1706 RF final.compressed


RideFast motorcycle magazine June 2017 issue

JUNE 2017 RSA R30.00

JUNE 2017

9 772075 405004




2017 Honda

EXCLUSIVE Track and Road test - 2017 Honda CBR1000RR & SP








2017 KTM 390











I have literally just finished up with the

commentary for the SuperGP racing held at Kyalami

in conjunction with the SA Bike Festival. What an

amazing 2 races we had, and it was great to see

the amount of fans all around the circuit. So glad

to see the SA motorcycling fraternity get to witness

just how fast our boys are here in SA, and the world

class racing the DEOD SuperGP champions Trophy

puts on.

We managed just to squeeze the racing action

from the Kyalami weekend in this issue. Big thanks

to Paul Bedford for getting it to us in time to meet


Last months issue had to be the most diverse

we have ever done here at RF, and I have received

nothing but praise for it. So, this month we have

tried to do the same. We have the latest sport bikes

tested, naked bikes, sports tourer, a new Ducati

Scrambler Cafe Racer and feature two awesome

custom bikes. I have no doubt that you are really

going to enjoy what we have for you in this mag.

The big test for this issue is the SA Launch of the

new Honda CBR1000RR and SP. Finally they have

arrived in SA and I was excited to swing my leg over

the new machines.

I won’t give away too much here but I will say I

was impressed, but there will be potential buyers

who won’t be.

While I can understand, appreciate and enjoy

Honda’s philosophy with the whole less is more

when it comes to power, there are not many riders

that are honest enough when it comes to their riding

ability and just want to hear the salesman tell them

the bike has 200hp, not 189, even though they will

battle to enjoy the 200hp, and would thrive on the

189hp, which is far more forgiving and enjoyable.

The new Blades continue the trend of the

previous models - superb, easy-to-use chassis,

only this time they have gone on a massive diet

and added top class electronics. But still, you can’t

take a Blade into a gun fight (excuse the pun), and

that is where the Honda is going to battle a bit. To

compete against 200hp you need 200hp. Imagine

taking 10Hp off Rossi and expecting him to still

compete with Vinales and Marquez. Would make

the task a lot harder...

Nonetheless the new machines are great and I

really enjoyed riding bot the RR and SP versions.

We have the full track and road tests in this issue.

It has been a really tough start to the year for all

involved in motorcycling, both locally and abroad.

So far this year I have had to end my eds column on

a sad note far too many times, and will have to do

so again this month.

I was absolutely devastated when I heard the

news that Nicky hayden had been involved in a bad

cycling accident. The initial news was not good,

with Hayden suffering big trauma to the head. A few

days later and he sadly passed away.

Myself and the entire motorcycle community

around the world were left speechless.

Nicky Hayden was a true champion, gentleman,

professional and one of the best things to happen to

motorcycle racing ever.

In this issue, Steve English helps us pay tribute

to one of the best riders, and men, the world has

ever seen. R.I.P Nicky Hayden, you will never be




Rob Portman


082 782 8240


Kyle Lawrenson


071 684 4546





011 979 5035


Sheridan Morais

Brad Binder

Darryn Binder

Richard Knowles

Gerrit Erasmus

GP Fever.de

Eugene Liebenberg

Niel Philipson


Photo: R. Schedl






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show you its unique character.


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.

Contents JUNE 2017






56: FIRST RIDE: 2017 KTM 390 DUKE




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174 Bram Fischer Drive, Randburg - 011 919 1600 - sales@ducati.co.za - www.ducati.co.za

Ducati South Africa Official @DucatiRSA Ducati_SA

All the news brought to you by

Royal Enfield to Acquire Ducati?

The rumour mill is churning within the motorcycle

acquisitions world. Some major business-based

publications are reporting that Royal Enfield is in

sales talks with Ducati Motor Holding.

Royal Enfield, which is owned by Indian automaker Eicher Motors based

in New Delhi, allegedly approached Ducati in hopes of buying the Italian

motorcycle manufacturer. Reports say Ducati has entrusted the banking

agency Evercore for options of the sale, which is around €1.5 billion.

Ducati, which was bought out by Volkswagen in 2014, had a recordbreaking

year in 2016, selling over 55,000 motorcycles to customers

worldwide. Growth was positive across all markets, including in America,

which is Ducati’s largest market where nearly 8,800 bikes were sold.

