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MARQUEZ WINS 5TH WORLD TITLE 

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•2017 YAMAHA R6 

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RIDEFAST MAGAZINE NOVEMBER 2016 1

W E L C O M E THE TEAM: 

I type out this column feeling both excited and 

exhausted at the same time. Exhausted from 

waking up at 3.30am to watch Brad and Darryn 

Binder in action at Phillip Island and excited after 

the performances both riders put in. 

It was yet another action packed Moto3 race, 

this class really does not disappoint and both our 

SA boys did us proud once again. 

Brad dominated pretty much the entire 

weekend picking up his 5th pole position of the 

year followed by another great victory from start to 

finish. That was his 6th victory of what has been an 

incredible year for the champ. 

Younger brother Darryn picked up his best 

qualifying position of 8th on the grid and after a 

bad start to part one of the race, where he crashed 

heading into turn 2 taking a few riders down with 

him, he managed to remount and get his bike back 

to the pits and make the restart. 

Darryn then put in one of the best rides I have 

ever seen from any rider. He battled hard with 13 

other hungry young riders for the final podium 

position. Heading into the final 2 laps and Darryn 

was down in 12th position but fought his way up 

to 3rd on the final lap. He was so determined and 

some of the passes he made were world class! 

In the end he was pushed back to 4th place by 

the smallest of margins by Aaron Canet. 

Nevertheless it was a heroic ride from Darryn 

who on a bike that is only really capable of finishing 

10th at best, almost picked up a podium. No 

doubt there are bigger and better things to come 

from 18 year old Darryn and we are excited to 

be part of his journey just as we have been with 

Brad’s. Look out for EXCLUSIVE Darryn Binder 

merch coming soon! 

The MotoGP race once again threw up a few 

surprises with Marquez looking comfortable at the 

front before crashing out at the Melbourne loop 

once again. That put Crutchlow in the lead with 

a chasing Rossi behind him. I really did think that 

Rossi was going to reel the Brit in but Cal showed 

what a true talent he is and pulled away from the 

G.O.A.T. Cal went on to pick up his second win of 

the season in fine style, while Rossi admitted defeat 

and settled for second while Top Gun, Maverick 

Vinales, picked up yet another podium in 3rd. 

Great to see that MotoGP on such a high and 

long may it continue. I am really excited for the 

future, where I think we could possibly be seeing 

a factory KTM setup of Marc Marquez and Brad 

Binder in 2019. Yes, you read right. I really think 

Marquez has to make a move away from Honda 

at some stage if he is to prove to everyone that he 

truly is one of the greatest and I think the Redbull 

KTM setup, if they can get the bike competitive 

over the next couple of years, which I think they 

will, and this will be the perfect move for him as he 

has good ties with not only Redbull but also KTM 

from his early days in GP125. 

As for Brad, well, I think we all agree that he will 

be in MotoGP at some stage and I think it will be 

in 2019, after two years in Moto2 where me thinks 

he will be crowned champ in 2018. Yes it’s a bold 

statement but that’s how much I believe in this guy! 

Moving on to some local racing and my hopes 

of winning the 4, 8 and 12 hour races came to an 

end at the recent 12 hour race after a number of 

mishaps forced us to retire from the race. 

Such a pity as we were really a strong team and 

fastest on track most of the time. Oh well, it’s now 

time to focus on the 24 hour coming up on the 

10th and 11th of December where we are hoping 

to win back to back titles. 

This issue was very exciting for me to put 

together as we showcase all the big releases from 

the recent INTERMOT Show from Cologne. 

Finally Honda and Suzuki have released new 

1000cc sportsbikes, while Yamaha have unveiled a 

spectacular looking new R6 machine. 

We have all these and so many more releases 

featured in this issue - over 20 new models! 

2017 is going to be yet another exciting year for 

the sportsbike market and I cannot wait to swing 

my leg over these new machines. 

Let’s just hope Zuma keeps his mouth shut so 

that the prices do not skyrocket any higher. 

We have a couple of competitions on the go 

in this issue so make sure to check out page 29, 

where you can win a R3000 shopping voucher 

for MotoGP rider apparel from Gear4Speed and 

page 34 where it’s your last chance to enter the 

Antigravity race battery comp. 

Until next 

month, ride safe! 

EDITOR 

Rob Portman 

EDITOR & DESIGN: 

Rob Portman 

rob@ridefast.co.za 

082 782 8240 

ADVERTISING: 

Zenon Birkby 

zenon@ridefast.co.za 

074 104 1074 

ACCOUNTS & 

SUBSCRIPTIONS: 

Anette 

anette.acc@mweb.co.za 

011 979 5035 

CONTRIBUTORS: 

Sheridan Morais 

Brad Binder 

Darryn Binder 

Cam Petersen 

Richard Knowles 

Gerrit Erasmus 

Clive Strugnell 

TO SUBSCRIBE 

CALL 011 979 5035 OR EMAIL 

anette.acc@mweb.co.za 

Digital or print copy. 

DECALS BY 

TEL: CHRIS 082 602 1836 

TONY 083 770 2400 


www.kiska.com 

BRADICAL! 

BRAD BINDER – MOTO3 WORLD CHAMPION 2016 

The Red Bull KTM Ajo rider and Red Bull Rookies Cup 

graduate has shown the heart of a lion and unrelenting 

determination to dominate the 2016 Moto3 FIM World 

Championship on his KTM RC 250 GP factory bike. 

KTM Group Partner 

RIDEFAST MAGAZINE NOVEMBER 2016 3 

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations! 

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost. Photo: Focus Pollution

Contents NOVEMBER 2016 

28: PRODUCTS: CHRISTMAS WISHLIST 

6: FIRST LOOK: 2017 BIKES FROM INTERMOT 

30: TESTED: DUCATI MULTISTRADA ENDURO 

38: COVER STORY: MARC MARQUEZ CHAMPION 

62: FEATURE: LAVERTY WORLD SBK 

54: ROAD TEST: MV AGUSTA F4R 

70: FEATURE: 10 TEN DUCATI SIGNINGS 


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2017 

The 

NEW BIKES 

SPECIAL 

last two years have seen an in-flux of awesome 

new machines, and 2017 looks set to blow 

our minds even more. Whatever your preference 

and type of riding there’s a new bike with your 

name on it. 

From zippy small-capacity beauties to high-tech 

sportsbikes, slick adventures to engaging supernaked 

- each and every corner of the vibrant 

market shimmers with exciting new metal... 

HONDA 

Finally 

we see a new Fireblade model - in fact, Honda have 

released two new models with a thrid still on it’s way. 

They also go retro with new CB1100RS 

2017 Honda CBR1000RR SP 

and CBR1000RR SP2 

Twenty five years on from the release of the motorcycle that redefined 

sportsbikes in 1992, Honda has revealed the latest evolution of the legendary 

CBR1000RR Fireblade. For this new model, Honda’s engineers have remained 

true to the first principles of the original project – power to weight – with the 

focus on cornering, acceleration and braking. 

Honda unveiled the new Fireblade 

SP’s at the INTERMOT Show and as 

expected, the machine is lighter and 

more powerful than its predecessor 

and also gets a full suite of electronic 

rider aids. ‘All 1000cc sportsbikes 

are extraordinary examples of high 

performance engineering. But for 

us, for our new Fireblade, we want 

extraordinary to be the pleasure 

of handling and controlling such a 

machine. Its true purpose - wherever it’s 

ridden - is to enjoy something that is not 

normally experienced in everyday life, 

something that cannot be surpassed,’ 

said M. Sato, Large Project Leader for 

the 2017 Fireblade SP. ‘To go to next 

stage Total Control, we have added an 


electronic control system that is there to 

support the rider,’ he added. 

So, the new Honda CBR1000RR 

Fireblade SP gets an all-new 5-axis 

Inertial Measurement Unit (IMU), which 

measures exactly what the machine is 

doing, in every plane. It works the Honda 

Selectable Torque Control (HSTC) traction 

control system, which manages rear wheel 

traction via the FI-ECU and ride-by-wire 

throttle. The new ABS (also managed 

by the IMU) offers rear lift control (RLC) 

and the ability for hard, safe trail braking 

into corners. Depending on settings, any 

difference measured between the front and 

rear wheel speeds also triggers the bike’s 

wheelie control system. 

The new Fireblade SP’s electronics work 

in conjunction with its onboard Öhlins 

Objective Based Tuning Interface to 

adjust both the compression and rebound 

damping force of the bike’s semi-active 

Öhlins Electronic Control (S-EC) 43mm 

NIX30 front fork and TTX36 rear shock. 

For the rider this means access to a whole 

new level of handling ability. This system 

works just as well on the road as it does 

on the track and according to Honda, 

brings in a whole new standard in terms 

of superbike handling. And the Fireblade 

SP’s TFT LCD digital instrument display, 

which has three modes (Street, Circuit 

and Mechanic) provides all the information 

required by the rider for his specific usage 

and type of riding. 

With revised cam timing and updated 

internals, the new Fireblade SP’s inlinefour 

has been engineered to rev harder 

and higher, and has a much 

higher compression 

ratio as compared to its 

predecessor. The Honda 

mill now produces 189bhp 

at 13,000rpm and 116Nm of 

torque at 11,000rpm, which is more 

or less in the same league as power 

and torque figures quoted by other 

manufacturers for their litre-class 

superbikes. The ’Blade SP also 

comes with a quickshifter fitted as 

standard, along with an autoblipper 

and slipper clutch. Overall, the bike 

is 15 kilos lighter than its immediate 

predecessor and has a wet weight 

figure of 195kg. 

The Fireblade SP’s twin-spar aluminium 

chassis has also been tweaked and 

optimised for improved rigidity and 

balance, and has a stiffer swingarm to 

match. With a new, lighter rear subframe, 

redesigned wheels and Brembo brakes 

with monobloc, radial-mount 4-piston 

calipers, the Fireblade SP leaves no 

stone unturned in its quest for providing 

massively improved high-speed handling 

and cornering. 

With all-LED headlamps and taillamp, 

slimmer and more aggressive bodywork 

and beautiful tri-colour paintjob, the new 

Fireblade SP amps up its style quotient 

and is now easily one of the best looking 

superbikes on the planet. With the new 

riding modes, ‘fast’ delivers full power 

and linear throttle response (with lowest 

levels of traction control intervention), ‘fun’ 

delivers a more moderate response in first 

to third gears, and ‘safe’ modulates power 

output from first to fourth gears, with 

correspondingly higher levels of electronic 

intervention. 

CBR1000RR SP2 

If you thought Honda would stop at new CBR1000RR Fireblade 

SP, you’re wrong – there’s also the higher-spec Fireblade SP2, 

with which Honda probably intend to take on machines like the 

Aprilia RSV4 RF, Yamaha R1M, Kawasaki ZX-10RR, Suzuki GSX- 

R1000R and Ducati Panigale R etc. The Fireblade SP2 is a road 

legal ‘homologation special,’ which uses the Fireblade SP as a 

base for a bike that’s closer to a proper, full-on racebike. The SP2 

gets revised engine internals (bigger intake and exhaust valves, 

more valve overlap) and goodies like gold-painted Marchesini 

forged alloy wheels, revised cylinder heads with different 

valves, combustion chambers and pistons, and an optional 

racing kit. Visually, the bike has carbon pattern insets 

and gold striping interwoven into its tri-colour paint to 

differentiate it from the SP. Stunningly brilliant, though we’d 

be happy even with just the ‘base’ model Fireblade SP. 

Pricing and availability details for the 2017 Honda 

Fireblade SP and Fireblade SP2, coming soon. 

The ‘base’ model blade is set to be launched in November 

so we will be sure to feature it in our December issue. 


2017 

NEW BIKES 

SPECIAL 

Honda Introduces New CB1100RS 

and Updated CB1100EX for 2017 

You love retro bikes, but the BMW R nineT and the Triumph Bonneville aren’t 

your cup of tea? Maybe Honda’s new CB1100 range is more appealing, with 

the new RS being added while the EX is getting upgraded for 2017. 

Another new model unveiled by Honda 

at INTERMOT was the CB1100RS, 

creating a new variation for the existing 

CB1100EX which also got updated, 

thus making its retro niche even cooler. 

The frame and big 1,400 cc inline-four 

engine remained the same but comes 

with a revised air intake and exhaust 

system to make it compatible with Euro 

4 emission regulations. Both the RS and 

he EX versions are equipped with the 

slightly revised power unit. 

There’s also a new curvier gas tank 

that lacks the seam-welded lips on the 

bottom edges while still reminding of 

the CB history. The seat is also changed 

and sits a bit lower, pushing the rider’s 

weight a bit forward. 

As the two letters at the back tell, 

the CB1100RS is the slightly sportier 

version of the base EX. It comes with a 

new 43mm Showa dual bending valve 

two-piece fork and remote reservoir 

shocks at the rear as well as new 17- 

inch cast aluminium wheels shod in 

sport tyres. 

Dual radial-mounted Tokico four-piston 

calipers at the front are also part of the 

upgrade. The EX, on the other hand, 

does with a bit more standard brakes 

and rear shocks. The front fork is the 

same although finished in a satin gray 

instead of gold. The EX also gets 18- 

inch stainless steel wired wheels and 

LED lights (same LED lights found on 

the RS too). 

Colour wise, the RS is available in 

black or red, while the EX can be had 

in yellow or white. Pricing information 

hasn’t been revealed yet, but it is 

soon to be confirmed along with full 

specifications soon. 

Upates for BMW S Series models 

The 2017 BMW S1000RR gets updated electronics, while the S1000R and S1000XR 

get a bit more power and new colours. All engines are now Euro 4-compliant 

BMW have unveiled their new, updated 

for 2017 S series bikes, including the 

S1000RR, S1000R and S1000XR. 

Starting with S1000RR, the machine 

now gets a Euro 4-compliant engine, 

dynamic traction control (DTC) as 

standard fitment and ABS Pro as 

an optional extra. Single seat (with 

cover for the passenger seat) is now 

standard, while a ‘passenger package’ 

is offered as a free option. New colour 

schemes are available, which we think 

are the best yet from Zie Germans. 

The BMW S1000R super-naked/ 

streetfighter also now conforms to 

Euro 4 emissions norms, while power 

output has been increased from 

160bhp to 165bhp. The S1000R 

loses 2kg and now weighs 205 kilos, 

while an HP titanium silencer is now 

standard and makes the bike sound 

better than ever before.The bike’s 

multifunction instrument cluster comes 

with improved readability and includes 

outdoor temperature display, while the 

fairing has been further trimmed down 

for improved aesthetics. Forged alloy 

wheels, 2.4kg lighter than the hoops 

used last year, are also now standard, 

while the list of optional extras includes 

ABS Pro, HP Shift Assistant Pro and 

Design Option wheels with red rim lines. 

New colour options are available. 

The new BMW S1000XR adventure 

sports-tourer also gets a Euro 

4-compliant engine, with power output 

increased to 165bhp at 11,000rpm. 

Other new bits include vibration-free 

handlebars, an increase in payload by 

10 kilos and new colours. Pricing and 

availability details coming soon. 


2017 

NEW BIKES 

SPECIAL 

2017 BMW R nineT Racer, 

R nineT Pure unveiled 

We think the 2017 BMW R nineT Racer (the white one, 

with BMW Motorsports red and blue accents) is totally 

hot! The R nineT Pure looks a bit dull in comparison 

BMW Motorrad have unveiled new versions of the R nineT 

at the Intermot - the R nineT Racer, an old school half-faired 

1970s-style sportsbike, and the R nineT Pure, the roadster 

reduced to just the bare essentials. Of the two, we really love 

the R nineT Racer, which gets the retro vibe just right with 

its 1970s styling and BMW Motorsport colours of the past. 

However, both bikes are powered by the same 1170cc Euro 

4-compliant Boxer-twin that produces 110bhp and 119Nm 

of torque. Both bikes ride on 17-inch cast alloy wheels (wirespoked 

wheels are optional), with twin 320mm brake discs up 

front and standard ABS. Other notable bits include stainless 

steel 2-in-1 exhaust system, fork bridges and footrests in forged 

aluminium and stability control (ASC) as an optional extra. 

Both bikes will hit showrooms around March/April next year. 

2017 MV Agusta F3 RC 800, 

F3 RC 675 - Sex on wheels! 

The new MV Agusta F3 RC 800 and F3 RC 675 are quite possibly the 

lightest, most powerful, most race-focused and fastest middleweights 

that you can buy right now. They’re intense...! 

MV Agusta have unveiled the new, 

2017-spec F3 RC, a ‘Reparto 

Corse’ World Supersport-replica 

that will be produced in limited 

numbers - just 350 units will be 

made available worldwide. The bike 

has been thoroughly updated and 

is now more intensely performancefocused 

than ever before. The 

F3 RC 675’s three-cylinder 

engine now produces 128bhp at 

14,400rpm and 71Nm of torque at 

10,900rpm, while the F3 RC 800 

boasts 148bhp at 13,000rpm and 

88Nm of torque at 10,600 rpm 

from its screaming, howling, highrevving 

inline-three. Both variants 

get MV’s new, updated MVICS 

(Motor & Vehicle Integrated Control 

System), with ride-by-wire throttle 

management, 8-level traction 

control and multiple riding modes. 

