 990
1,170 ccm Air/oil-cooled flat
twin (‘Boxer’) 4-stroke engine,
two camshafts and four radially
aligned valves per cylinder, central
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
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
50 RIDEFAST MAGAZINE AUGUST 2016
If you had to ask me what the biggest craze in modern day motorcycling
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
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.
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
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
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
Covec thermal barrier
Overall a great
jacket and so
comfortable, one I will
be using more often than not.
Available at most motorcycle
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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
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
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:
RIDEFAST MAGAZINE AUGUST 2016 55
A DAY AT
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
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
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
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
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
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
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
“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
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
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
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
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
have said that
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
SMR are therefore looking for an
annulment and to move on with another
That looks set to be Aprilia, but they
have also held negotiations with Ducati.
Both manufacturers open a new avenue for
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
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
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
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
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
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 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
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
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
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
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)
Remember this rating applies to the bike as a commuter
64 RIDEFAST MAGAZINE AUGUST 2016
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