Ducati, which is present in 90 countries and employees around 1,600

employees, is looking to build upon those numbers in 2017 with the release

of seven new models: the revised Monster 1200, Monster 797, Multistrada

950, SuperSport, 1299 Superleggera, Cafe Racer and Desert Sled - all of

which were just launched in SA, see next news page for full review.

If the buyout occurs, Royal Enfield can strengthen its sales by using

Ducati’s business-building model. Royal Enfield, which was established

in 1893, making it one of the oldest motorcycle companies, currently

has joint venture relationships with Swedish car manufacturer Volvo and

Indian Motorcycle parent company Polaris.

The news arrives after Volkswagen’s diesel emissions scandal, which

costs the Germany-based company in the neighborhood of $18 billion.

Cayenne takes to the Mother City

Cayenne, who is one of South Africa’s largest

motorcycle retailer and importer, will open a new branch

in Paarden Eiland, Cape Town during June 2017.

Building on the success of its Johannesburg

headquarters, Cayenne Cape Town will be an official

importer for renowned global brands such as Aprilia,

Beta, MV Agusta, Moto Guzzi and Hyosung.

With its fully-equipped workshop, parts department,

wide range of accessories, and financial services,

Western Cape customers have a world-class

dealership on their doorstep.

Cayenne Cape Town will also be launching a range

of Benelli Electric Bicycles, that have been a runaway

hit with the international cycling market.

Cayenne’s Cape Town customers can look forward

to some spectacular opening specials to be

announced. For more information about Cayenne

Cape Town, visit www.cayenne.co.za.

Bike Delivery Service

Otherwise known as BDS, are now up and running. If you

are in need of motorcycle transport then give them a call.

Prices from R1650 - Nation wide delivery. They even have

live video streaming of your precious cargo in transport.

Collection and delivery. Visit www.bdsbikes.co.za







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All the news brought to you by

New Italians arrive in SA

Ducati. A name synonymous with Svelte bikes,

performance and sexy. This is one company

that has taken the bull by the horns and flung

the riding public into the future. 8 new bikes for

2018 were unveiled at the Kyalami track late last

month. Ducati is expanding locally with a store

opening soon at the Waterfront in Cape Town.

More about that soo... We were recently invited

to the SA unveiling of the new bikes, a great

event held at the Kyalami Grand Prix Circuit.

Let’s take a look at the latest offerings...

We also brought you the news about the brand new Monster

1200. Dave Petersen went along to the launch and came

back with a grin wider than the roads in Monaco.

The monster was Ducati’s first foray into a street bike for everyone

– and it has become one of those iconic bikes. It’s powered by the

mighty Testastretta 11° DS engine, with fluid torque and a perfectly

balanced chassis that works in harmony with the latest-generation

brakes and electronics. The seat is adjustable from 795mm to

820 mm, and the wide handlebars ensure manoeuvrability and

practicality in traffic, while the compact aluminium swingarm and

1485mm wheelbase make it even quicker when it comes to leaning

and changes of direction, enhancing the sports riding enjoyment

and increasing versatility. We want, we like! Attitude par excellance!

From R183,000.

Earlier this year, we brought you the launch story about the

stunning NEW Supersport... Rob was there on the night to launch

the bike and say a few words on the world launch.

The SuperSport is a great balance between sport and comfort that

guarantee’s excitement .

With its 113 HP, 210 kg and the powerful torque of the Testastretta 11° engine,

this is the road-going sports bike to suit everybody: beautiful, fun, versatile.

Always at its ease, whether on the motorway or in city traffic, the SuperSport

allows anyone to indulge their sports instinct. Anywhere, at any time, in perfect

Ducati style. Guys we can’t tell you how much we enjoyed riding this bike – It’s

for everyone and it is gorgeous… bigger is not always better. From R169,000.

They unveiled the Desert Sled - a new incarnation of their

scrambler that we featured in our sister publication Dirt And

Trail Magazine.

Hopefully, they will get to ride it soon… this is the reincarnation of the

bikes ridden and modified by guys like Steve McQueen… Definitelly

more dirt oriented than it’s other scrambler siblings…

The name Desert Sled refers to standard motorcycles over 500 cc

that were modified by riders for use in the Californian desert with

knobbly tyres, reinforced suspensions, spoked wheels and engine

protection plates to protect the bike against the debris of impassable

desert roads. The Ducati Scrambler Desert Sled plays perfectly

on nostalgia, and expands the Ducati Scrambler family with a new

version dedicated to the more off-road lifestyle…

From R164,000.