The F3 RC’s composite chassis, 

with a lightweight steel tube trellis 

section mated to aluminum alloy 

side plates and single-sided 

swingarm, remains unchanged, 

while the bike’s Sachs monoshock 

and Marzocchi front forks have 

been further tuned and optimised 

for high-speed stability. According 

to MV, the RC’s high ratio of 

swingarm length to wheelbase 

(576.5/1380mm) ensures maximum 

traction and perfect weight 

distribution. 

In deference to its racing DNA, 

the new MV Agusta F3 RC bikes 

carry race-replica graphics that 

come straight from the racebikes 

ridden by Jules Cluzel and Lorenzo 

Zanetti in WSS. Each bike is 

also personally signed by the the 

riders on the side panels. Official 

accessories that come with the 

bike include single seat cover, a 

paddock stand and a bike cover. 

Not too bad, though we’d still 

rather wait for the all-new F4, 

which we hopeMV will unveil at the 

EICMA, in Milan, next month! 


2017 MV Agusta F4 RC gets 

new racing kit, WSBK livery 

The MV Agusta F4 RC is still stunningly beautiful, and 212bhp (with 

the racing kit) should still be enough to blow the exhaust systems off 

most other bikes on the street 

MV Agusta have unveiled the new, updated, 

2017-spec F4 RC, which gets the ‘Reparto 

Corse’ livery taken from Leon Camier’s 

WSBK racebike. The number ‘37’ on the 

fairing is, according to MV, a reminder of 

the number of constructors World titles 

won by MV Agusta. Production is limited to 

250 units only and each bike comes with 

a special racing kit that contains an SC- 

Project titanium single-exit exhaust system, 

dedicated racing ECU, single seat tail unit, 

removable mirrors (machined in exotic 

7075 ergal aluminium), carbonfibre exhaust 

shroud, personalized bike cover and a 

certificate of authentication. 

Of course, the MV Agusta F4 RC isn’t 

about the fancy paintjob and loud exhaust 

- it has the muscle, the brute force to back 

up its good looks. Its inline-four produces 

205 horsepower in street trim and 212bhp 

with the racing kit. The TIG-welded chromemolybednum-steel 

tube trellis frame, with 

aluminium alloy side plates and single-side 

aluminium swingarm, is still a piece of art 

and is customisable for ride height. The 

suspension is top-notch as well, with a 

43mm USD Ohlins NIX type 30 fork at front 

(with adjustable compression and rebound 

damping) and fully adjustable Ohlins TTX 

36 monoshock at the rear. Brembo’s 

twin 320mm brake discs at front, with 

radial-mount 4-piston calipers, and single 

210mm steel disc at the back comprise 

the braking hardware, while Bosch ABS 9 

Plus with Race Mode and rear wheel lift-up 

mitigation(RLM) is standard. 

The 2017 MV F4 RC is also fitted with MV’s 

MVICS 2.0 (Motor & Vehicle Integrated 

Control System) electronics suite, which 

allows the rider to tweak and optimise every 

parameter, including throttle sensitivity, 

torque delivery, engine braking, throttle 

response and rev limiter intervention. The 

switchable 8-level traction control system 

uses more gyroscopes, accelerometers and 

sensors than we’d care to count, while the 

electronic quick shifter makes gear changes 

snappier. The new F4 RC rides on 17-inch 

alloys, shod with 120/70 (front) and 200/55 

(rear) tyres, has a kerb weight of 183 

kilos, does 17km to a litre of fuel and has 

a top speed of 302kph. It’s still only Euro 

3-compliant though, so it won’t be around 

for too long. Does that mean MV Agusta 

will unveil an all-new F4 at the EICMA Show 

in Milan this November...?

2017 

NEW BIKES 

SPECIAL 

SUZUKI 

For years Suzuki have been playing 

catch-up to their competitors but for 

2017 they are coming back stronger than 

ever with a host of new models, the most 

anticipated by far is the GSXR1000R 

The wait is over! 2017 

Suzuki GSX-R1000, 

GSX-R1000R unveiled 

Thirty years have passed since Suzuki released the GSX-R platform, 

and with more than 1 million units sold so far, we can say it is quite 

a successful model. That’s why the bike maker gave the model an indepth 

makeover to keep it in top choices among riders 

GSXR1000 red 

Ending many years of GSX-R1000 

stagnation, Suzuki have, this year, unveiled 

not just one but two new big-bore Gixxers 

at the Intermot - the GSX-R1000 and the 

higher-spec GSX-R1000R, both of which 

feature new styling and colours, a new 

aluminium beam chassis, new swingarm 

and an all-new inline-four engine. 

“The 6th-generation GSX-R1000 is 

redefining what it means to be The Top 

Performer,” the bike maker describes 

the new motorcycle. “It embodies the life 

work and professional ambition of Suzuki 

engineers who are passionate about the 

GSX-R1000 and its place in motorcycle 

history. Men who love riding and racing, 

enthusiasts determined to restore the 

GSX-R1000 to its proper title of The King 

of Sportbikes.” 

Suzuki also says the 2017 GSX-R is “the 

most powerful, hardest accelerating, 

cleanest running GSX-R ever built,” thanks 

to its compact size, tuned aerodynamics, 

smoother throttle response and engine 

efficiency. 

The new engine is said to develop 199 hp 

and 13,200 rpm and 116 Nm of twist at 

10,000 rpm. That was possible through 

a larger bore and a shorter stroke, which 

translates into a higher compression (13.2:1 

versus the old 12.9:1). A new finger-follower 

valve train replaces the shim under bucket 

GSXR1000 black/red 


GSXR1000 R on left and GSXR1000 on right. Easiest way to tell the difference is by looking at the front forks 

previous type while a new variable valve 

timing system improves fuel consumption. 

As expected, the new GSX-R is packed 

with electronic gizmos, starting with the 

Inertial Measurement Unit (IMU) that 

controls the bike’s 10-level traction control 

system and ABS. Next, comes the Drive 

Mode Selector, which allows the operator 

to switch from different engine mappings 

and power delivery characteristics. 

Also helping the rider is a new quickshifter 

that works both ways (clutchless up- and 

down-shift, that is) and a launch control 

system, while a new LCD instrument panel 

keeps the rider informed on most of the 

bike’s parameters. 

The chassis is said to be all-new and 

weight 3 kg less than the old model. 

Attached to it is a new braced swingarm 

with better rigidity, while the rear subframe 

shed 1 kg off its previous weight. 

Love this colour scheme on the GSXR1000 R 

Coming in two versions, the GSX-R1000 

is fitted with Showa Big Piston forks, while 

the GSX-R1000R gets the Balance Free 

fork model from the same manufacturer. 

The latter also gets a Showa BFRC 

(Balance Free Rear Cushion Lite) shock at 

the back which is said to give riders more 

road feel. 

LED headlights, taillights, and turn signals 

are offered as standard while the iconic 

overall GSX-R design has been retained 

and improved to make the bike more 

vicious-looking and as aerodynamic as 

possible. The blue, white, and lime color 

theme has been carried over although with 

restyled graphics. 

The 2017 Suzuki GSX-R1000 will be in 

showrooms by early next year, while the 

GSX-R1000R will go on sale a few months 

later. 

Suzuki Unveils Its 

Entry-Level 2017 

GSX-R125 Sportbike 

The new 125cc motorcycle comes with Suzuki’s 

easy start feature and ABS as standard, as the 

manufacturer is labelling it as the best 125cc bike 

on the market. The bike in turn offers the best 

power-to-weight ratio, torque-to-weight ratio, and 

acceleration currently available, in addition to great 

fuel economy and precise handling. 

Featuring a noticeably aerodynamic build, the 

GSX-R125 then comes equipped with verticallystacked 

LED headlights, a low seat, keyless 

start, and an LCD dashboard display. All sounds 

impressive but at what cost? 

The new sportbike from Suzuki additionally 

highlights two-piston sliding caliper petal disk 

brakes and non-adjustable fork. 

Look for Suzuki’s 2017 GSX-R125 to become 

available hopefully middle of next year, and let’s 

hope at an affordable price. It is a 125cc after all, 

but still, nice job Suzuki. 

2018 Suzuki GSX-S 750 

Suzuki gave us a glimpse of its 2018 lineup, 

showing the 2018 Suzuki GSX-S750 and 2018 

Suzuki GSX-S750Z street bikes at the INTERMOT. 

Adding a better compliment to the Suzuki 

GSX-S1000, these 750cc machines build off the 

same strategy of taking a track-focused sport bike, 

and making an naked street bike out of it. For the 

2018 model year, Suzuki is revising the GSX-S750 

it debuted in 2014. 

This time, Suzuki is adding more to its venerable 

open-class machine, the Suzuki GSX-R750, in 

order to make the 2018 Suzuki GSX-S750. 

Also, two flavors will be available, the Suzuki 

GSX-S750 and the 2018 Suzuki GSX-S750Z – the 

latter having ABS brakes and a matte black livery. 

Unlike the GSX-R they spawn from, the Suzuki 

GSX-S750 features a three-level traction 

control system, which can also be disabled 

and toggled through settings with a simple 

switch on the handlebar. 

Both the rear shock and forks on the 

2018 Suzuki GSX-S750 have pre-load 

adjustment only, while radially mounted 

four-piston Nissin brake calipers are on 

the front wheel. The front and rear brake 

discs are of a petal design. 


2017 

NEW BIKES 

SPECIAL 

2017 Ducati SuperSport, 

SuperSport S unveiled 

With 113bhp from its 937cc V-twin, the 2017 Ducati SuperSport 

should provide satisfying sportsbike-spec performance and handling, 

combined with all-day riding comfort 

Ducati have finally unveiled the 

much awaited SuperSport, 

after teasing us for months. 

‘After sharing a sneak peek 

with the Ducatista community 

at WDW 2016, we’re ready to 

present the SuperSport to the 

thousands of enthusiasts who 

had eagerly awaited a sport bike 

capable of ensuring both fun and 

comfort, even in everyday riding 

situations,’ said Ducati CEO 

Claudio Domenicali. ‘Expert riders 

will appreciate the true sports 

personality of the SuperSport, its 

excellent road performance and 

evident penchant for journeying and 

everyday use. Riders approaching 

the Ducati sports world for the first 

time will discover versatility, easy 

handling and, above all, the very 

essence of sports riding as Ducati 

sees it,’ he added. 

While it takes some styling cues 

from the Panigale (including the 

very cool single-sided swingarm!), 

the newDucati SuperSport is 

designed for those who want a 

sportsbike, with sportsbike-spec 

power delivery and handling, but 

without back- and wrist-killing 

racetrack-specific ergonomics. The 

bike is powered by Ducati’s 937cc 

Testastretta V-twin that produces 

113bhp. The SuperSport, like all 

modern Ducatis, comes with a 

full complement of electronics, 

including ABS, traction control and 

three riding modes (Sport, Touring 

and Urban), which optimise power 

delivery and the safety electronics’ 

intervention levels to suit the rider’s 

tastes. 

With a height-adjustable 

windscreen, relatively relaxed 

riding position, plush seat for rider 

and passenger, and good range 

thanks to a 16-litre fuel tank, the 

SuperSport is a brilliant middistance 

sports-tourer. For those 

who want harder-edged thrills, 

there’s the SuperSport S with fully 

adjustable Öhlins suspension, 

Ducati Quick Shift up/down system 

and a rear seat cover (the last 

two are also available as optional 

accessories for the SuperSport). 

The 2017 Ducati SuperSport and 

SuperSport S will be in showrooms 

by March/April. Pricing details will 

be made available soon. 

Several Ducatis receive 

minor upgrades 

The Ducati Multistrada 

1200 will have a new air 

intake for 2017. While 

not a major update, this 

could have some serious 

performance ramifications. 

The Multistrada 1200 is 

also receiving what Ducati 

literature describes as “new 

engine settings” intended 

to optimize mid-range 

performance. 

Updated DTC and DWC 

are coming to the Ducati 

1299 Panigale. The 1299 

Panigale is quite the beast, 

and Ducati has improved 

on initiatives to keep 

it in check. The newly 

introduced EVO versions 

of Ducati Traction Control 

and Ducati Wheelie Control 

are actually hand-medowns 

from the 1299 

Panigale S Anniversario 

that was recently released 

to celebrate the 100th 

anniversary of Ducati 

as a brand, and the 

changes appear to be on a 

programming level. Ducati 

literature states, “The new 

DTC and DWC EVO act 

according to a brand new 

algorithm which enables 

each to intervene faster and 

with great precision.” With 

greater precision, comes 

the potential for safety, so 

that’s an important update. 

The Monster 821, Diavel, 

and Diavel Carbon now 

comply with Euro 4 

standards. It’s all about 

European emissions rules 

in 2017, and with all of the 

penalties that have been 

hitting auto and motorcycle 

manufacturers, it comes as 

no shock that Ducati want 

to make the brand’s Euro 4 

compliance widely known. 


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2017 

NEW BIKES 

SPECIAL 

Aprilia updates big twins and 

adds new singles for 2017 

With 201bhp from its 999cc V4, the 2017 Aprilia RSV4 RF is not to be 

messed with, while the the 2017 Tuono V4 1100, with 175 horsepower 

from its V4 engine and a host of updated electronics, clearly wants to 

stay on top in the streetfighter segment. Oh, and don’t forget the cool 

new small-capacity sportbikes. 

Aprilia showed off four 

updated models at the 

INTERMOT show, 

with the RSV4 and 

Tuono V4s getting an 

the latest electronic 

packages and new 

RS125 and Tuono 125 

unveiled. 

Both the RSV4 and Tuono 

get the latest, fourth-generation 

APRC electronic controls package 

that is a full ride-by-wire system 

that saves half a kilogram while the 

IMU has been repositioned on the 

bike for more accurate detection of 

the bike’s movement. 

The new generation APRC system 

has a “more fine-tuned logic” eightlevel 

traction control system that is 

now adjustable using a joystick pad 

on the left handlebar, and can be 

changed on the fly without letting 

off the throttle. 

Three-level wheelie control is the 

same as before while the electronic 

quick shifter now does 

down and up changes while 

cornering ABS is switchable. 

There’s also a pitlane speed 

limiter for racers and cruise 

control for road riders. 

The new Tuono 125 is 

aimed squarely at the 

booming entry-level market 

and the chassis design is based 

on Aprilia’s experience with die 

cast aluminium spars with crossed 

reinforcement ribs. The engine is a 

modern and technological 125 cc 

single-cylinder, four-valve, DOHC 

engine that runs on EFI. 

The egos of the Tuono 125 were 

developed for rider and passenger 

comfort while the RS125 is 

unashamedly a sportsbike that 

this year celebartes 25 years in 

production since the first model 

released at Intermot 25 years ago. 

With the same engine and chassis 

as the Tuono 125, the RS 125’s 

new look takes its inspiration from 

the shapes and colours of its 

multiple title winning sibling, the 

RSV4 superbike. 


KTM go mad with all-new 

2017 adventure bike line-up 

1290 R 

Between the new KTM 1290 Super Adventure/S/R and the 

1050 Adventure/R, there’s a KTM Adventure for everyone in 

there somewhere. Only, we’d rather take the 1290 Super Duke. 

Where’s that? 

For 2017, KTM are expanding 

their ‘Adventure’ range of bikes 

in a big way and have unveiled 

a host of adventurous machines 

at the Intermot – the 1290 

Super Adventure (S, R and T 

versions), the 1090 Adventure 

and 1090 Adventure R. 

First up, the new, off-roadoriented 

KTM 1290 Super 

Adventure R, which rides on 

18-inch (rear) and 21-inch 

(front) wheels, and boasts a 

massive 160bhp and 140Nm 

from its 1300cc V-twin. With 

Continental Trail Attack II or 

ContinentalTKC 80 dualpurpose 

tyres, fully adjustable 

WP fork and shock, and 

electronics like lean-anglesensitive 

ABS and stability 

control, the Super Adventure 

R is an unstoppable force and 

should be a hit with those who 

like to ride big, heavy (217kg 

dry weight!) and madly powerful 

motorcycles, off road. If you do, 

the bike’s 6.5-inch TFT display 

will provide all necessary 

information at a glance, and its 

new LED headlamps will light 

up the Sahara desert while 

you’re blasting across the sand 

dunes in the night. 

On those long, hard off-road 

rides, you’ll appreciate the 

1290 Super Adventure’s onepiece 

off-road seat, with its 3D 

foam cushions that provide 

long range comfort,yet with 

great seat of the pants ‘feel’ 

that riders crave. Crash bars, 

coated in orange to match 

the R’s steel tube trellis frame, 

and handguards round off the 

off-road package. Also, for 

those who’ll be happy with just 

125bhp, there’s the slightly 

milder KTM 1090 Adventure R 

that you might want to take a 

quick look at. 

For the more tarmac-oriented 

among us, there’s the KTM 

1290 Super Adventure S, as 

well as its smaller-engined 

sibling, the 1090 Adventure. 