Last month we featured Ducati’s new baby Monster the 797:

Enormous fun, with all the technological bells and whistles, Ducati

aims this one squarely at everyman.

The Monster 797 is a bike for those seeking carefree enjoyment,


whether in the city or out of town. The

design recalls the iconic bike of the 90s,

reinterpreted with a modern twist: the trellis

frame, a traditional Ducati trait, perfectly

marries with the muscular tank and rear

double-sided swingarm in cast aluminium,

lightweight and sporty, with side-mounted

shock. The seat, positioned just 805mm

from the ground, the wide handlebar

and wide steering angle ensure agility in

traffic and stability at high speed. Guys it’s

easy to understand why the monster has

become legend. Just look at it, a muscle

bike of some note! From R131,000.

The Ducati Scrambler Café Racer:

(Full test in this issue).

Ducati is well tuned in to what the

current retro trends are and they have

created a bike for custom aficionado’s

across the globe.

The typical Scrambler teardrop tank with

interchangeable panels is combined

with a new seat, specially designed

and equipped with a seat cover for the

passenger. The handlebars with mirrors

attached to the ends are typical of 60s

racing; the same goes for the Termignoni

exhaust with double silencer, the headlight

fairing, the side number holders and

the new Pirelli Diablo Rosso II with 17’’

aluminium wheels. The styling is a clear

reference to the style of the Rockers that in

those days sped through the streets of the

English capital… R164,000.

The Diavel Diesel: Ducati’s Cruiser

666, the number of these bikes

being built globally, each bike is

made unique by a plate on the frame

bearing its progressive number.

Love the look or not, the Diavel has always

been a head turner. This one is on its way.

Andrea Rosso Creative Director Of Diesel

Licenses; “It’s an important motorcycle

that reflects the hard rock side of Diesel’s

DNA. ‘Never Look Back’ engraved with

the two logos illustrates the meaning of

this partnership: a timeless motorcycle

distinguished by many unique elements

like brushed steel and visible welds

and rivets. Ducati Diavel and Diesel,

three words with six letters that form

a perfect number, 666, the number of

motorcycles in the world made by this new


A unique motorcycle. Well worth a look…


Sex on wheels - the Ducati

Superleggera: Only six bikes are

coming in to SA at a cool 1.250 mill

odd ZA Rands… the stuff that dreams

are made of.

This is the worlds first standard street

bike with carbon fibre frame, swinging

arm, subframe and wheels. The 1299

Superleggera is one of the greatest

expressions of engineering, technology

and performance ever put into mass

production by a motorcycle manufacturer.

Only 500 are being made globally, for a

lucky few Ducatistas.

The fairing, also made of carbon fibre,

is just the tip of the iceberg of a unique

project. Under the fairing hides the most

powerful version of the Superquadro. With

its 215 horsepower, the Desmodromic

engine on the 1299 Superleggera is

the most powerful twin-cylinder ever

produced, representing the best of Ducati


Man oh man! If you are one of the lucky

people who bought one, please get in

touch, we’d Love to do a local feature…


WIN a new Shark

Spartan Helmet!

Langston Motorsports are the official

importers of Shark helmets into SA, and

they have just released the new Spartan

range of helmets. To help launch the new

lid in SA, they are giving you the chance

to win a new Spartan Droze WBR lid.

To enter, simply go like the Langston

Motorsports SA Instagram page and

email your name and contact details to


Ricky Morais to Suzuki/

Kawasaki South in CPT

The legend motorcycle technician, Ricky

Morais, who has won many a SA title, has

now moved down to the Cape and will

be running the workshop for the Suzuki /

Kawasaki South dealership. Ricky will be

specializing in all your high performance

tuning needs, including Dyno work.

Ricky has and always will be a big part of

the RideFast family and we wish him and

Michelle all the best in their new venture.

For more info, call 021 761 0157.


All the news brought to you by

New Distributor Heralds Better

Availability of Complete Metzeler

Tyre Range in SA

In the high stakes motorcycle tyre world, one name has commanded

riders’ fierce loyalty for more than 120 years – Metzeler. Until now,

however, the German brand has not enjoyed the widespread availability

that local motorcyclists would prefer, but that’s all changing with the

awarding of the sole distribution rights for Metzeler to TiAuto Brands.

With immediate effect, TiAuto Brands, a division of TiAuto

Investments, is now the sole wholesaler and distributor of the

complete range of Metzeler motorcycle tyres in South Africa and

neighboring territories.

That’s a big deal for motorcyclists, because TiAuto Brands has

an extensive and established distribution network and decades of

proven performance as the sole Southern African distributor of a

number of big-name wheel, tyre and automotive battery brands.

This will translate into greater, more widespread and more immediate

availability of the full variety of Metzeler tyres, throughout the Southern

African motorcycle dealer network.

Metzeler was one of the first companies to make specialised motorcycle

tyres, back in 1892 when motorcycles were first being built. In fact,

the company is credited with playing a major role in tyre development

for not only the motorcycle, but also the bicycle and automotive

industries. Since 1978/79, however, Metzeler has focused exclusively

on motorcycle tyres – choosing to do one thing, and to do it well.

Metzeler remains at the very cutting-edge of motorcycle tyre

technology – leading the world with its superior quality, high

performance tyres. The complete Metzeler product range includes

race, road, scooter, adventure and off-road tyres.

For more information contact Steve Theron on 072 912 4658.

Or E-mail; stevet@timoto.co.za.

FREE Shark helmet with Fire It Up!

As part of Fire It Up’s commitment to supporting the

motorcycling community at every level, Fire It Up! have

launched a new promotion where they will be giving away a

new Shark Helmet valued at R3899 with every bike sold!

Fire It Up! are asking the recipients of these Shark helmets to

donate any used/old protective road gear, which will in turn be

donated to “No Livery No Delivery”, an initiative started by Mike

Lacey, who will then supply this gear to motorcycle delivery

riders who cannot afford protective safety gear.

Hundreds of delivery riders are injured or fatally wounded each

month while trying to earn a living for their families by delivering

goods and food to our homes. Fire It Up! are asking you to

help them by donating any old helmets, gloves, boots, jackets,

and rain suits etc. “We’ll gladly welcome anything you have

lying around that you no longer use that can help save a life”.

Motorcyclists don’t need to buy a motorcycle and get the

free Shark helmet to be part of this campaign, Fire it Up will

welcome any donations from all bikers wanting to help this

worthy cause to keep these riders safer on our roads.

These items can be delivered to Fire It Up! in Fourways where

they will be handed over to the No Livery No Delivery initiative

for distribution to the needy delivery riders.

For more information, call 011 4670737.

For Motorcycle sales call Berto on 079 494 2404 or James on

076 827 9676 or 011 4670737.

Selling a motorcycle call The Bike Buyers, James on 076 827

9676 or visit www.bikebuyers.co.za or james@fire-itup.co.za.

All the news brought to you by

Michelin Unveils New

Power RS Sport Tyre

Planning to change your sportbike tyres?

Michelin is introducing a new bike tyre model

and claims to be the new sport motorcycle road

tyre benchmark from now on, targeting the most

discerning riders and providing new levels of

traction and stability.

Michelin SA is introducing the newest tyre model to its high-performance

range in 2017. Named the Michelin Power RS, the new model was first

introduced at the Michelin Australian Motorcycle Grand Prix last year and

is said to combine high levels of dry-weather grip, agility, stability, and

superior handling performance to create the only tyre you will need.

The unearthly claimed performance comes from the fact that it uses new

rubber compounds, some of which are derived from racing, along with a

new tyre casing design. The Michelin Power RS stands out as the sport

motorcycle road tyre market’s new benchmark, according to a series of

tests carried out by Motorrad Test Centre in October 2016.

The rear tyre uses a patented construction which benefits from the all new

Michelin Adaptive Casing Technology (ACT+) which provides excellent

straight-line and cornering stability.

There will be 13 different sizes available, front and rear, covering a

broad range of motorcycles, from 300cc to liter

sportbikes so everyone can enjoy the said

enormous amounts of grip and stability.

We’ll have to wait to see how good they

perform under real road conditions when we

put them to the test soon. Until then, there’s

one thing we are sure about - they do look

the part thanks tot that interesting formmeets-function

tread design.

Visit www.autocyclecentre.co.za for full list of

dealers in SA.

GPT speed and laptimers

Trickbitz now have a great range of GPT digital

speedos and laptimers in for Ducati motorcycles.