These still get the R model’s 

fully adjustable suspension and 

electronic rider aids, but ride 

on 19-inch (front) and 17-inch 

(rear) wheels, which are more 

suited to on-road use. There’s 

Bosch adjustable traction 

control with C-ABS, while the 

three riding modes (sport, 

street and rain) optimise power 

delivery and levels of electronic 

intervention. The bike’s semiactive 

WP suspension can 

be set to comfort, street or 

sport setting, while the rear 

shock’s spring rate can also be 

electronically adjusted in four 

stages. 

The 1290 Super 

Adventure S’ Pirelli 

Scorpion Trail II tyres 

(120/70, 170/60 front 

and rear) offer high grip 

levels for on-road use, 

while still retaining modest 

off-road capability. A 

‘floating’ luggage system 

with integrated baggage 

is available as an option, 

while the optional KTM 

‘Travel Pack’ gets you 

electronics like hill hold 

control, a quickshifter and 

hill hold control etc. The 

bike weighs 215kg dry, 

but at least that should 

be more manageable on 

the highway as comparing 

to dealing with such 

heft while riding offroad. 

With its 125bhp, 

1050cc V-twin, the 1050 

Adventure weighs slightly 

less, at 205kg dry. 

1290 S 

1090 R 

1290 T 

1090 T

2017 

NEW BIKES 

SPECIAL 

KAWASAKI 

This is a brand that has been on a high 

over the past couple of years and 2017 is 

going to be another great year for the big 

green brand who are releasing some very 

tasty new models as well as welcomed 

updates to current models 

ZX10R gets another R for 

2017 while H2 goes carbon 

The 2017 Kawasaki ZX-10RR is hugely powerful and massively 

capable while the new limited edition Kawasaki H2 Carbon now 

gets an IMU with six levels of machine attitude measurement. Six? 

We thought the H2 has only one attitude. A really bad one! 

To take on Honda’s all-new Fireblade 

SP2 and Suzuki’s all-new GSX-R1000R, 

Kawasaki have released the new ZX- 

10RR. With production limited to just 

500 units, the ZX-10RR features a 

modified cylinder head that’s ready 

to accept racing camshafts, a new 

crankcase arrangement made more 

durable for racing and the 

kit part accessory option 

of adjustable head 

pipe and rear pivot 

point. There’s 

also lightweight 

Marchesini forged 

aluminium wheels, 

Brembo M50 

brake calipers and 

uprated braking 

package, and an 

electronic quickshifter 

that works 

on both upshifts and 

downshifts. Lastly, 

there’s the ‘RR’ logo on the right side 

engine cover and Kawasaki Racing 

Team’s black-and-white ‘Winter Test’ 

livery, which we think looks pretty cool. 

Matched to the impressive Showa 

balanced free front fork, the horizontal 

back-link, BFRC lite gas-charged 

shock with piggyback reservoir 

offers a 

wide range of adjustability to suit any 

road or racetrack environment. The 

ZX-10RR is also equipped with 

an IMU offering six degrees of 

machine attitude measurement 

and bits like sports traction 

control, electronic engine brake 

control, launch control, intelligent 

anti-lock brakes and Kawasaki’s 

KCMF cornering management 

function, which according to the 

company ensures that riders hit their 

chosen apex every time. 

2017 Kawasaki H2 

For those who want a slice of Kawasaki’s 

supercharged exotica, the company has 

also launched a limited edition Ninja H2 

Carbon, with production being limited to 

just 120 units worldwide. The bike features 

a carbonfibre upper cowling and sees the 

adoption of an IMU that offers six levels 

of machine attitude measurement. Using 

the IMU at its core, the H2 Carbon’s range 

of electronic rider aids is impressive, 

with Kawasaki’s cornering management 

function also present here as part of an 

electronics suite, which includes traction 

control, launch control, intelligent anti-lock 

brakes and even a bank angle readout as 

part of the meter display. Other interesting 

bits include KYB AOS-2 front forks, 

Brembo M50 brake calipers 

and braking package, and a 

top-spec Ohlins TTX shock 

absorber with remote 

adjustment. 

Euro 4-compliant and 

available with an optional 

Akrapovic carbonfibre 

silencer, the Ninja H2 

Carbon accessories 

kit also includes a 

Kawasaki Ergo- 

Fit reduced angle 

handlebar kit 

and different size 

handlebar weights. 


Lighter, efficient 2017 

Kawasaki Ninja 650 revealed 

Take a good look at this bike here because it’s said to 

replace the ER6-F. Don’t worry; it’s still the same quirky 

parallel-two underneath that Ninja-inspired fairing, so this is 

just a renaming scheme. 

2017 Kawasaki Ninja 650The 2017 Kawasaki Ninja 650 is 

said to be all-new, but look it down right into its eyes, and 

you’ll see the ER-6 series buried deep down. Although it’s 

built on a trellis-type steel frame, the new bike still uses 

the same 649cc liquid-cooled parallel-twin, the underbody 

exhaust, and that gull-style swingarm. 

However, you won’t see the rear side-mounted shock that 

drove OCD people mad seeing it. The new one is now 

placed in the center while the front gets a conventional 

41mm RWU fork with no adjustment whatsoever. 

Brakes are provided by new Nissin calipers munching on 

9.1M ABS discs from Bosch so beginner riders won’t have 

to bite the dust when panicking and grabbing a handfull 

stop-lever. 

The engine has been tuned for more economy to meet 

Euro 4 regulations, thus lost about 3 hp in the process. Still, 

Kawasaki claims the Ninja 650 is also lighter than the ER6-F, 

so power shouldn’t be a problem. To be precise, the bike is 

19 kg (48 lbs) lighter than the previous model and offers a 

6.8% improvement in fuel consumption. 

There’s also a new assist and slip clutch which reduces the 

amount of force the rider has to use on the lever, making the 

bike feel more comfortable in heavy city traffic. 

Speaking about the rider, he or she will be shielded by a new 

height-adjustable screen and will be able to look at a new 

instrument cluster. This has an analog rev counter and a black 

LCD screen. You also get a gear position indicator as well 

as a programmable shift light. 

The fairing is inspired by the 

Ninja family and comes 

in three colors - Lime 

Green KRT Edition, 

Metallic Spark Black, 

and Candy Burnt 

Orange. 

Updated Z1000SX breaks cover 

Along with the 2017 Ninja 650, Kawasaki has showcased the 

2017 Ninja Z1000SX. On the 2017 Ninja Z1000SX, the engine has 

been updated with a new ECU and software settings to ensure 

improved power delivery and lower emissions. Kawasaki says that 

despite the remap, the engine continues to deliver a heady rush of 

power at high revs. The engine is now Euro-IV compliant. 

The 2017 Z1000SX comes equipped with the Kawasaki 

Cornering Management Function or KCMF. It offers three modes 

of traction control, wheelie control and cornering ABS. It retains 

the aluminium twin-tube frame from its predecessor but gets 

revised suspension setting. Also, the seat height has been 

lowered by 5mm to 815mm. 

Other updates on the new Kawasaki Ninja 1000 include a wider 

fairing, adjustable screen and new LED headlamps. The seats 

have received more padding to improve rider comfort while the 

instrument console gets a gearshift indicator. 

This is a mchine that does make a lot of sense as a realistic tourer, 

and you cannot deny it is one sexy looking machine. 


2017 

NEW BIKES 

SPECIAL 

YAMAHA 

Another big year for the blue brand who 

are set to release new colours for existing 

models while also introducing two new 

very interesting models - One a supernaked 

and the other a all-new Supersport 

class conqueror! 

2017 Yamaha YZF-R6 

Gets ABS, Traction 

Control, & More 

The redesigned, thoroughly updated, 2017 Yamaha 

YZF-R6 takes some styling cues and 

technologies from the mighty R1. 

The 600cc supersports class 

seems to be witnessing more 

than its fair share of ups and 

downs this year. Whereas 

old-timers like the Honda 

CBR600RR seem to 

be on their way out, 

there’s also machines 

like the MV Agusta 

F3 RC 675, which 

are keeping the 

excitement alive 

in the 600cc 

sportsbike 

segment. And to 

add more fuel to the 

fire, there’s the 

all-new, 2017- 

spec Yamaha YZF-R6, which, 

according to Yamaha, 

gets new, cuttingedge 

electronics 

as well as a host 

of R1-derived tweaks to its 

aluminium twin-spar chassis. 

Notable new bits on the 2017 

Yamaha R6 include an M1- 

type central forced air intake, 

twin LED headlights, sharper, 

redesigned bodywork, more 

efficient aerodynamics, new 

front cowl and windscreen and 


new 6-level traction 

control system that can 

also be switched off completely. 

According to Yamaha, the new 

R6’s TCS has been optimised 

for high-speed performance 

and its intelligent software is 

designed to work in a subtle 

manner that does not intrude 

upon the bike’s performance 

intent. The system is even able 

to automatically compensate 

for rear tyre wear for more 

consistent performance, 

especially on the racetrack. 

Other notable bits include a new 

quick shift system, which allows 

full throttle clutchless upshifts 

for outstanding acceleration 

through the bike’s close-ratio 

6-speed transmission, fully 

adjustable 43mm KYB front 

forks, fully adjustable 

KYB rear monoshock, 

twin 320mm brake discs 

at front, with 4-piston 

radial-mount calipers, 

magnesium rear subframe, 

redesigned seat and a 

lightweight aluminium 

fuel tank. 

The new Yamaha R6’s 

digital instrument panel 

features an analoguestyle 

tachometer and 

digital speedometer, with 

a multi-function display that 

shows TCS and ABS status. 

The R6’s Euro 4-compliant 

599cc, 16-valve, DOHC inlinefour 

features forged aluminum 

pistons, titanium intake and 

exhaust valves, and ride-by-wire 

throttle management. Strangely 

enough, Yamaha have not 

quoted any power and torque 

figures. What are they hiding?! 

Anyway, wet weight (including 

oil and fuel etc.) is 190kg, fuel 

capacity is 17 litres, the 6-speed 

transmission comes with a 

slipper clutch as standard and 

new colours include ‘race blu’ 

and ‘tech black.’ There is also 

gorgeous white/matte/silver 

paintjob available (pictured 

above) and while we are not 

100% sure if it will make it to 

SA, we sure do hope so. The 

2017 R6 will be in Yamaha 

showrooms by April 2017. 

New MT-10SP introduced and 

MT-09 updated for 2017. 

For 2017, Yamaha have announced the MT-10 SP, which they say 

is the ‘speed of darkness,’ the most high-tech machine in Yamaha’s 

‘hyper naked’ range. With the ‘SP’ tag comes a bit of R1M-style 

bling, with the MT-10 SP getting Öhlins electronic racing suspension 

(ERS), which is controlled by a suspension control unit (SCU) 

that analyses data from a series of sensors, which monitor riding 

conditions in real time. The SCU constantly calculates the optimal 

compression and rebound damping settings and the system’s 

stepping motors instantly make adjustments to achieve the optimal 

suspension set up for any given riding condition. 

The MT-10 SP also gets full-colour, thin film transistor (TFT) 

instrumentation and a new silver-blue-carbon colour scheme, 

featuring blue wheels, black front fender, gold coloured forks and 

silver bodywork. Of course, there’s a full complement of electronics, 

including an electronic quick shift system (that offers clutchless 

upshifts), multi-mode traction control and slipper clutch. With its 

lightweight, aluminium ‘Deltabox’ chassis and crossplane crank 

inline-four that produces 160 horsepower, the Yamaha MT-10 SP, 

with a dry weight of 190 kilos, offers a streetfighter riding experience 

that no other Japanese production machine can. The bike will be in 

showrooms by April 2017. 

The MT-09 also gets a host of updates, including midly revised styling 

and reworked suspension. Its 850cc three-cylinder engine produces 

enough power to make this a wild ride 

For those who like their ‘dark side of Japan’ thrills turned down a 

notch or two, there’s also the new, 2017-spec Yamaha MT-09, which 

gets updated styling, new twin-eye LED headlights, LED taillamp, 

repositioned turn signals and instrument cluster, shortened rear 

subframe and more compact tail end, swingarm-mounted rear fender, 

and assist and slipper clutch. The MT-09 also gets a redesigned seat 

that’s flatter and positioned 5mm higher than before. It has, according 

to Yamaha, been specifically shaped to enable the rider to hold their 

seating position during hard acceleration, braking and cornering. 

As with the MT-10 SP, the MT-09 also gets a host of electronics, 

including a quick shift system for clutchless upshifts. The bike’s 

850cc, 3-cylinder engine, equipped with forged pistons, offset 

cylinders and CP3 crossplane technology is now fully Euro 

4-compliant and produces 115bhp and 87Nm 

of torque. The 41mm USD fork up front now 

features a new compression damping adjuster 

in the left fork tube, while the existing rebound 

damping function is located in the right tube. 

Yamaha say that by placing the compression 

and rebound mechanisms in separate forks 

tubes, the flow rate of hydraulic oil can be 

optimized, giving greater adjustability and 

more consistent performance. 

Other revised, updated bits on the 

2017 MT-09 include a restyled 

exhaust muffler and new side fins on 

the radiator, with bigger air intakes. 


NEWS 

Find us on Facebook: 

RideFast Sportsbike Magazine 

Triumph Reveals Amazing 

Bobber for 2017 

The neo-retro motorcycle market is a niche more and more bike makers 

are tapping into these days. We’re not that crazy about bobbers, but the 

Triumph Bonneville Bobber is not too bad. 

Triumph have unveiled the new 

Bonneville Bobber, a stripped down 

factory custom with minimalist styling 

and authentic ‘bobber’ features like 

a low, single seat, wide flat bars and 

hardtail rear end. Interesting bits include 

a ‘floating’ aluminium seat pan with 

beautifully stitched deep foam pad, 

hidden monoshock rear suspension, 

wire-spoked black-painted wheels 

(shod with Avon Cobra tyres) and a 

straightline exhaust system. Triumph 

claim that the bike has more torque 

and power from its 1200cc paralleltwin 

lower down in the rev range as 

compared to the Triumph Bonneville 

T120, while the Bobber’s stainless 

steel exhaust, with slash cut, sawnoff 

peashooter silencers, emit a “rich 

unique bobber exhaust note.” 

Unlike most bobbers, this one comes 

with ride-by-wire throttle management, 

torque-assist clutch, switchable traction 

control and two riding modes. Available 

colours include red, green/silver, black 

and brown, while the list of official 

accessories includes ape hanger bars, 

ribbed and quilted comfort seat, heated 

grips, cruise control kit, Vance & Hines 

exhaust and adjustable 

rear suspension from Fox. 

The bike boasts 16,000km 

service intervals. 

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27for48 does it again! 

Now in it’s 4th chapter, 27for48 once again digs deep to help 

those in need. This time, with a mint VW Transporter. 

Greg Moloney, otherwise known as the 

voice of motorsport here in SA, embarked 

on the 4th chapter of his charity capanign - 

27for48. At the recent 12 hour endurance 

race, held at Redstar raceway, Greg was 

at it again helping those in need. 

Greg’s mission this year was to raise 

enough money to buy a custom made 

wheel chair and help with other mounting 

cost for a young man by the name of Fred 

van Deventer. He managed to do so to 

the delight of Fred and his mother. 

By getting the wheel chair he never 

realized that it would not fit into his moms 

Opel Corsa, and so after being given this 

awesome opportunity, both Greg and 

his wife Michelle headed off on another 

whirlwind chapter of 27for48. 

They rode hard and worked hard on 

sponsors and partners all year long and 

tried to find the perfect vehicle. Having 

contacts in the motor industry, Greg 

called upon all he knew to help but due 

to the economy and the down turn it was 

not easy. Just as he thought he was not 

going to make it, he thought about what 

Nicole Meyer once said to him when we 

started this thing called 27for48, then only 

known as 27for24, where she said “ it’s 

amazing how things fall into place when it 

comes to these remarkable young people 

you are working with.” 

And that’s just what happened! 

As most of you might know most of his 

business is generated via social media 

and by chance, and not really checking 

on work related stuff, he turned his 

phone on and checked FaceBook and 

low and behold a friend was selling the 

VW Transporter you see in the pics and 

well let’s just say he went into top gear in 

order to try to raise the funds needed to 

buy it, fly down to East London to fetch it 

and drive it back. 

It went straight to Big Boss Auto, to 

have the customer made wheel chair 

ramp fitted and then to Sign Wonder 

to be wrapped, and both of these jobs 

were completed in less then 5 working 

days, so a massive thanks to Justin and 

Wayne Robertson and Justin Robert for 

their valiant effort to ensure Greg could 

do what you see in the pics and hand 

over a Mint condition VW Transporter to 

Louisa van Deventer at the Òdin 12 Hour 

powered by Suzuki. 

A very special thanks has to go to our 

anonymous benefactor, who has paid 

upfront for the vehicle and the costs to 

get it here, but Greg still needs to pay 

him back so if anyone still wants to get 

involved please contact him through the 

#27for48 or #FAST pages or his personal 

page on FaceBook. 

Or you can just make a donation into our 

account directly and email him a POP so 

he can send you a personal thank you on 

behalf of the whole team behind 27for48. 

27for48 

ABSA Cresta 

Cheq acc no 4087607706 

Reference #27for48 Fred

PADDOCK NEWS 

Brought 

to you by 

ROSSI NEEDS TO WATCH HIS MANNERS 

Randy Mamola thinks Rossi’s action on and off track recently have not set a good example 

In one of his latest columns for Motorsport. 

com, former 500cc star Randy Mamola 

casts the spotlight on Valentino Rossi’s 

manners, both off track and on - and says 

the Italian needs to change his ways: 

Last month, we learned that the FIM, 

led by the Teams’ Association (IRTA), 

contacted the MotoGP teams and gave 

them a warning: offensive gestures and 

disrespectful behaviours do not benefit 

the championship and they need to be 

avoided, and that the series bosses 

reserve the right to impose fines on 

whoever breaks those rules. 

As it turns out, that message was 

broadcast during the San Marino Grand 

Prix, the same weekend during which 

Valentino Rossi flipped the finger on Aleix 

Espargaro as he was running slowly down 

the straight of the Marco Simoncelli circuit, 

full of fans from Tavullia. 

That gesture probably incited the crowd, 

but was also the straw that broke the 

camel’s back and caused the FIM to 

intervene, and I’m in favour of that. 

Sometimes, those of us who are in the 

paddock tend to forget about the millions 

of people watching the races, but I don’t 

think asking the riders to keep it in mind is 

asking too much. 

That’s not always easy, especially now the 

tension among some riders is at an all-time 

high, but it’s an effort that I’m sure will 

bring positive consequences for all of us 

who love the sport. 

You have to be careful, because an 

image can cause a lot of damage. On the 

Saturday, Nicolo Bulega was the first rider 

to be fined - 300 euros - for the same 

gesture he had seen from his boss at the 

VR46 team. 

And that image, from such a young kid - 

flipping the bird on another rider - is even 

more hurtful than Valentino’s on Aleix. 

Leading by example 

We are coming from a very delicate season 

in 2015 that led to series organisers having 

to ask the fans who fill the grandstands to 

behave in a civilised manner, and to avoid 

disrespectful gestures such as booing. 

But we can’t expect that if we don’t lead 

by example. 

Having said that, we can now move on 

to the next item which caused a big stir 

at San Marino: the war of words between 

Rossi and Lorenzo during the press 

conference after the race. 

What happened there is simply 

confirmation of a fact: the impossibility to 

continue to share the same garage. That’s 

why I think it’s good that they are going 

separate ways next year. 

In this case, MotoGP faces a different kind 

of problem that requires a different type 

of action from the organisers. I’m talking 

about the riders’ behaviour during their 

public appearances on live TV. 

At Misano, Lorenzo brought up again 

Rossi’s lack of manners, as the Italian 

tends to start talking with whoever is 

beside him when it’s somebody else’s turn 

to answer questions. 

That makes the photographers focus their 

shots on him, something that logically 

annoys whoever is speaking given the 

noise that it generates. Stoner once 

stopped speaking in the middle of his 

answer and stared at Rossi until he shut 

up before proceeding. 

The problem, like in many other areas of 

this championship, is finding someone 

willing to confront Valentino and tell him 

what children are taught in kindergarten: 

when someone is talking, interrupting 

them, even if it’s just to chit-chat softly, is 

very rude. 

Randy Mamola. 


Pic by GP-Fever.de 

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PADDOCK NEWS 

Brought 

to you by 

ODENDAAL TESTS KTM 

SA rider Steven Odendaal tests new KTM Moto2 bike 

South Africa’s Steven Odendaal 

was invited to participate in a 3-day 

test at Valencia with the brand 

new WP KTM Moto2 bike that is 

due to make a debut start in the 

Moto2 World Championship next 

season. The newly crowned Moto2 

European Champion did not have 

the ideal conditions to begin with 

as the weather did not allow him 

to do more than a couple of laps 

during the first two days of the test 

(12th and 13th October). It was only 

on the last day (14th October) that 

Odendaal was able to benefit from 

a dry track to adapt to the new WP 

machine. He tested two different 

bikes with a number of different 

modifications. The first bike was the 

first prototype and the second one 

the more developed WP machine. 

They were both very different in 

terms of flexibility and the geometry 

set-up. 

Steven Odendaal :”The new WP 

KTM Moto2 machine has a lot of 

potential and with a bit of set-up 

and time on the bike I was able to 

match the times I achieved with my 

Kalex Moto2. The test team was 

very professional and always able 

to appreciate my feedback and 

translate it into a positive outcome 

to improve the bike. Personally I 

think that Brad Binder will be on 

a competitive bike for the 2017 

season. As we all know, the Moto2 

class is very challenging but with 

a bit of time and effort I think that 

Brad will be very strong. I hope he 

enjoys riding the KTM as much as 

I did.” 

SOFUOGLU 

TAKES 5TH 

WORLD TITLE 

The Turkish rider rewrites the history 

books to win his fifth world title 

Kenan Sofuoglu (Kawasaki Puccetti Racing) was already 

the most successful rider to have ever competed in the 

Supersport World Championship. He is truly his own 

competition, setting the bar even higher by rewriting 

his own record today to win his fifth World Supersport 

Championship. Only his rookie teammate and main 

rival Randy Krummenacher could have prolonged the 

inevitable from happening today, but after the Swiss 

rider crashed out of the race on lap 5, Sofuoglu only 

needed to finish the race to seal the deal. But in typical 

style, simply finishing wasn’t enough. Sofuoglu beat all 

his challengers to win at Gaerne Spanish Round and 

was crowned Champion once again. 

2017 will see the Champion compete in World 

Supersport once again with Kawasaki Puccetti Racing 

as he attempts to trump his own achievement and 

defend his title again. 

Career Statistics: 

Titles: 5 

Races: 115 

Wins: 38 

Podiums: 77 

Poles: 30 

Fastest laps: 28 


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Christmas 

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Yamaha Concept store, situated at 

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R720 / R1350 - Yamaha Concept Store 011 259 7604 

SPRINT P08 Filter 

The Sprint Filter P08 has completely 

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GEAR4SPEED MotoGP Apparel 

Gear4Speed is a new outlet where 

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ENTRIES CLOSE 30TH NOVEMBER 2016. 

BOOK REVIEW Guy Martin: My Autobiography 

Guy Martin. Motorcycle racer, TV 

presenter, record breaker…truck fitter? 

Yes, if you had to ask Guy Martin what he 

did for a living, that would be his answer. 

At least that is the impression you are left 

with after you have read this book. 

The book is not actually just about a 

professional motorcycle racer, which is 

not what you would be expecting when 

you first pick it up. As you read on, you 

begin to learn that there is more to the 

Guy Martin story than one may expect. 

Guy is passionate about his motorcycles 

and his racing, yet it is not what he had 

envisioned for himself until later on. He 

mentions on a number of occasions, that 

he can’t bring himself to stop working on 

trucks and be a full time racer. Being a 

truck fitter is what he does and he loves it. 

The book leads you through the life of 

Guy Martin, in his own words. From 

his upbringing in Kirmington, England, 

where he would watch his Dad work 

on his bikes in the converted garden 

shed, through his career in racing and 

a number of other unexpected journeys 

that occurred along the way. Surviving a 

170mph crash at the Isle of man TT and 

returning to try it all again, is just one of 

the thrilling stories Guy tells of. He takes 

us on a ride through some of the world 

fastest street tracks as he battles for the 

wins. Guy also speaks of the highs and 

lows of his career, from team to team and 

bike to bike, as well as his personal life. 

There is most definitely a likability to 

Guy Martin that is brought out in the 

book. I feel it may be because he 

is someone that you can relate to, 

because of the way he was brought 

up and the way in which he lives 

his life. He does not come from 

money. He built his career piece by 

piece, step by step, working where 

and when he could to save enough 

money to put a bike together to race. 

He has slowly but surely made his 

way up the ranks of road racing and 

has become a legend of the sport. 

Not only that, but he has become a 

record breaker and TV presenter, yet 

he continues to live the simple life of 

a nine to fiver, clocking in each day 

and grafting. 

All in all, the book is great. I would 

recommend it to anyone, fans of 

motorcycle racing or not. Everyone can 

take something a way from it. I learnt a 

lot, and not just about Guy Martin. His 

approach to life is one that you will not 

come across often. He could decide to 

leave it all and be rich, drive fancy cars, 

live the life of a ‘rockstar’ motorcycle 

racer and TV personality, but he chooses 

not to. There is something about the way 

he lives that is refreshing. The idea that 

you can be more than just one thing, that 

what you do as a job does not define 

you, and that you can take as much out 

of the little things in life than the big. 

It’s not your typical, “hey look at me, I’m 

famous, these are all the amazing things 

I’ve done”, kind of autobiographies. 

It’s about a boy that loved to work on 

engines, grew to love motorcycles, 

worked hard and did some great things, 

but never lost touch with who he was and 

where he came from. 

He still prefers to sleep in his van at race 

meetings than in any fancy hotel, and 

that’s Guy Martin. 

I highly reccomend this as a gift to any 

and all motorcycle lovers. 

Wayne van Tonder 

R167 (currently on sale) - www.loot.co.za 


A DIFFERENT KIND OF 

SUPERBIKE 

After receiving huge praise for the KTM 1290 Adventure article we featured a few months 

back, we decided to let The Singh loose on another “Different kind of Superbike”. This time 

Ducati’s all-new Multistrada Enduro. Words: The Singh 

1994 was a landmark on earth, South 

Africa became a democracy and BMW 

released a dual purpose, opposed cylinder 

twin. The R1100GS which in German 

stands for Gelände/Straße - literally 

translated, it means “terrain”/”street”. 

The bike created a stir in the definition of 

purpose built bikes as bikers crept out from 

under their shells of conventionality and 

explored this new concept. 

Suffice to say another rumour about the 

abundant success of the GS was related 

to a tale of a Jedi Master, NO, not Brian 

Muldenhauer from Nelspruit. It was a rather 

louche Ewan McGregor and a moody 

Charley Boorman’s ambition to ride 

across 12 countries and do 20000 

miles that catapulted the BMW 1200GS 

to the foremost position in the global 

adventure market. I hope they fired the 

unfortunate sod from KTM who originally 

refused the sponsorship deal. 

Since then many manufacturers have 

tried to capture a larger share of that 

elusive market. Another contender that 

we at Ride Fast were asked to test is the 

Ducati 1200 Multistrada Enduro. A brushed 

aluminium behemoth from the Italian 

stable of suggestively sexy superbikes and 

outlandish scramblers. 

With a mouthwatering 160hp on tap 

and a ridiculously high riding position (lower 

seat available at minimal additional cost) 

this bike is intimidating in the same way 

that an exotic dancer is when you initially 

walk into a strip club. A wide tank, subtly 

crafted levers and foot pegs combined 

with the precise design associated with 

anything exotic makes the Enduro a 

thought provoking entry into the dual 

purpose market. 

The press release, media pack and 

website lists a mind-numbing 266 changes. 

Every review from Pretoria to Timbuctoo 

lists mythical 266 changes. Nobody actually 

tabulates what those changes are and what 

is different from the previous model. So are 

they stating that these changes were made 

to update the Multistrada to true “off-road” 

capabilities or were these manufacturer 

improvements on the previous model? 


“It surges forward with maniacal 

glee and threatens to tear you off 

the bike as you thump through the 

gears. It is immensely tall, furiously 

fast and as agile as cat woman 

on a heist.” 

Hill descent control or vehicle hold 

control and any other acronym that 

means it will not slide backwards on a 

hill combined with a zillion adjustments 

from varying degrees of ABS to Power to 

the temperature of the sand. Oh, hang 

on, not yet. Maybe an auto-inflate/deflate 

feature will be next on these ever increasing 

technologically superior bikes. I am not 

challenged when it comes to figuring out 

electronic gadgets but these manufacturers 

need to look at a more simplistic approach 

to optimizing adjustments. 

The latest phase which this machine 

possesses is keyless go. Yes it is 

advantageous to be able to ignite the bike 

while awestruck onlookers ogle you in a 

parking lot, but it is slated as an off-road 

tourer. So while you are meer-kating your 

way through perilous paths of strewn rocks 

and devastating dongas, what happens if 

you drop your key? Just a thought. 

At over 6 feet tall and possessing no 

off-road skill whatsoever, this bike was 

going to be tested in the most dangerous 

environment on earth: The daily commute. 

With a 30 liter tank and fanny pack over 

the steering column I set off on my daily 

grind from Tshwane to Joburg. The rather 

exhausted salesman at Ducati had routinely 

showed me all the buttons and functions of 

this Ducati and as usual my short attention 

span had switched off with his bursting 

enthusiasm. I left the bike in Sport mode 

and two up riding position and entered the 

battle ground. 

Equipped with the Testastretta DVT 

engine configuration, you know from 

the onset that this was no slouch in 

acceleration and as I joined the N1 drag 

strip, the Ducati did not disappoint. It 

surges forward with maniacal glee and 

threatens to tear you off the bike as you 

thump through the gears. It is immensely 

tall, furiously fast and as agile as cat 

woman on a heist. 

In quick riding the Enduro is nippy 

and light to turn. Brakes are prodigious 

and, in true Brembo fashion can halt 

your progress faster than most of us can 

caress the brake levers. The suspension 

with its revised electronic sky-hook set-up 

felt slightly more comfortable than the 

standard Multistrada. I do not know how 

it would feel off-road, but I am sure uncle 

Glen will talk about its agility there. 

On the commute the versatility of the 

engine was apparent as it easily rampaged 

through midafternoon traffic. The following 

day was a tad more challenging in the 

peak hour rush as I found that the shorter 

wheel base coupled with its imposing 

height did not make it as effortless to 

maneuver at almost stationary speeds. 

This was remedied when I stood up 

and steered in that format. Not my ideal 

riding position, but it worked. I tentatively 

scoff at garishly equipped riders who 

arrogantly leap upright at the barest hint 

of an obstacle in smooth flowing traffic 

and here I was looking like King Kong in 

Times Square as I frantically navigated 

past sweating motorists and portentous 

taxi-drivers. 

As the biking industry trudges 

towards limited options due to a stricter 

economy and increased living costs it 

becomes increasingly more important for 

manufacturers to offer a package that is not 

restrained by tarred roads. The adventure 

bike category has gained infamy as being 

the go to vehicle of choice whether you 

are experiencing a mid-life crises or have 

grown rather cuddly for a superbike. 

With the Enduro, Ducati have 

engineered a brilliant, adaptive 

and performance orientated 

machine that, like the KTM 

1290 Super Adventure, 

deserves a second look 

when perusing this 

market segment. For 

the next incarnation 

I would add heated 

seats, a lighter throttle 

feel, a lower seat height 

and more arm room 

for taller riders. But I 

am no expert in the dual 

bike market and as a first 

attempt, it is a well built and aggressive 

statement that there is yet another 

contender in the fight against the GS. 

The marketing campaign for both the 

KTM 1290 Super Adventure and the Ducati 

Multistrada Enduro needs to be stepped 

up a notch as IMHO, these bikes represent 

seriously underrated challengers in this ever 

increasing arena. 

RATINGS: MULTISTRADA ENDURO 

Heat 8 

Steering 6 (difficult at low speed) 

Fuel 10 (30l and 600km) 

Acceleration 9 (fasssssst) 

Throttle 8 (crazy response) 

Traffic 6 (not for me) 

Servicing 7 (market related) 

Lights 9 (stunning) 

Wind 8 (dual purpose protection) 

New Rider 6 (if you thought the KTM was high) 

Total: 77/100 

Remember this rating applies to the bike as a commuter 


HELPFUL 

TECH TIPS 

Get the settings 

perfect and you 

don’t need your 

inside hand on left 

hand corners 

SUSPENSION SETUP 

DIAL IN YOUR BIKE’S SUSPENSION BY UNDERSTANDING WHERE TO START 

Words: Dave Moss 

The new or new-to-you bike you just 

acquired, or the bike you have had 

for years that you love and enjoy— 

who was it made for? What weight rider? 

What height, inseam, spine or arm length? 

What data points did the manufacturer use 

to construct this motorcycle? Was it built 

around their test rider at the time? Who was 

that, in what country was the testing done 

and on what types of roads? 

Now, look at your bike and see what 

the suspension offers you in terms of 

adjustments. None, a couple of things on 

the rear shock only, slightly more between 

the shock and forks, or is it fully adjustable? 

Not sure what that means or what to 

look for? Where is your owner’s manual? 

You are going to need it! 

Asking those questions, and finding 

the answers, can lead one to wonder, 

“Why did they do this?” The answer is 

simple—pricing. A cheap bike gets cheap 

suspension, and as the price increases, 

so do suspension choices as well as levels 

of sophistication through to push-button 

electronic adjustments. 

With such a range of variables, it’s time 

to roll up your sleeves and answer the key 

questions about suspension: “What do I 

have? And what do I need?” 