The Speedo features a digital dash, display speed,

rpm bar graph, rpm, and liquid cooling temp.

Odometer, and resettable trip, speed alarm and

maintenance reminder, Gear indicator, alarm over

rpm, direction light and beam light.

Comes in complete kit with wiring and speed

sensor. Hall effect temp kit not included.

There is also some great

laptimer options

available for all your

racers out there.


HJC CL-SP in 3 and 4XL

Are you big headed? Then HJC has a helmet to fit you.

HJC has been designing & manufacturing high

quality protective helmets since the early 1950s. In

the 1990s HJC became the top American selling

motorcycle helmet - a position it has held ever

since. HJC’s focus remains on building helmets of

remarkably high quality, with extraordinarily generous

specifications and at unbelievably reasonable prices.

The HJC CL-SP (3XL and 4XL only) will be available in

store from July 2017, SRP R2999.00 Inc. Vat.

The HJC CL-SP Motorcycle Helmet is packed with

features Specifications include

• Advanced polycarbonate composite shell

• Channelled dual density EPS liner

• Superior fit for larger heads

• Extra-large EPS and shell size

• Removable and washable bio ceramic interior

• Groves to accommodate glasses

Available in Solid Gloss Black.

www.autocyclecentre.co.za for dealer listings.














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to you by

Will WorldSBK Introduce

a Spec-ECU?

Momentum for a technical shake-up in WorldSBK has increased, but

the manner to instigate that change is a big question. As such, the

Imola paddock was full of rumor and discussion about changes to the

technical regulations for 2018. across its world championships as it was

judged to be ‘no longer necessary’.

Momentum for a technical shake-up in

WorldSBK has increased, but the manner

to instigate that change is a big question.

As such, the Imola paddock was full of

rumor and discussion about changes to the

technical regulations for 2018.

With Kawasaki and Ducati having shared

all but four wins since the start of the 2015

season, there have been calls to grant other

manufacturers some avenues with which to

improve performance. Discussions between

the manufacturers took place once again in

Italy to lay down a framework for the future.

No answers were forthcoming but with

Yamaha and Honda having brought all-new

Superbikes to the series in the last year, and

struggled to compete with the front-runners,

it is clear that the winds of change may be in

the air.

For 2017, Aprilia increased its involvement

with the Milwaukee Aprilia bikes built and

prepared in Italy. The former title-winning

marque has thus far failed to live-up to

preseason expectations.

Spec-ECU for WorldSBK?

A unified electronics package with a standard

ECU (Electronic Control Unit) is one step

that is being discussed, but that is far from

a silver bullet with which to cure all ills in the

WorldSBK paddock.

The biggest reason for Kawasaki and Ducati

dominating proceedings is manpower and

resources. With more people in the garage,

and more resources spent on electronics and

overall bike development, they have proved

the class of the field.

Regulating that all bikes run the same

specification of electronics will close the gap

but not eliminate it.

That is one of the reasons why some teams,

such as the Ten Kate team, have called

for more drastic changes. Speaking over

the weekend Ronald ten Kate said, “The

ECU would be a start, but bringing in some

concessions similar to MotoGP would be a

better solution.”

Concessions Stand

While MotoGP has developed a unified

electronics system that is shared by all teams

on the grid, it has been the concessions

offered to manufacturers that has, arguably,

had the biggest influence on improving


These concessions range from having

unlimited testing, allowing engine

development mid-season, and in

the past providing a softer tire to

improve performance. These provisions

allowed manufacturers to short-cut their

development cycle, by making large

performance gains in a shorter time frame.

With Honda clearly struggling with a poor

bike and a lack of experience with it,

they desperately need track time to be able

to understand the all-new Fireblade and

make improvements.

With resources clearly lacking at MV Agusta,

the team has precious little to test, but

opening some of the restrictions on bikes

could help the Italian manufacturer. The team’s

rider, Leon Camier, crashed out of second

position in Imola last weekend, but knows the

struggle facing the team.

“Right now if you’re not on a green bike or a

red bike you’re not going to win,” said Camier.

“At the moment Yamaha, MV, Aprilia, BMW,

and Honda all have good riders, but at best

we’re really fighting for fifth or sixth position.”

“It would be great if we could see some help

to improve our performance, or open the

regulations somehow, to help make it be

more competitive at the front, because fans

at home want to see more bikes at the front.”