Depending on what you 

find, there are a number of 

adjustments you can make to 

improve your setup: 

“I HAVE NO ADJUSTMENTS!” 

Not the end of the world. You 

have many options, starting with 

the cheapest first: 

• Change fork position to 

address steering challenges 

• Change fork oil to a thicker 

viscosity so the motorcycle 

becomes much more stable 

• Change to the right springs for 

your weight, so the motorcycle 

rides evenly front to back 

• Change internal components to provide 

adjustments 

• Change out the components entirely 

for high-performance aftermarket 

replacement parts 

“I HAVE SOME ADJUSTMENTS!??!” 

What do you have, preload and rebound? 

Those are the most common at the next 

level. 

• Once spring tension is set, you need 

to manage the energy release when the 

spring compresses (hitting a bump). The 

rebound screw seeks to control that energy 

Are you willing to understand how rebound works and 

then try different settings to get it right? 

release, so you don’t pop out of the seat 

and/or the bike doesn’t suddenly stand up. 

Therefore, you have the ability to make the 

chassis much more stable in corners, and 

we all LOVE being on the side of the tire 

for as long as possible. Are you willing to 

understand how rebound works and then 

try different settings to get it right? 

“I HAVE TOO MANY ADJUSTMENTS!” 

Yes, I hear that all the time and I’m not in 

the least bit dismayed by those words. I 

relish that statement, as I can turn someone 

from fear-based learning to a path of 

discovery that brings bursts of joy through 

understanding. 


SUSPENSION 

SETUP 

With the right suspension setup, any 

bike will feel good out on track 

When should you buy after market parts? When your bike becomes a 

track bike (Stock 9R6/MV vs. expensive TTX/GP replacement parts) 

• If this is the case, your dusty owner’s 

manual will give you factory default settings 

and maybe other settings (commuting, 

sport, track, etc.). Try them all and see what 

you like best. 

“I’M READY TO UPGRADE.” 

Stock components can only do so much 

during braking, cornering and throttle 

opening/closing, and the less adjustment 

capability you have, the more you simply 

receive what the bike can do for you. 

IF you invest in time and understanding 

to make your motorcycle do what you 

want it to, that’s great and kudos to you for 

discovering that. If that’s not happening, 

then it is time to look at investing in your 

bike and upgrading your suspension. 

What should you invest in? 

• Are the fork and/or shock springs correct 

for your weight (settings sag)? If not, 

purchase what you need to make sure that 

you are using the centralized 70% of the 

available travel 

• If you have adjustments, can you get 

the stability you are looking for? If not, you 

need to invest in replacement internal parts 

for your OEM forks and shock OR 

• If your budget allows, completely 

replace the OEM forks and shock from the 

aftermarket with high-priced alternatives. 

As the sophistication of components 

increases, so does your ability to create, 

manage and sustain stability for the chassis 

in every phase of riding. What does that 

mean in seat-of-the-pants terms? You 

manage weight transfer very effectively 

and the bike moves like a metronome 

during braking and acceleration. That level 

of management provides very soft/loose 

hands in regards to grip, which means you 

can ride for a lot longer with a constant 

grin. Nice! 

For those who have experienced an ‘on 

rails’ motorcycle, it encourages you to ride 

it each day. But still you must be diligent 

and maintain that excellence in handling 

via time-sensitive future adjustments. That 

means the sleeves stay rolled up for quite a 

while longer. 

COMPETITION! 

Win a Antigravity 

SC-1 Lithium ion 

race battery worth 

R1500 

Courtesy of Bike Tyre Warehouse 

To enter simply email a pic of yourself at 

your best lean angle to rob@ridefast.co.za 

Willem Louw’s entry - One of 

the hundreds of entries we 

have already received. 

Entries close 30th November 2016

2017 HONDA CBR1000RR SP2 

SPORTBIKE MAGAZINE 

RF magazine play.indd 1006 

2014/12/27 8:44 AM

HIGH 

FIVE 

Marc Marquez put in a 5 star perfromance at Motegi and 

was crowned world champion for the 5th time. Words Dave Emmett 

Chasing down a championship 

lead can be both liberating 

and extremely stressful. On 

the one hand, your objective is 

simple: beat the rider who is leading the 

championship, and try to outscore them by 

as much as possible. 

On the other hand, you have to take 

more risk, as riding conservatively means 

you risk not scoring enough points to close 

the gap to the leader. Finding the balance 

between the two is always difficult. 

Defending a championship lead is just 

as stressful. The best way to defend it is 

to keep trying to win races, and make it as 

hard as possible for your rivals to catch you. 

But winning races means taking risks, 

and a crash can mean throwing away a big 

chunk of your lead in a single race. Riding 

conservatively is not necessarily an easier 

option: it is paradoxically harder to ride 

just off the pace than right on the pace, 

requiring more focus and concentration to 

manage the race. 

Giving away points every race can 

be like Chinese water torture, your rivals 

closing the gap with each drip. Tension 

rises every race, and containing it without 

bursting is extremely stressful. 

The Motegi MotoGP race provided 

a perfect example of both of these 

situations. Valentino Rossi and Jorge 

Lorenzo came into the Japanese Grand 

Prix knowing that they had to win the 

race if they were to retain any hope of 

keeping the 2016 MotoGP title out of Marc 

Márquez’ hands. 

The job was significantly easier for Rossi 

than for Lorenzo. Outscoring an opponent 

by 52 points in four races is easier than 

trying to make up a deficit of 66 points. 

Conversely, that put more pressure on 

Rossi: keeping an achievable target within 

reach makes winning paramount. 


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Mission Impossible 

Going into Motegi, the calculations were 

simple. Valentino Rossi had to win the 

race, and hope for enough competition 

behind him to put at least three bikes 

between himself and Marc Márquez. 

Jorge Lorenzo had to win the race, 

and pray for a miracle, or discretely hope 

for a problem or DNF. (Riders never want 

another rider to crash, but they will take 

a mechanical for their rivals any time they 

can get it.) 

Marc Márquez had to keep Rossi and 

Lorenzo in sight, limit the damage, and try 

to make lifting the title at Phillip Island as 

easy as possible. As far as Márquez was 

concerned, winning the title at Motegi was 

impossible. 

Winning the race, on the other hand, 

was not. 

Márquez turned out to be half right. Not 

only was he able to win the race at Motegi, 

but he was also able to lift the 2016 

MotoGP title. 

The first part is all his own achievement. 

The second part, well he had a little help 

with that. But he had a hand in that too. 

When asked at the special 

championship press conference held after 

the main press conference, Márquez gave 

up the key to 2016, and the key to the 

outcome of the Motegi race. 

“The others made mistakes, but it’s like 

last year,” he said. “If nobody pushes me, 

I will not make a mistake. So this year, I 

push right on the limit, so the others make 

a mistake.” 

Márquez started applying pressure 

from the start. He made a strong start, 

but was beaten to the holeshot by Jorge 

Lorenzo, the Movistar Yamaha setting out 

his ambition from the off. 

Lorenzo pushed hard to make a break, 

opening the smallest of gaps to the 

chasing horde. Behind him, Marc Márquez 

and Valentino Rossi fought a fierce battle 

over second for a couple of laps, with 

Márquez coming out on top. 

With a firm grip on second, Márquez 

closed down Lorenzo and sliced 

underneath the Yamaha at Turn 9, holding 

his line tight enough to ensure he could 

defend the lead into Turn 10. 

Upping the Pressure 

Márquez leading the race left Rossi in 

a tough position. He had his teammate 

between himself and Márquez, and his 

goal, he said after the race, was victory, 

nothing less. His problem was that while 

“If nobody pushes 

me, I will not make a 

mistake. So this year, 

I push right on the 

limit, so the others 

make a mistake.” 

Lorenzo was fast, he wasn’t fast enough 

to stay with Márquez. 

Ahead of him, the gap was opening 

to the Repsol Honda, and Rossi was 

stuck behind the high-speed roadblock of 

Lorenzo. He had to get past his teammate, 

and then he had to close down Márquez. 

Getting past Lorenzo was not easy. The 

Mallorcan had dithered over his front tyre 

choice, eventually going with the medium, 

after a good feeling with it in FP4. He 

had preferred the soft, but the warmer 

conditions swayed his choice. It proved to 

be the wrong one. 

After the race, he complained of a lack 

of confidence in the front and a vibration 

from the tyre. That prevented him from 

pushing as hard as he wanted. 


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Getting the Rubber Right 

It is not the first time Lorenzo has 

complained of a vibration from the front 

tyre, especially with harder compounds. 

The combination of the Yamaha M1, Jorge 

Lorenzo’s high corner speed style, and the 

harder Michelins seems to create vibration 

at the front end. 

Where the fault lies in that matrix is hard 

to say. But the fact that neither Lorenzo 

nor Valentino Rossi have won a race on 

the Yamaha M1 since early June, when the 

Italian won at Barcelona, suggests there is 

an underlying problem with the Yamaha. 

In the first seven races, Yamaha was 

victorious five times. In the eight races 

since, they have not won once. Five 

podiums in eight races, but zero wins. 

Yamaha’s front-end vulnerability 

would manifest itself with disastrous 

consequences once Valentino Rossi 

got past his teammate. With the gap to 

Márquez nearly a second, Rossi pushed 

on to chase Márquez down. 

A measure of how hard he 

was pushing was that he set 

his fastest sector time for the 

second sector on Lap 7. Three 

corners later, the front end 

washed away, and Rossi’s title 

challenge ended in the gravel. 

He remounted and rode the 

bike back to the pits, where 

his team looked at his bike. 

But Rossi had given up. “Today, I wasn’t 

interested in second place,” he told Italian 

media. 

Rossi had no explanation for his crash. 

He had been checking the lap and sector 

times on his dash, and they were about the 

same as in previous laps. He was trying 

to catch Márquez, he said, but he had no 

intention of trying to pass him in one lap. 

The crash had happened without 

warning. He had used the same line, and 

the same speed as on previous laps, but 

the front was simply gone. 

Finding the Limit 

The only explanation that Rossi could give 

was the front tyre. The medium was a 

little too hard for the Yamaha, and he had 

been able to find the perfect setting with 

the bike. 

With that tyre, he was always on the limit, 

and in such cases, the smallest mistake is 

punished mercilessly. The soft front was too 

soft, and therefore not an option. 

The reason that Rossi had been on the 

limit with the medium front is because the 

pace of Márquez left him no choice. Rossi 

knew what he had to do, and he gave his 

all to try to do it. 

“Today, I wasn’t 

interested in 

second place” 

Rossi’s error was small, but it was fatal 

to his title hopes. Killed by the combination 

of the knife edge Michelins and Yamaha’s 

stagnant development of the M1 chassis. 

One down, one to go. When Márquez 

saw ‘ROSSI OUT’ on his board, he knew it 

was time to push for the win. The pace he 

had shown in practice translated into the 

race, quickly opening a gap over Lorenzo. 

That, in turn, spelled trouble for the second 

Movistar Yamaha rider. 

Rearguard Action 

For behind Lorenzo, a chasing trio was 

closing. Ducati’s Andrea Dovizioso was 

leading a brace of Suzukis, with Aleix 

Espargaro eventually ceding precedence 

to his teammate Maverick Viñales. 

The gap hovered around a second 

for seven laps, but with two thirds of the 

race gone, Lorenzo’s pace began to falter. 

Dovizioso closed to within half a second, 

and then Lorenzo’s front end folded as well. 

The Italian had seen that Lorenzo 

was struggling. “I saw Lorenzo riding in 

a strange way,” he said afterwards. But 

the crash was down to a mistake by the 

Spaniard. “He touched the white line with 

the front tyre.” That has been something of 

a characteristic of the Michelins this year. 

“You have to be very careful to avoid the 

white line,” he said. 

According to Dovizioso, the crashes of 

both Yamahas were down to the layout 

of the circuit and the need to push. “The 

characteristic of the tyre is we have a lot 

of grip on the rear, but it is not easy to 

manage on the front,” he said. 

With all of the hard braking at Motegi, 

it was easy to just slightly miss a braking 

point and enter a corner a couple of 

km/h faster than normal. “They didn’t do 

anything very bad,” Dovizioso said the 

Movistar Yamaha crashes, “but the limit 

is very close and it is difficult to feel when 

you go over the limit.” 


Holding It Together 

Lorenzo had fallen with five laps to go. 

When Márquez crossed the line and 

saw ‘LORENZO OUT’ on his pit board, 

he nearly lost his head. He had come 

to Motegi not expecting to win the title, 

telling reporters he wasn’t even sure his 

team had brought the celebratory t-shirts, 

presuming that he would get his first real 

shot at reclaiming the title at Phillip Island. 

Seeing the championship there for the 

taking, he forgot where he was. “Honestly, 

when I saw Lorenzo was out I forgot 

everything. I missed a gear three, four, five 

times in the lap. I didn’t know which circuit 

I was at!” 

His confusion showed up in the lap 

times. From doing low 1’46s, he was 

suddenly lapping six, seven, eight tenths 

a lap slower. Eventually he recomposed 

himself, put his head down and focused 

on finishing the race. His gap to Dovizioso 

was big enough to allow him the luxury of 

confusion. 

The Thrill of Victory 

Márquez crossed the line with an explosive 

release of joy. In many ways, winning the 

title when he hadn’t expected it made for a 

purer, more honest reaction. 

In most cases, riders arrive at a 

particular track with a good idea they will be 

champion when they leave. They have spent 

the weeks leading up to the race building up 

expectations, and confronting the emotions 

of the title. They have had time to plan and 

prepare celebrations, and run through the 

various situations in their minds. 

So when they do finally cross the 

line, after the initial thrill of winning, the 

celebrations can seem a little bit forced. 

It all feels very contrived and controlled, a 

reenactment of what the riders believed 

they would feel, rather than the pure, 

unadulterated pleasure at winning. 

This is why, quite frankly, so many 

championship celebrations are so 

thoroughly awful. At best they are bland, at 

worst they are painfully awkward, and if we 

are lucky, they are at least mildly quirky. 

When Marc Márquez finally crossed the 

line, he had only raw, undiluted joy. It was 

obvious in every fiber of his being, in every 

movement, every gesture. 

Being a professional motorcycle racer 

may be many fans’ dream job, but the 

reality is it is a difficult, exhausting, slog. 

Hours of physical training every day, 

riding motocross, supermoto or flat track 

at the very limit, the constant nagging 

pain of injuries picked up in the inevitable 

crashes, the sheer mind-numbing tedium 

of international air travel, hanging around 

at airports, hanging around in aircraft, 

hanging around in hotels. 

Yes, you get to ride the fastest 

motorcycles in the world, but only ever 

at breakneck speed with the constant 

knowledge that you are a millisecond away 

from serious injury. 

When you ask riders at this level if they 

are having fun, they usually hesitate, have to 

think, before trying to persuade themselves 

that they are. Being a MotoGP rider is 

physically damaging and mentally draining. 

Joy Unrehearsed 

The reason riders put themselves through 

that torture is for the few, fleeting moments 

of release that come with winning. Valentino 

Rossi is most expressive on this front, 

speaking of the “taste of victory”, words 


“He learned to be patient, 

to surrender the battle 

to give himself a better 

chance of winning the 

war. He learned to pick 

his moments, to push 

when he had something 

to gain, to be more 

conservative when he 

had something to lose.” 

usually accompanied by an involuntary 

movement of his hands to his lips. 

It is a very visceral, physical thing, this 

taste. And it is at its purest when it comes 

fully earned, yet unexpected. Valentino 

Rossi is famous for his celebrations, be 

they for wins or for championships. 

But my favorite Rossi celebration came 

at Welkom in 2004, after his first race on 

the Yamaha when he beat Max Biaggi on 

the factory Honda. He had not expected 

to win, so he parked the bike at the 

side of the track, got off and sat with his 

back against the armco, head down, his 

shoulders shaking. 

He would say later that he was laughing 

with joy inside his helmet. To us, it looked 

like he was crying with joy. No matter. It 

was joy. It was the reason why racers race. 

The sweet taste of victory. 

Mature Marc? 

Where did Márquez’s championship victory 

come from? It came from the lessons he 

learned in 2015, from the title he threw 

away by crashing out of the early part of 

the season. 

It was the hardest lesson of his life, but it 

laid the basis for 2016. Márquez learned to 

take risks in practice, not in races, crashing 

just as often, but only when it didn’t count. 

He learned to be patient, to surrender the 

battle to give himself a better chance of 

winning the war. He learned to pick his 

moments, to push when he had something 

to gain, to be more conservative when he 

had something to lose. 

His patience had been tested from the 

start. The bike was not competitive at the 

start of the season, but he had told HRC’s 

engineers to trust in him in the early part of 

the season, and he would trust in them for 

the second half. 

His trust was rewarded, Honda getting 

to grips with the spec electronics, and 

modifying swingarms and other parts to 

give him enough feeling to overcome the 

weaknesses of the RC213V. 

There had been several key moments: 

switching to the large wings, which he 

tested after Brno and used from then on, 

which helped in acceleration. Electronics 

improvements, that HRC had brought 

around the same time. Márquez had 

learned a lot from losing to Valentino Rossi, 

about managing the front tyre. 

“After Montmelo, I started to understand 

a little bit,” he said. “I saw a few things 

behind Valentino. That was the first race 

I followed him for many laps, he knows 

the Michelins very well, and I saw a few 

things.” Ironic, almost, that Rossi should be 

the mentor to the man he hates most. 


School of Hard Knocks 

The 2016 championship is testament to 

the transformation of Marc Márquez. In 

2013 and 2014, Márquez proved to the 

world his incredible talent and ability. In 

2015, he learned to lose, and that added 

the maturity that had been missing. 

In 2016, Marc Márquez became a very 

complete motorcycle racer, capable not 

just of winning races, but also of managing 

a championship. 

That elevated him into an elite group, 

becoming the youngest rider to win 

three MotoGP titles, and five Grand Prix 

championships. 

He matched his 

teammate Dani 

Pedrosa’s total for 

MotoGP wins with 29, 

and surpassed 

Mick Doohan for 

total Grand Prix 

wins with 55. He 

is still only 23 years 

and 242 days old. 

They say the 2017 Honda 

RC213V has a much more userfriendly 

engine, which sacrifices nothing 

in horsepower. That should be enough 

to strike fear into the hearts of the 

competition. There could be plenty more 

wins and plenty more titles to add to his 

name. He is not yet done with the record 

books. 

Opportunity Squandered 

If Márquez earned his 2016 title – which 

he unquestionably did – he was helped in 

no small part by the failings of the Movistar 

Yamaha riders. 

Here, too, the roles were reversed: 

in 2015, Lorenzo and Rossi fought a 

season-long battle which came down to 

consistency, while Marc Márquez threw 

his championship chances away early. In 

2016, Márquez plugged away at scoring 

points, while Rossi and Lorenzo found new 

ways to throw the championship away. 

Valentino Rossi crashed at Austin, 


crashed at Assen, then crashed in Japan. 

Sure, he also had an engine blow on him 

– a consequence of trying to match the 

speed of the Ducatis and Hondas along 

Mugello’s long front straight – but it was the 

three DNFs which cost him most dearly. 

Without them, he would be within a 

handful of points of Márquez, and we 

would be talking about how Yamaha had 

cost him the championship because of the 

engine blow up at Mugello. Instead, it is 

Rossi who threw this season away, starting 

in Austin. That had been his mistake, he 

told reporters, when he had tried to force 

his M1 to turn to tightly and hit a bump he 

knew was there. 

Assen had been a mistake with the 

tyres, pushing too hard when there wasn’t 

enough grip. And Motegi? By then it was 

really too late, and he was having to push 

beyond his comfort zone just to stay in 

with a chance. 

When Strength Becomes Weakness 

Jorge Lorenzo, on the other hand, has 

simply been too erratic. Lorenzo depends 

so much on high corner 

speed that he needs 

tyres that give him 

good feedback from 

the front and a good 

feeling on the edge. 

The 2016 

Michelins have 

changed too much 

during the year for Lorenzo to exploit his 

millimeter-precise style. When the tyres 

have been right, and the temperatures 

have been right within the operating 

window of the Michelins – 

one of the two biggest 

weaknesses of the 

French tyres, along 

with a lack of 

feedback from the 

front – Lorenzo has 

been unbeatable. 

When the tyres 

haven’t been suited 

to the conditions, then 

Lorenzo hasn’t been able 

to adapt his style enough to 

use the potential of the tyres. 

That has been most 

apparent in the wet. It took 

Lorenzo until Silverstone 

to truly get his head around 

the Michelin wet tyres, a process 

which hard started in earnest at Brno. 

But by then, he had scored two 

shameful results at Assen and the 

Sachsenring, and then exacerbated it with 

confusion over tyres at Brno. Add in a 

crash he caused in Argentina, and being 

taken out by Andrea Iannone at Barcelona, 

and Lorenzo had given up any chance of 

being competitive. 

In 2017, Michelin are bringing a new 

front tyre that the riders test at Brno, and 

raved about. That should solve many of 

the problems both Rossi and Lorenzo 

complain about. There is hope for a 

competitive championship in 2017 yet. 

What Matters Most 

There is much more to write about Motegi 

than just the entwined fates of Marc 

Márquez, Valentino Rossi and Jorge 

Lorenzo. There is a solid second place 

from Andrea Dovizioso on the Ducati. 

Another superb podium from Maverick 

Viñales, and an excellent ride by Aleix 

Espargaro, both Suzuki riders showing just 

how much that bike has improved. There 

was Cal Crutchlow gambling on the hard 

front tyre, and demonstrating that he is the 

best non-factory rider on the grid. 

There are the Aprilias, both inside the 

top ten, and Alvaro Bautista showing that 

both he and the bike are really starting to 

become competitive. 

There is a ridiculously brave ride by 

Bradley Smith, who has no business 

being on a motorbike with his leg in the 

shape its in. 

There is a solid ride by Mike Jones, who 

finished his first MotoGP race on one of the 

most difficult bikes on the grid, the Ducati 

GP14.2. Not forgetting Moto2 and Moto3. 

All this deserves coverage, and that will 

come in the future. But on the day, we saw 

history being made, and that deserves to 

be at the center of attention. 

Marc Márquez became the 2016 

MotoGP champion, clinching the title in 

the best way imaginable, at a race where 

he thought it was impossible. The Honda 

RC213V is still not the best bike on the 

grid, but it is no longer the ugly duckling 

with the vicious nature. Honda have turned 

a snarling, unpredictable monster into a 

wild beast that can be tamed. 

And if ever there were a rider to race to 

victory on the back of a bucking dragon, it 

is Marc Márquez. 


READERS 

MOTOGP TRIP 

THE GOOD, THE BAD AND 

A WORLD CHAMPION 

ONE OF OUR READERS TELLS US ABOUT HIS ARAGON MOTOGP EXPERIENCE 

Words & Pics: Midge Miles 

We arrived at the Aragon circuit 

around midday on Friday, after 

having driven for about 3 hours 

from Tossa de Mar, which is about 80km 

North East of Barcelona. We had booked 

into the camping area at the circuit, which is 

basically a stony gravel area, and opted to 

just sleep in the car for the 2 nights. There 

was a beer tent and shower facilities with 

cold water and plenty of toilets, which were 

kept pretty clean the whole weekend. 

During Friday practice the grandstands 

are open for all to use so we walked around 

and had a good look at the circuit. Saturday 

and Sunday you have to sit in your 

allocated area, we had general admission 

tickets, 45 Euro each, which only allowed 

one to sit in 2 spots, one in the turn 6 area 

on the hill and the other at the end of the 

long back straight. We opted for turn 6 as 

there was a big screen TV and we could 

see quite a bit of the circuit from there. 

The Friday and Saturday practice was 

really worth watching, with the riders really 

going for it, with many crashes ensuing. 

We had been following Brad Binder’s 

progress the whole season and were really 

keen to see him in action. We had booked 

our GP tickets 8 months prior and had no 

idea then that Brad would have such a 

points lead in the championship. 

Race day morning started really early, a 

quick cup of coffee, packed a cooler box 

and headed for turn 6, getting there in time 

to watch the sunrise - seating is first come 

first served basis. 

By 11am it was 

already hot, and the 

factor 50 sunscreen 

and cap was really 

necessary. I put up 

our KTM banner and 

SA flag on the fence 

in front of our seating 

area in the hope that 

Brad would enjoy the 

support, but during 

warm up on the slow 

down lap the riders 

all looked at the big 

screen opposite us to see the results, so 

the chances of Brad seeing our efforts of 

support were slim. 

Qualifying was hectic and Brad only 

managed 7th on the grid, but we knew that 

he would be up front in no time. The race 

was really hectic and we were going off our 

heads cheering Brad on, around us there 

was only the occasional shout for Navarro 

and after the really close finish we were 


#TrustedByChampions 

THE SKILLED ride and partnership 

that make the difference! 

Congratulations to Brad Binder and the Red Bull KTM Ajo team on winning 

the 2016 Moto3 World Championship. 

Langston Motorsports 

P: 011 805 5559 / info@langstonmotorsports.co.za / www.langstonmotorsports.co.za

READERS 

MOTOGP TRIP 

jumping around waving our SA flag with 

almost everyone around us looking at us as 

if we were mental. We realised that most 

fans don’t really follow Moto3 and only a 

handful recognised the SA flag. I ran down 

through the crowd waving my flag and 

waited for Bradical to come around on his 

slow down lap, but as I thought he looked 

up at the big screen and didn’t even look 

our way. Bummed is an understatement. 

Anyway, we were happy to have an SA 

world champion, someone we had never 

met but after following his career for the last 

few years, we felt as though we were family, 

typical Saffas. 

The Moto2 and MotoGP races were also 

really good to watch, amazing to hear the 

sound of the GP bikes and hear the fans 

cheering and shouting “ Vamos Vale” or 

“Marquez”. 

Vinales is going to be someone to look 

out for next year, but a mature Marquez is 

always going to be hard to beat. 

After watching the Redbull Rookies Cup 

race we packed up our kit and started the 

3.8km trek back to the campsite. Dusty and 

hot but with the SA flag in hand and smiles 

on our faces, “We” were world champs!!!! 

As we passed the pit subway entrance 

someone shouted “hey you from SA?”, 

turned out to be a Saffa living in Mexico, 

and after chatting to him for a while he 

promised to organize us pit passes. We 

weren’t convinced but 10 minutes later we 

had passes around our necks and were 

in the pits. We cruised around and had a 

look by the KTM truck, but everything was 

closed up so our chances of meeting Brad 

were really running thin. We took a quick 

walk around looking at the professional 

layout of the paddock and the trucks. 

On our way out we passed the KTM pit 

and to our amazement Brad came walking 

out wearing his world Champ shirt. We 

pretty much mobbed him, shaking his hand 

and congratulating him, and got some really 

cool pics as well. He is such a humble and 

likeable guy and has made us proud as 

a biking nation!!!. What a way to end an 

incredible weekend! 

Well done Brad and we are all looking 

forward to watching your progress next 

year. Good Luck!!! 

The Good: It’s an awesome track with 

great facilities and atmosphere, the nearby 

town of Alcaniz goes fairly crazy on the 

Friday and Saturday night, ala Welkom 

back in the day. 

You are allowed to take food and drinks 

in, plastic bottles only. 

The Bad: Not an easy GP to get to, the 

nearest town is 20 mins away and there is 

no accommodation available within a 100k 

radius. Camping is ok, but not easy to bring 

all your kit over on the plane. I thought 

Saffas were bad, but the Europeans also 

like revving their bikes all night. 

The beer in the circuit is non alcoholic 

and 3 Euro for a small cup - Drink water 

instead, it tastes more like beer than the 

beer does. 

The cheapest race tickets cost R680 

each, camping was R1000 for the 3 days, 

per site. 

Lesson learnt: Hang around the pit 

entrance on the Sunday after the MotoGP 

race, you might just get lucky and be able 

to borrow a Pit pass. 


QUICK TEST 

BLUE STEEL 

S Y M ’ S E N T R Y L E V E L W O L F 2 5 0 

The guys from Sym have just launched the naked Wolf 250 into the 

South African Market. We here at RideFast had the opportunity to... well 

ride it as fast as we could. Words: Glenn Foley Pics: Zenon 

Let’s face it - bikes are not getting 

any cheaper - but in the grand 

scheme of things, rather spend 

your tin on something with a proven 

reputation. We happen to own a Sym 300 

Evo Scooter and that has given us the 

most fantastic service. We only hear good 

things about the Sym brand. 

What makes it tick: 

The Wolf is powered by a 4 valve, fuel 

injected liquid cooled 250cc four stroke 

engine mated to a 6 speed gearbox. Sym 

claims 18.4 KW of power. 

It’s a stylish little naked number with 

beautifully sculpted bodywork and crafted 

mag wheels shod in 17” tyres. A chunky 

exhaust takes care of noise and emissions. 

The seat is plush and ergonomics are 

very cool for day to day riding. MX style 

handlebars give a more relaxed seating - 

designed for comfort. 

The bikes seating height is low - so normal 

people wont be on tippy toes all the time. 

A really cool, unintimidating bike for the 

ladies too. 

Up front you’ll find a sexy little wind 

deflector housing a very stylish digital 

analogue cluster - which includes cool 

features like gear position indicator and a 

fuel gauge. wwe dont see these on most of 

the high end bikes that we test. Things are 

brought to a halt by beefy wave discs front 

and rear- and a nice touch is the adjustable 

front brake lever. Very economical too - We 

had the bike for two days and did over 200 

kilometres without needing to top up. 

On the Road: 

This is one very honest motorcycle, not a 

track bike by any means - but an awesome 

all day long runabout. In our opinion, it 

will serve really well in the commercial 

motorcycle sector as a tool for delivering 

stuff - or even for the lighties to ride to 

school and back. 

The overall feel is quality - the bike feels 

refined and light when it gets rolling, no 

rattles or shakes with smooth clutch and 

gear actuation. The mirrors are functional, 

not like other entry level bikes that vibrate 

so much that the images blur. Quite 

nippy too - robot to robot you never 

get the feeling that you’ll be swallowed 

up - there is enough pep to get up front. 

In congestion, the bike feels small and 

compact for lane splitting. 

Handling is very neutral, confidence 

inspiring and light and you can whizz 

around as fast as she’ll go in comfort. 

Out on the freeway its pretty cool - you 

cant expect arm wrenching performance 

- she accelerates briskly all the way up 

to just over the legal 120kph mark, and 

she’ll cruise there all day without breaking 

a sweat. You’ll loose a bit of oomph with a 

passenger out back, but the pillion seat is 

well thought out and very comfy. 

Conclusions: 

Great quality, honest performance, good 

parts and service backup by the KMSA 

group (Kawasaki SA). 

If you are in the market for a bike like this, 

get to your dealer and take one for a ride. 

(011) 566-0333 for your closest dealer. 

52 RIDEFAST MAGAZINE OCTOBER 2016

K15515 

CommerCial fleet 

Wa r r a n t y

MV AGUSTA 

F4RR 

It’s 

ROAD TEST 

Art is defined as a diverse range 

of human activities in creating 

visual, auditory or performing 

artifacts (artworks), expressing 

the author’s imaginative or technical skill, 

intended to be appreciated for their beauty 

or emotional power. 

The MV Agusta F4 RR is probably 

what Da Vinci would have envisioned 

as art, if bikes had been invented in the 

16th century. Flawless lines, exquisite 

details and more aftermarket bling then 

a Kardashian. The MV epitomizes the 

ultimate in bike porn. From the moment I 

glimpsed its Tamburini-designed lines and 

obsidian coloured Marchesini rims I knew I 

was in for a special experience. 

A close friend of mine, the local version 

of Crash-lowe was privileged to purchase 

himself an F3. It loomed dark and 

mysterious in another mate’s garage when 

we went for the traditional meet and greet. 

design and styling has stood the test of time and still to this day it’s 

considered one of the best looking motorcycles on the market. Part 5 of 

our Sportsbike road test, The Singh tests the stunning MV F4RR. Words: The Singh 

Unlike an unattractive women (that is 

truly about perception), the MV just keeps 

looking better and better with beer. RIDE 

FAST does not advocate the use of alcohol 

and bikes, the F3 was parked on a trailer 

as we extolled her as yet unexplored 

virtues over fiery dragon ginger beer. Our 

mate who had just barely healed from his 

previous track experience squinted at the 

bike from under a hooded brow with a 

mixture of trepidation and fear. It was like 

being at a blind date, after you’ve noticed 

that the dame you have been set up with 

is actually quite a hotty. 

The 2016 MV is shod with electronic 

Ohlins, various levels of Traction control 

and the usual quick shifters and gizmos 

synonymous with today’s steeds. It is 

claimed the bike makes a respectable 

195hp and tops out in excess of 300km/h. 

Claims and reality with the new generation 

of modern bikes are often related to the 

amount time the marketing team has spent 

in judging the proposed audience. In the 

MV’s case this is not a first bike or a bike 

to be used as a commuter. This is a bike 

that must purchased, showcased and 

ridden at times when the opportunity for 

exposure is at its highest. 

The MV is manufactured in small 

exclusive numbers at a factory that 

probably only has a handful of dedicated 

employees that have probably been 

on the olive plantation since Mussolini 

was ousted. The attention to detail is 

meticulous and evident in every painted 

line of this piece of motorcycle art. 

With an aggressive seating position and 

closely placed foot pegs, the MV assures 

you of a fast, engaging experience. I 

had ridden previous generation MVs and 

because of the small numbers produced 

what the bikes lacked in performance they 

made up for in sheer sex appeal. 


Let’s face it, no average shmoe is going 

to buy an MV, like a Jaguar or Porsche, the 

Agusta makes a statement. It announces 

your arrival to the illusionary world of 

material success. 

The latest incarnation is velocious, 

nimble and oh so beautiful. The quickshifter 

is smooth but passive, engaging 

rapidly under hard acceleration and but 

sedately at low rpms. With a Brembo 

master cylinder, calipers and brake shoes, 

it stops faster than Zuma’s gravy train and 

the note of the 4 exhausts is orgasmic. 