Herding Cats

To bring about such a change in the regulations

the manufacturers would have to be in

agreement. While Yamaha, Honda, BMW, and

Aprilia would be able to form a majority finding

agreement is another issue entirely.

The biggest stumbling block to that would

appear to be Kawasaki, which has said

consistently in the past that electronic

development is one of their key reasons for

racing in WorldSBK.

With electronic development restricted

in MotoGP the only series that allows

manufacturers to flex their mental muscles with

software development is WorldSBK.

It is one of the single-biggest reasons why

Kawasaki races in the championship and puts

huge resources into it. As a result, the Japanese

manufacturer is against the series bringing in a

unified electronics software package.

Ducati is also likely to oppose any motion

to restrict their performance, but the Italian

manufacturer will have a new bike on the

market in the next two years.

Their all-new V4 engined machine will

be their flagship bike once again and the

importance of WorldSBK as a marketing tool

will not be lost on Bologna as they make

the transition from twin-cylinder bike to the


Kawasaki is in a comparable situation to

Ducati, though there are key differences.

With no MotoGP team, and no desire to

race in prototype series, Kawasaki needs a

championship series that can showcase their


Equalizing Performance

While their feelings on the potential change

are not set in stone at the moment, both

manufacturers would be against restricting

their performance on track, but equally, there

is leverage against them in negotiations over

the regulations.

Fresh from dominating at Imola, Chaz

Davies said, “I’ve not heard much about any

changes to the regulations other than a few

questions, but in principle I would think that

the best approach isn’t to penalize Ducati or

Kawasaki for being successful, but rather to

help bring the other teams forward.”

“If that’s with granting them more testing,

more engines, or some different parts, then

that would be the best solution.” It would

also be the simplest solution for keeping all

manufacturers happy.

With seven manufacturers on the grid for

2017, and Suzuki likely to return in the

coming years, it is clear the value and

importance of WorldSBK holds for each


Keeping them all happy and competitive

in the series is an almost impossible goal,

but offering ways to improve their potential

certainly isn’t.

Racing improves the breed, and the brand,

but finding the best way to accelerate that

improvement now appears to be a key

challenge facing WorldSBK.


Pic by GP-Fever.de



Official MotoGP tyre supplier

MICHELIN Power SuperSport

MICHELIN Power Slick Evo

Available at your nearest dealer



to you by

McGuinness on the

mend but won’t

make this years TT

John McGuinness North West 200 Injury Update

While qualifying May 11 for the North

West 200, one of the world’s fastest

international road races held in

Northern Ireland and a precursor to

the Isle of Man TT, John McGunniness

suffered a nasty crash.

The 23-time Isle of Man TT winner

McGuinness broke his lower-left leg,

four vertebrae and three back ribs. He

was transported to the Royal Victoria

Hospital in Belfast, where he continues

undergoing various treatments to his

broken leg.

Unfortunately, McGuinness was forced

to miss the North West 200, where

he has claimed six race wins, and will

miss this year’s Isle of Man TT.

McGuinness released a statement the

following Wednesday from the hospital:

The Honda Racing CBR1000RR pilot

says: “I really am truly overwhelmed

with the amount of support and well

wishes that have been flooding in since

my accident at the North West 200

last Thursday. Both myself and the

wife (Becky) have received so much

support and I cannot thank the race

fans, industry people, the medical

teams and fellow racers enough;

all your messages do help pull me

through the dark hours.

“I’m still at the Royal Victoria Hospital

undergoing various treatments for my

leg injury; the fixator is still yet to be

fitted as they don’t want to run the

risk of infection, so at the moment it is


“I’m not going to lie, missing the TT

this year is going to hurt, but I will

be watching and keeping an eye on

everything! Good luck to all the lads

heading out there; if I am able to head

over then of course I will be there, but

at the moment everything is day-byday

and I just have to do what I can to

recover and get better. It’s going to be

a long road ahead, but I have a great

support network around me, so I have

to be patient and take each day as it


“Thank you again!”

Schuberth protects RedBull

Rookies Cup riders

SCHUBERTH supply all Red Bull MotoGP Rookies

Cup riders with individually styled helmets

For the second consecutive season, all riders in the Red Bull

MotoGP Rookies Cup will race with SCHUBERTH SR2 helmets

styled individually, using the young riders’ own designs. As

a special attraction, fans were able to vote for their favourite

design on the Facebook page SCHUBERTH Helmets.