The TC unit needs some fine tuning 

and the digital clocks are invisible in the 

daylight boasting a dull black on a harsh 

grey LCD, but they transform into a 

mesmerizing shade of incandescent blue 

at night (odd choice, I would have reversed 

that option). 

The bikes power curve is fine for fast 

track riding but is unpredictable for sharp 

corners and bumpy roads. This MV is the 

best balanced of all the F4Rs I have ridden 

to date and I think although they have 

made great strides in the technological 

arena, their approach to the market is 

skew. Like a Victory Hammer, the MV 

F4RR is an experience not a competitor. 

It occupies a segment in a market where 

individuality is commended and beauty 

is admired, it is not there for roll-ons and 

fast lap times. The bike will need its fueling 

to be smoothed out for our inconsistent 

fuel. The suspension has more options 

than an IPhone so in standard trim it 

feels unsettled. A bit of fiddling with the 

electronic Ohlin’s and the bike transforms 

considerably. 

I was very impressed with this latest 

generation of bike from Italy, one must 

remember that these are works of art 

meant for a connoisseur, if you want an 

average bike that everyone has, you will 

not purchase an MV. It is unique, eyecatching 

and pleasurable. It over-whelms 

the senses every time you glimpse it and 

never fails to draw a crowd. 

There is a marked difference between 

Hip Hop and ballet, if you want a culturally 

immersive experience this is the bike 

for you, otherwise stick to standard 

production stuff that everyone owns. 

Cayenne, the importers of MV in SA, 

have great deals on all F4 models so give 

them a call now. 

RATINGS: MV AGUSTA F4RR 

Heat 6 (traffic bad, open road good) 

Steering 9 (it’s a superbike) 

Fuel 8 (surprisingly light) 

Acceleration 8 (unpredictably quick) 

Throttle 6 (fly by wire can be better) 

Traffic 8 (nimble enough) 

Servicing 7 (market related) 

Lights 9 (enchanting) 

Wind 6 (got to tuck in deep) 

New Rider 4 (NO - go with F3 675 first) 

Total: 71/100 (commuter rating) 


Words: Kim Birkby Pics: Adrian Bowen 

CROSSING 

OVER… 

TO THE 

RIDE SIDE 

LEARNING HOW TO RIDE AT RSR 

I am a forty something year old mother of 2 teenagers 

and have been with Zenon for the last 8 years. In this time I 

have been the mom and wife who packs the snacks, runs 

around filling jerry cans and washing mx gear, cleaning 

helmets and boots, powdering leathers, attending both 

race days and outrides, but have always been the just the 

spectator or pit crew to my husband and son. 

Even though I am a hectic #99 fan and absolutely love 

MotoGP and Moto 3, I have never really felt the want or 

need to ride a bike, but both my husband and son have 

egged me on to try learn, this I am sure was all done in 

the hope that I would be bitten by the bug and give in to 

buying a bike. 

So I eventually agreed to give it a try, but made hubby 

promise that he would be nowhere in sight when I was 

in training (just in case I was absolutely useless). My 

daughter Siobhan Bowen also attended the training as she 

had only ever ridden a pee wee 50 and was also very keen 

to learn so that she could ride with the boys. 

We arrived at Redstar Raceway at 08h30am. It was a 

very chilly overcast morning, and I was almost praying that 

they would cancel the training. Alas – Aunty Sue was ready 

for us and we filled in the necessary registration forms. 

We were then invited in to the rider briefing hall, where 

all the guys who were riding on the track that day, were 

addressed by Jacques (the owner of the facility). The 

riders briefing was very in detail and I noticed that there was 

a lot of emphasis on paying attention to the flags. I glanced 

across at the poster on the wall and thought “how the heck 

am I going to remember all of this?”. Jacques was very cool 

and welcomed all the lady riders who were there to learn 

and assured us that we would be well taken care of. 

We were guided through to a classroom and we were 

introduced to Davian Barnard and Ruan van Wyngaard, 

our instructors for the day. 

Davian was thorough and worked through a 

comprehensive presentation which dealt with important 

information such as what the correct gear is to wear when 

riding, the importance of paying close attention to what 

both he and Ruan were saying, keeping well hydrated, but 

mostly that we were there to learn and have fun. 

Good Luck I thought…..I have NEVER ridden a bike - 

you guys are going to spend your afternoon either pulling 

your hair out, or loading me in the ambulance! 

So after we had completed the classroom coaching, 

we were taken outside and were told to get onto the 


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stationary Honda motorcycles. Here we 

were taught how to pull off (which I must 

admit I managed to do without stalling), 

how to work the clutch, change gears 

and braking. Both Ruan and Davian 

were extremely patient with all the ladies, 

taking time to work with each one of us 

and spend extra time with anyone who 

seemed to be battling. Siobhan seemed 

to be a little throttle happy, but Davian 

calmed her down and spent a little extra 

time with her ensuring that she was 

getting the balance correct. 

Cool I thought – there we go. We’re 

almost done. No. We weren’t! We were 

then instructed to gear up – boots, gloves 

and helmets ladies. Sadly I have rather 

large calves and didn’t have the proper 

bike boots. No problem for the guys, Ruan 

kindly gave me his first pair of boots which 

he said were lucky (thank goodness), and 

Davian then proceeded to duct tape the 

boots to my legs, but have the correct safety 

equipment I would! We then hopped onto 

what looked like a carnival type roundabout 

with the bikes securely fastened to a very 

intimidating looking steel bar. Ruan came 

over to help me, and I was extremely 

impressed to see how this young man kept 

his cool and patience with me, as my non 

stalling in the first session went on to flying 

around the roundabout and stalling the bike 

over and over and over. It was really fast, 

and really scary. But Ruan ran by my side 

the whole time, reassuring me that I was 

doing well and that I was getting the hang of 

it. A good 15-20 minutes later, I looked over 

for Ruan and he had left me alone to work 

with Siobhan, and I had not even realized 

that I was in fact riding on my own, well 

riding with a safety pole, but riding on my 

own nonetheless. 

Davian and Ruan then advised that it 

was time for us to hydrate, and head off 

onto our next task. I hadn’t seen any other 

bike contraptions in the area where we 

were training so I was a little confused. 

We were led into a field, with grass, and 

fencing, and nothing…..but 4 Honda 125 

motocross bikes. Oh crap I thought – they 

are kidding, right? But no – they were not. 

We were guided onto these bikes and were 

given instruction again to put into practice 

what we had learnt on the stationery and 

roundabout bikes. I could almost not 

believe my own eyes when Siobhan simply 

glided off on her bike. I can’t do this, I 

can’t do this, I thought. I panicked. Davian 

came over to me, calmed me down, and 

jumped on the bike with me. He slowly 

and clearly went through all the processes 

again, taking his time to ensure that I was 

ok before he let me attempt 

to take off into the sunset… 

Before I knew it I was riding 

around the grassy area like 

someone who had simply 

forgotten how to ride a 

bicycle, not perfectly as 

changing gears was still a 

little tricky, but I slowly got 

the hang of it, and at one 

point Davian gave both 

Siobhan and I the signal to 

slow down. Good Grief – was 

I really doing this? 

Lunch break – and off 

to the Redstar Canteen we 

went to have a bite to eat, but 

more importantly to hydrate. 

I didn’t realize how quickly 

you overheat when riding a 

bike, and couldn’t believe how 

much water Siobhan and I 

actually needed. 

After lunch, we were taken 

onto the track - I mean really, 

I have watched the likes of 

Sheridan Morais, Brad Binder 

and Rob Portman himself 

riding on this track! I was 

properly petrified! Siobhan on 

the other hand was pumped 

- and rearing to go! Before 

I knew it, Davian was kitted 

up, and sitting alongside 

us, while we waited for the 

green flag. Ruan was at 

hand to make sure that 

we all pulled off safely. And off we went – 

riding on the track –at Redstar Raceway! I 

had to concentrate really hard and remind 

myself of what I had been taught in class 

about Zones 1, 2 & 3. I remained in the 

instructor’s line and found myself gaining 

more confidence as I rode. I had to check 

myself once or twice as I imagined that this 

was almost what Jorge Lorenzo felt like 

during a race – ok maybe not as slow, but 

I was being given an insight to what the 

racing guys felt. “Calm yourself woman” I 

keep saying, and enjoy every moment. It 

was somewhat exhilarating as we came 

riding down the straight and under the 

legendary Redstar Bridge. 

All too soon it was time to exit the track 

and into the pits. It was an adrenaline rush 

of serious note, and probably best that 

they took us off at that moment or none 

of us would have wanted to exit the track 

for the rest of the day. Davian then took 

us down to the skid pan, for us to learn 

how to gently maneuver turns and how 

to enter and exit “the track”. It was really 

a smaller area than the track that we had 

ridden on, but I found it very informative 

as you really needed to concentrate on 

your gears and how you controlled the 

bike. Davian called the ladies together, and 

congratulated us on being a great team. 

I was super impressed with Siobhan who 

took to the riding like a duck to water. I was 

not worried about her at all throughout the 

training because of our super instructors! 

We made our way back to the training 

center where we were met by Sue Cronje, 

who also congratulated us and handed us 

our certificates. Wow – we had done it! We 

had learnt to ride a motorcycle! 

I can only say that any Moms or wives 

sitting out there reading this article, need to 

get off your bums and go do this training!!! 

You won’t have to be the one watching 

from the sidelines or being just your hubby’s 

brolly dolly anymore – I know I certainly 

won’t! Hmmmmm, I wonder what bikes will 

be available for my birthday & Christmas 

this year? And will the track be open……..? 

C 

M 

Y 

CM 

MY 

CY 

CMY 

K 


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LAVERTY BACK 

TO WORLD SBK 

ONE OF THE FINAL PIECES OF THE MOTOGP PUZZLE HAS FINALLY DROPPED. EUGENE LAVERTY 

HAS DECIDED THAT HE WILL BE SWITCHING BACK TO WORLDSBK, WHERE HE WILL RIDE A 

FACTORY-BACKED APRILIA RSV4-RF WITH THE MILWAUKEE RACING SMR SQUAD. IN THIS 

ARTICLE WE LOOK AT WHY EUGENE LAVERTY PICKED WORLDSBK OVER MOTOGP 

WORDS: DAVID EMMETT 

The departure of Laverty means 

that Yonny Hernandez will get to 

keep his place in the Pull & Bear 

Aspar Ducati team, filling the final 

empty slot on the MotoGP grid. 

It may seem strange for Laverty to 

abandon MotoGP, just as his star has 

been rising in the class. Since Aspar 

switched from Honda’s RC213V-RS Open 

Class machine to the Ducati Desmosedici 

GP14.2, the older Ducati working very 

well with the Michelin tyres, more rear 

grip helping to reduce the understeer the 

GP14.2 suffers from. 

He is currently eleventh in the 

championship, and has a fourth and 

a sixth as best finishes, Laverty being 

annoyed that early traffic cost him the 

chance of a podium at Brno. It took the 

factory Ducatis on their brand new GP16s 

six races to get ahead of the Irishman in 

the championship standings. 

So why has Laverty decided to 

abandon MotoGP in favour of WorldSBK? 

There are a number of reasons, but all of 

them boil down to a single issue: Eugene 

Laverty is a winner, and he likes to win. 

On two-year-old machinery, in a private 

team (though with good factory support, 

unlike other satellite set ups), Laverty’s only 

chance to win in MotoGP would come when 

the weather acts as the great neutralizer. 

GP15 vs. GP16 

Speaking to Neil Morrison of Crash.net, 

Eugene Laverty made it clear that the fact 

that he would be on a Ducati Desmosedici 

GP15, rather than a GP16, was what 

tipped the scales for him. 

Though the difference between the two 

bikes is relatively small, the changes to the 

GP16 have helped reduce tyre wear and 

make the bike better over race distance. 

In terms of a single lap, there is little to 

choose between the GP15 and the GP16. 

But by the end of race distance, after 25 

laps or so, the difference can be measured 

in seconds, rather than tenths of a second. 

Ducati will expect to make a similar 

step between the GP16 and the GP17. 

That would effectively double Laverty’s 

disadvantage to the factory bikes, putting 

the gap over race distance between the 

bike he would be on, and the bike Jorge 

Lorenzo will be on, in the range of tens of 

seconds rather than seconds. 

In WorldSBK, Laverty will be aboard 

a factory-backed Aprilia. Though final 

confirmation was not not 100% final – 

paddock gossip suggests that the official 



announcement that Shaun Muir’s SMR 

Milwaukee outfit is to run the factory Aprilia 

team has been kicked down the road two or 

three times already this month – it has since 

been announced that the SMR Milwaukee 

team will run the factory Aprilia effort for 

2017, with both Laverty and Salvadori. 

Though the Aprilia RSV4-RF has not 

had many updates in recent years, general 

consensus in the WorldSBK paddock is that 

the Aprilia is highly competitive, as long as 

the team running the bikes has support and 

assistance from the factory. 

“The Aprilia is the best package on the 

grid,” one WorldSBK rider told me off the 

record at Misano. “But you have to have 

factory support.” Without factory support, 

getting the best out of the bike, especially 

through its sophisticated electronics 

package, is almost impossible. 

Beating the Best on Their Own Terms? 

So the choice for Laverty is between winning 

in WorldSBK and fighting for top tens in 

MotoGP. There is no doubt that MotoGP is 

currently the better series, though this has 

not always been so in the past. 

The current top four riders are already 

dominating the record books, and have 

earned a special place in history. There 

are signs that some of the other riders in 

the class are on their way to join Valentino 

Rossi, Jorge Lorenzo, Marc Márquez, and 

Dani Pedrosa in the MotoGP pantheon. 

That is not to underrate the current 

field in WorldSBK, however. The cream 

of the World Superbike riders could hold 

their own in MotoGP, if given the right 

machinery. Laverty’s achievements on a 

two-year-old Ducati prove what the best 

WorldSBK men are capable of. 

But Jonathan Rea, Chaz Davies, Tom 

Sykes are all too old to be considered for 

rides in the factory MotoGP teams, and 

even the strongly-supported teams such 

as Pramac Ducati are looking more to 

young riders in the support classes rather 

than riders such as Chaz Davies. 

But MotoGP is the big show. Crowds 

are triple what WorldSBK brings in, and TV 

audiences are similarly much larger. Given 

the extra prestige of MotoGP, and the extra 

exposure for sponsors, the choice should 

be simple? Surely, given the choice, a rider 

should choose MotoGP every time? 

Not necessarily. Given the freedom 

which the engineers have in MotoGP, and 

the budgets the factories have to spend, 

the machine makes up a bigger part of the 

overall performance equation than it does 

in World Superbikes. 

With more power, better tyres, more 

engineering freedom in the technical 

regulations, and a bike designed solely for 

the race track, with no compromises for 

road use, MotoGP is more of a playground 

for engineers than WorldSBK is. 

Building Down to a Price Point 

The limits of a World Superbike machine 

are determined much more closely by the 

technical rules, by the fact that the bikes 

“WITH RIDERS HAVING MORE 

OF A CHANCE TO FIND THE 

DIFFERENCE IN THEMSELVES, 

WORLDSBK GIVES THEM A 

BETTER CHANCE OF WINNING, 

OR GETTING ON THE PODIUM. 

THAT, ABOVE ALL, IS WHY 

A RACER WOULD CHOOSE 

WORLDSBK OVER MOTOGP. 

FOR PERSONAL REASONS, 

FOR PSYCHOLOGICAL 

REASONS, AND EVEN FOR 

FINANCIAL REASONS.” 

also have to function well at street-legal 

speeds on terrible surfaces on public 

roads, and by the fact that the bikes are 

designed to be built down to a cost. 

The differences are most visible in the 

engine: the engines of WorldSBK bikes 

use the cases and much of the internals 

of the road bike. Cases are vastly over 

engineered to last for many years and 

hundreds of thousands of kilometres. 

The engine cases of most MotoGP 

bikes are machined from a single block of 

aluminium, keeping just the very minimum 

material necessary. A set of MotoGP 

engine cases might be expected to last 

10,000km, and not 200,000km. 

With riders having more of a chance 

to find the difference in themselves, 

WorldSBK gives them a better chance of 

winning, or getting on the podium. That, 

above all, is why a racer would choose 

WorldSBK over MotoGP. For personal 

reasons, for psychological reasons, and 

even for financial reasons. 


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YOUR VISION OUR FOCUS

Racers = Psychos 

The psychological reasons are perhaps the 

most interesting. Racers love to win. It is 

their very reason for existing. They make 

a competition out of everything, and are 

determined to win that competition. 

Woe is you if you overtake a 

professional racer on the motorway. They 

will go out of their way – even if it means 

missing their exit and adding half an hour 

or more to their journey – to get back 

in front of you, despite the fact that you 

were probably not even thinking of your 

commute as a competition. So perhaps, 

woe is the motorcycle racer. 

Every MotoGP racer turns up at the 

start of each weekend firmly believing they 

can actually win this thing, though it would 

require things to go their way to a greater 

or lesser extend, depending on the bike. 

They know rationally that they are more 

likely to get tenth than first, but the unique 

combination of hubris and Panglossian 

optimism which lives inside every racer 

means they will still give it their best shot. 

But in their darker moments, the 

knowledge that tenth is the best they 

can realistically hope for starts to wear 

on them, sucking the motivation and the 

positivity out of them. 

So sometimes it is better to switch to 

a different championship, and get back to 

winning ways. On Sunday, the only people 

who count are the rivals on the track, and 

beating them is an obsession. 

In a series where the rider can make 

more of the difference, the attraction, the 

availability of the drug of winning, is a 

difficult temptation to resist. 

Money Makes the World Go Round 

Switching from MotoGP to World 

Superbikes can make a lot of financial 

sense as well. Though I am not privy to the 

precise details of either Eugene Laverty’s 

deal with Aspar, nor with the Irishman’s 

new contract with Aprilia, it is clear that the 

Aprilia deal will be more lucrative. 

Riders are offering themselves for 

nothing – or even offering to bring money 

– to MotoGP teams with empty seats. The 

limited supply and unlimited demand mean 

that rider salaries are skewed. The teams 

also have more budget for riders, as they 

don’t have to spend €2 million plus on 

machinery. 

For half that, they can field two bikes. 

That means the WorldSBK teams have a 

lot more money to spend on riders, and 

still have budget to spare. 

A switch to World Superbikes can 

be lucrative from the view of personal 

sponsors as well. Leathers manufacturers, 

helmet manufacturers and more all have 

personal deals with riders which include 

bonuses for podiums and wins. 

Those podium photos are valuable 

marketing for a leather suit manufacturer, 

and they are more than willing to reward 

their riders for results. Those same 

sponsors are less likely to be shelling out 

bonuses for tenth places in MotoGP, no 

matter how hard fought they were. 

More money, more competitive 

equipment, and the chance to fulfil a deepseated 

psychological need? I see exactly 

why Eugene Laverty decided to abandon 

the MotoGP paddock for WorldSBK. 

Winners like to win. 

And winning makes solid financial 

sense. Laverty is easily one of the very 

best MotoGP satellite riders in the world 

at the moment. But the chances of that 

appreciated, acknowledged and rewarded 

are very slim indeed. Laverty did the right 

thing, no matter what it looks like. 

“EVERY MOTOGP RACER 

TURNS UP AT THE START 

OF EACH WEEKEND FIRMLY 

BELIEVING THEY CAN 

ACTUALLY WIN THIS THING, 

THOUGH IT WOULD REQUIRE 

THINGS TO GO THEIR WAY TO A 

GREATER OR LESSER EXTEND, 

DEPENDING ON THE BIKE.” 


Words : Rob Portman Words : Zenon 

The final round of the Suzuki/Odin 4:8:12 

Endurance racing series was held at RSR 

on Saturday the 8th October. 

For the 2016 series, we decided to 

enter a team, hoping to win all three races 

as well as the upcoming 24 hour and 

become the first team in SA to win all the 

endurance races. 

To accomplish this, we would need a 

good bike so we decided to go out and buy 

one of the best in the business - The 2016 

Kawasaki ZX10R. With a bit of help from 

Kawasaki SA and Fourways Motorcycles, 

we were able to get a great deal and after 

putting a few kilometres on the bike it was 

time to get it ready for racing. 

Our charge got off to a good start after 

we won the 4 hour race. 

We then did not get the result we 

wanted at the 8 hour, finishing 2nd overall in 

class A behind overall winners RSR Stars. 

So heading into the 12 hour we knew 

that only a win would do for us to be 

crowned 2016 champs. 

We got a great start to the race and led 

for a good part of the opening hour or so 

before we had to make a unplanned rear 

tyre change. 

The Dunlop D212 Pro3 tyres were 

offering so much grip, and we were 

comfortably the fastest out on track but all 

that grip meant we were tearing through 

tyres after around 40 laps, which was 

nowhere near the 6 hour mark we were 

hoping to do on a set of tyres. 

After that came more bad luck as one 

of the clamps on the radiator hose broke 

off resulting in water pouring out and an 

overheating bike. 

Ricky Morais worked his magic and we 

were soon back out on track again but lost 

more time in the pits. 

Our team of myself, Ricky Morais, 

Brent Harran and Shaun Portman were 

on a huge charge and consistently setting 

faster times than anyone else on track. We 

managed to close down on the leaders 

before more tyre troubles. 

More time was lost in the pits with 

another unplanned tyre change and the 

bike was also running really hot due to the 

radiator hose problem we had. Obviously 

whilst fixing the hose an airlock crept in, 

which meant the bike was not getting 

enough water to keep it cool. 

Just after the halfway mark more 

disaster. My brother, Shaun, was on a huge 

charge setting fast times but unfortunately 

crashed out at the final chicane. He 

managed to get the bike back to the pits. 

Sheldon and Brandan, our makkies for the 

day, did a great job in fixing the bike up for 

us to head back out on track. 

After careful consideration though, 

we decided to call it quits. With the bike 

overheating, we didn’t want to risk blowing 

the motor, which would cost big buks to fix. 

So it’s now time to get the bike all 

fixed up and ready for the 24 hour race, 

which we are hoping to win for the second 

year in a row. Make sure you get to 

Redstar Raceway on the 10th and 11th of 

December for the race. 

A big thanks to Kawasaki SA, Fourways 

Motorcycles, Dunlop tyres, Galfer brake 

pads, Racetec exhausts, ETR and Dynamic 

Express Services for all the support. 


PRETTY FAST 

In this part three of our “Ladies that Race” series, we catch us with a 

very busy lady racer - 19 year old Zante Otto, taking on SA and Europe. 

Words: Rob Portman and Zante Otto Pics: Eugene Liebenberg & others 

It’s getting hard to keep up with the 

amount of lady racers we have here 

in SA. Long gone are the days where 

it’s just Wilmarie van Rensberg, 

Nicole van Aswegen and Janine 

Mitchell racing, now, in all 2-two wheeled 

motorcycle racing categories across SA, 

there are a host of talented young, and old, 

ladies seeking the thrill factor that one can 

only get from racing a two-wheeler. 

In this edition, we feature a young lady 

by the name of Zante Otto. Now, to be 

honest, I had never heard of Zante until 

this year, where I have noticed her whilst 

commentating on the SuperGP Regional 

and National race series. 

She started the season off slowly but 

has come on in leaps and bounds over the 

course of the season, improving her lap 

times and track skills at every event. She’s 

not hard to spot, riding her bright pink 

Kawasaki ZX6R. 

It’s been great seeing this talented young 

lady progress throughout the year and love 

her riding style - looks very pro! 

In last months issue, we featured a 

host of young SA riders who had been 

racing overseas and Zante, who competed 

overseas in the EJC (European Junior Cup), 

was one of them, however, we did her a 

bit of injustice as whilst we did mention 

that she picked up 21st place, we failed to 

mention that she also picked up 3rd overall 

in the ladies category. 

So, to make up for this we decided to sit 

down and find out a bit more about this 19 

year old from George in the Western Cape. 

Q: When did the bike bug bite you? 

Zante: The bug definitely bit me when I 

was at the SAMRA camp at Idube Raceway 

in 2014 when I rode for the first time. 

Q: What was the first bike you ever 

rode? 

Zante: In 2000 I rode a pocket bike built by 

my dad at Zwartkops Go-Kart track, while 

we still stayed in Pretoria. 

Q: When and where was your first 

ever race? 

Zante: My first ever race was at Kyalami 

Racetrack in 2014 on a CBR150 in the 150 

cup. 

Q: Who are your favourite racers both 

local and overseas? 

Zante: Overseas will definitely have to be 

Valentino Rossi, as I have been watching 

him very closely my whole life and locally 

Steven Odendaal for never letting his 

achievements change his personality 

and for showing South Africans can be 

competitive overseas. 

Q: What classes do you currently 

compete in and on what bikes? 

Zante: I compete in the SuperGP 

Champions Trophy Super600 class on my 

Otto Racing Kawasaki ZX6R. 

Q: You recently raced overseas, tell us 

about that? 

Zante: My first European race will definitely 

be an experience I will never forget. Last 

month I competed in the European Junior 

Cup race at the EuroSpeedway Lausitz 

in Germany at the World Superbikes, in 

the same race as the European Junior 

Cup where we already have 3 other South 

African’s competing. There is the Women’s 

European Cup for ladies between the ages 

of 14 and 24 years old. 

When we arrived at the track on 

Thursday afternoon I was so excited just 

being in the World Superbike paddock, 

we had to prepare the bike and do all the 

stickers on the bike on Thursday afternoon, 

but at the same time appreciated just being 

around some of the world’s best riders and 

the people I have only ever been able to see 

on TV. I was lucky enough to meet Kenan 

Sofouglu and speak for a few minutes on 

the SBK paddock show with Michael Hill! 

On Friday, after fitting tyres, we had a 

single 30 minute practice session where I 

finished 21st and 2nd in the Women’s Cup 

just trying my best to learn the Honda 650 


ike, which is very different to the 600 I 

ride here in South Africa. 

On Saturday I finished 23rd and 3rd in 

the Women’s Cup and ended qualifying in 

the same order. On Sunday it rained during 

the day and the EJC organisers declared it a 

wet race, for me this was the first time riding 

on wet weather tyres and it was definitely 

a steep learning curve, fortunately I kept 

improving during the race and finished up in 

21st place and 3rd in the ladies improving 

my laptimes every lap. 

The whole European Junior Cup 

experience is really amazing and it is very 

sad that it won’t be running next year 

because it’s a very affordable way to make 

your first step to racing in Europe. 

Q: What are your plans for 2017? 

Zante: I will be competing in the SuperGP 

Champions Trophy in the 600 category for 

my first full national season. 

Q: Favourite track in SA and best lap 

time? 

Zante: My favourite track will definitely be 

Aldo Scribante because it’s the closest 

track to home. I achieved my best time 

there at the recent SuperGP event with a 

time of 1’05.4. 

Q: How did you get your race number? 

Zante: There is no real reason to the 

number other than my brother and I both 

wanted consecutive numbers and those 

were the first to come to mind. 73 and 74. 

Q: Any superstitions before you go out 

on track? 

Zante: We always pray before going out on 

track. 

Q: Have you had any big crashes and 

injuries? 

Zante: Fortunately I haven’t had any 

serious injuries except hurting my back in a 

crash at Zwartkops Extreme Festival earlier 

this year. 

Q: Apart from bike racing, what are 

your other passions? 

Zante: I enjoy cycling and gyming. 

Q: Are you still in school or studying 

and, apart from being a pro bike racer, 

what’s your ultimate job? 

Zante: I am currently finishing Matric in 

home schooling and planning on studying 

business management through UNISA next 

year. My ultimate job would be opening up 

my own law firm. 


TOP TEN 

Ducati MotoGP 

Signings 

Analysing the factory Desmosedici-mounted racers since 2003 

The signing of reigning MotoGP World 

Champion Jorge Lorenzo to Ducati for 

the 2017 season is the latest big-name 

signing of the Italian brand within its 

factory squad. Despite many difficult 

periods with the Desmosedici since its 

debut in 2003, Ducati has attracted some 

of the biggest names in grand prix racing, 

however only few have been able to tame 

it. Here are 10 of the finest signings over 

the years. 

1. Casey Stoner: 

There’s no doubt that Australian Casey 

Stoner is Ducati’s best-ever grand prix 

rider. As the only world champion aboard 

the Desmosedici in 2007 – his first 

season with the brand – Stoner extracted 

performance out of the Ducati like nobody 

else could between that year and 2010, 

despite experiencing health issues along 

the way. In total he claimed 23 wins, 42 

podiums, 21 pole positions and 20 fastest 

laps! Fittingly, he’s only just reunited with 

the team as official test rider in 2016. 

2. Loris Capirossi: 

Italian veteran Loris Capirossi enjoyed a 

successful period with Ducati between 

2003 and 2007. He was on the podium 

with third in Japan first time out and 

then claimed the Bologna brand’s first 

win Catalunya’s sixth round. From there 

Capirossi scored seven wins in total, 23 

podiums, eight poles and eight fastest 

laps. His best championship result was 

third in 2006. 

3. Troy Bayliss: 

With one World Superbike crown to his 

credit at the time, Aussie hero Troy Bayliss 

joined Ducati for its inaugural MotoGP 

campaign in 2003 and remained there 

for two seasons. He had a reasonable 

amount of success in the switch including 

four podiums, but ultimately returned to 

WorldSBK in 2006 (he spent a season 

at Honda in between). TB’s real heroics, 

however, came with a stunning with at 

Valencia 2006 in a guest appearance – his 

lone grand prix victory in 44 attempts. 

4. Andrea Dovizioso: 

Current factory rider Andrea Dovizioso 

has been with Ducati since replacing 

Valentino Rossi in 2013 and has played 

an integral development role, while also 

capturing success in more recent years. 

Dovi has eight podiums aboard the 

Desmosedici, including one this year at 

Qatar, plus a pair of pole positions. Fifth in 

the title-chase for 2014 was his high-point 

overall, but a win has to be high on the 

agenda now. 


5. Andrea Iannone: 

Last year was Italian hard-charger Andrea 

Iannone’s first with the factory team, but 

he spent two seasons at Pramac Racing 

learning his craft beforehand. During 

that time he’s amassed four podiums (all 

with the factory squad), a pole position 

and a fastest lap. Typically comfortable 

aboard the Desmo, fifth in the standings 

last year – two ahead of Dovizioso – was 

impressive. 

6. Valentino Rossi: 

It was one of the biggest announcements 

in grand prix racing history when legendary 

Italian Valentino Rossi moved to Ducati as 

a nine-time world champion in 2011. He 

never really did gel with the Desmosedici 

and performed well below par with just 

three podiums in two seasons, plus there 

was also two fastest laps. In the end his 

tenure in red resulted in seventh overall in 

2011 and sixth in 2012. 

8. Carlos Checa: 

With just a single season at Ducati’s 

factory MotoGP team in 2005, Spanish 

veteran Carlos Checa took much 

grand prix experience to the team as 

replacement of Troy Bayliss. He did land 

two podiums in the latter stages of the 

year (Sepang and Phillip Island) and took 

ninth in the standings, but Checa lost out 

on the factory seat to Sete Gibernau the 

year afterwards. 

for a satellite Honda seat after just one 

term. He did manage to finish on the 

box at Aragon on his way to 13th in the 

championship (the worst result of his GP 

career), but that was about as good as 

things got. 

7. Nicky Hayden: 

American Nicky Hayden was with Ducati 

during one of its most difficult periods 

in grand prix racing, but the 2006 world 

champion had some good results in his 

time aboard the Desmosedici. Hayden 

spent five full seasons with Ducati 

between 2009 and 2013, picking up three 

podiums (in his first three seasons). His 

best series result was seventh in 2010. 

His best attribute? Little time was spent 

publicly complaining about the difficulties 

behind the scenes. 

9. Cal Crutchlow: 

High-rated Brit Cal Crutchlow was initially 

supposed to ride for Ducati in 2014 

and 2015, but a difficult first season on 

the factory Desmosedici saw him exit 

10. Sete Gibernau: 

When Sete Gibernau joined Ducati in 

2006 to take over from Carlos Checa, he 

started the season with some promising 

form. Two top fives in the opening six 

races, including a stunning pole position 

at Mugello, indicated he was adapting 

well, however a crash at the following 

race at Catalunya and more injuries 

following (although he did take three 

more top fives) ultimately spelt the end of 

his career with a 13th-place finish in the 

standings. 


2017 KTM RC16 MotoGP bike displayed at 

the Intermot Show, full tech spec revealed 

With 250bhp V4 and steel tube trellis frame, the 2017 KTM RC16 MotoGP bike will take on the big boys next year. We 

admire the small Austrian company’s courage... 

From 2017, KTM will take one more step 

forward with their ‘ready to race’ tagline. 

And this time, it will be with the big, bad 

boys of MotoGP. Designed and built in 

Austria, the KTM RC16 MotoGP bike will 

go head to head against Yamaha, Honda, 

Suzuki, Ducati and Aprilia next year, in 

the merciless world of MotoGP. And for 

this, KTM have built their first 1000cc V4- 

powered racebike, with a unique tubular 

steel trellis frame - the only one of its kind 

on the MotoGP grid. The KTM V4 produces 

more than 250bhp at 19,000rpm and 

features pneumatic valves, a seamless shift 

transmission, Akrapovič 4-in-2 titanium 

exhaust, Magneti Marelli ECU and full 

ride-by-wire throttle management, with 

traction control and quickshifter etc. With 

an aluminium swingarm and 1400mm 

wheelbase, the KTM RC16 is equipped with 

fully adjustable WP suspension, Brembo 

brakes, carbonfibre bodywork, 22-litre fuel 

tank and weighs 157 kilos. 

“Sooner or later, some of the MotoGP 

innovations, that need to be kept 

confidential for now, will also find their way 

into series production. Guaranteed,” says a 

press note from KTM. We can hardly wait. 


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