Those who support up-and-coming new talent are actively

helping them to become future champions. That is why

SCHUBERTH has chosen to support all riders in the Red Bull

MotoGP Rookies Cup by exclusively supplying them with their

top racing helmet, the SR2. A breeding ground for prospective

professional racers, many successful competitors in the Moto3

and Moto2 world championships have scored their earliest

international race wins in the Red Bull MotoGP Rookies Cup.

Professionals know: you will only be able to fully focus on the

race and deliver your best performance if your helmet has an

absolutely perfect fit and feels completely comfortable. “The

SR2 was designed for the best riders in the world, and the

best new talent also needs perfect and safe equipment for their

rise to the top,” says SCHUBERTH CEO Jan-Christian Becker.

This season, all “Red Bull Rookies” are again entering the grids

with helmets that have been individually styled using the young

riders’ own ideas and conceptions.

The 25 cool designs have also been presented to the fans

in advance, giving them a chance to vote for their favourite

pattern on the Facebook page SCHUBERTH Helmets right

up until the first race of the season. The most popular colour

scheme turned out to be the one designed by 15-yearold

Meikon Kawakami. At the season’s first race, held

as part of the Spanish Grand Prix in Jerez, Jan-Christian

Becker presented the Japan-born Brazilian with his prize,

a SCHUBERTH R2 in Nemesis Yellow. In addition, a prize

draw for a second R2 was held among the participants of the

Facebook contest.


SHARK Spatan Helmet

Shark’s new Spartan has a paredback name, but the spec is

anything but basic. The shell is a combination of fibreglass and

carbon-fibre, which contributes to keeping weight down to a

claimed 1290g, which is competitive for this class of helmet.

Shark Spartan have concentrated on aerodynamics to aid rider

comfort and also reduce noise with a new feature called Shark

Skin which makes the visor mounting method as sleek as

possible to cut noise from disrupted wind flow to a minimum.

Twin spoilers at the rear of the shell also contribute to

settled aerodynamics and they have air extractors to help

drag warm air through from the inside of the helmet. The

Spartan’s practical aims as a road helmet are evident in the

presence of a drop down internal sun visor and a Pinlock

MaxVision anti-mist insert guarding against fogging on

the outer visor. The strap also fastens with an easy-use

microlock slide ratchet rather than double D-ring set-up

favoured on sportier helmets.

The new lid is available in Carbon and fibreglass versions, and

comes in an array of really cool graphics.

Be sure to check out the Langston Motorsports ad in this issue,

where you could win yourself a new Shark Spartan Droze lid.

www.langstonmotorsports.co.za - or visit your local dealer.

RST Pro Series Boots

One year and nine prototypes later, RST

has developed a boot that provides premium

protection at a great price: the RST Pro Series

Race Boot. Made of cow hide and microfiber, the

Pro Series boot is both comfortable and durable.

The shin plate, heel cockpit and ankle support are

made up of thermoplastic polyurethane (TPU) to provide

protection and support in the case of a crash. The sole of the

boot is made out of a compound that provides excellent grip

and is reinforced with a polycarbonate shank for extra support.

Additionally, the boot contains a TPU-backed zinc alloy toe slider

that is easy to replace. This boot is equipped with a zipper and a

Velcro closure to ensure the boot stays put during use. The inner

sole is moisture wicking and features a soft material with

anti-bacterial/anti-fungal properties.

Now available from Suzuki East. Price

R2499,99. Available in white

and black.


BRAD BINDER shirts & hoodies

We here at RideFast Magazine are proud to be the official

merchandiser to 2016 Moto3 World Champion Brad Binder.

We are now proud to present the new range of shirts and

hoodies. For 2017, we have released 2 new shirts styles -

Orange and black and the melange grey.

There are also two new hoody styles - Orange and black zip

up and melange grey and black pull over.

The new range is custom designed and made here in SA.

Shirts are selling at R400each while the grey/black pull over

hoody is R600each and the orange/black zip up is R650each.

To order your, email rob@ridefast.co.za or get down to

Ridgeway Racebar for the next MotoGP race, where we will

have the new merch on sale. New caps coming soon.


ready for a

Gun fight

It’s been a long time coming, but the new Honda

CBR1000RR and SP have finally arrived in SA, and

are ready to take on the big guns.

Words: Rob Portman Pics: Gerrit Erasmus


When you ask a racer, journo, or

owner what they thought of Honda’s

supersport bikes – the CBR1000RR and

CBR600RR – over the years, they would

usually come up with a similar response,

that they’re well-balanced, have a great

chassis, good brakes, a ‘conservative’

engine but please Honda, give the

superbike some electronics!

The first FireBlade creation was

back in 1992 - a 893cc, inline four, 16v

machine that pushed out a then, very

impressive 122hp, 88Nm of torque and

had a dry weight of 185kgs. Plenty of

new upgrades and changes happened

over the years, and in 2004 the biggest

change came, the CBR900RR was no

more and the seventh generation of the

Fireblade was born - the CBR1000RR.

The next big step came in 2008. Under

the concept “All the Best in Super Sport”,

the ninth-generation CBR1000RR was

designed to be No. 1 in rideability, design

and power, and for a long time it was.

But then all went very stagnant after that,

and the market got bored… Until now!

Twenty five years after the first

FireBlade model and Honda have now

released their latest expression, which

produces 189HP, 114Nm of torque and

weighs in at 196kg’s, and are hoping that

it will be just as successful as the previous

models, which to date, have sold over

470,000 units world wide. The new bikes

needed to be a complete new vision, and

provide riders with all the latest trends

available on modern day sporstbikes -

from MotoGP electronics package to big

power figures. But Honda have always

had both the experienced and novice

rider in mind when producing their big litre

bikes, and to date have got the mixture

just perfect. Experienced track riders and

racers were able to get the best out of the

CBR1000RR package on track, while road

and odd trackday riders could enjoy a very

well balanced, easy-to-use motorcycle

that was far from intimidating.

Honda were quite happy not making any

big changes to their CBR1000RR model,

as it worked and was a fan favourite. This

all changed in 2009 when BMW came out

with their S1000RR screamer. Since then

the sportsbike community have been on

Honda’s back to release a new model with

more ponies and an electronics package to


match their competitors, who had all made

the step up to compete against Zie Germans

(except for Suzuki who have also now only

come to the party).

But unlike the Europeans, the Japanese

are much more passive when it comes

to creating new machines. They don’t

push boundaries as much as the others

when it comes to their production bikes,

opting for reliability and ease-of-use rather

than the guns blazing approach. It’s a

philosophy that has worked for them up

till now but with the new model they had

to push boundaries a bit more if they were

to please the now very competitive and

demanding sportsbike buyer.

Enter the new generation Blade!

For 2017, their are 3 new CBR1000RR

options, but only 2 of them available in

SA - The base CBR1000RR and the more

racy CBR1000RR SP.

The Honda R&D team were torn between

making a race bike or a user-friendly

sportsbike. That’s why if your wallet lets

you, the SP variant is ready and waiting. But

don’t be fooled, the standard 2017 model

Blade isn’t made up of 90 percent new

parts for no reason. It’s a cleverly-disguised

race bike, thanks to Honda’s ability to

make a bike work for every skill level. So

how have they bridged the numbers gap

to the others? I say numbers gap because,

after all, the previous model was still good

enough to win various championships over

the years, but has battled to win over the

“Bigger is Better” SA buyer because of the

lack of electronics and HP.

Firstly, the engine has been revised

from the ground up with a saving of two

kilograms. That doesn’t sound like much,

but trust me, it was certainly noticed out

on the tough-to-tackle Redstar race track.

Importantly, peak power has increased by

11HP at 13,000rpm, while peak torque

is at 11,000rpm. We weren’t given the

rpm limit numbers, but I certainly hit the

rev limiter when I decided to test the

electronics. More on that later.









Terms & conditions apply. Valid while stocks last. Colours and models subject to availability. Pictures for illustrative purposes only


CBR1000RR & CBR1000RR SP

Honda Elite 125

Only R19,900.00

Honda XR125

Only R25,900.00

Honda XR150

Only R27,900.00

Trade-Ins welcome! Finance and insurance arranged in-house.

Honda XR190

Only R44,999.00

The engine breathes through a smaller

volume air-box and has two-millimetre

larger throttle bodies, while the new fairing

and air-intake creates a more efficient

airflow, helping to increase power. Another

major update on the engine is the clutch

assembly, as a total revision has seen the

slipper ramps changed and the basket

itself is brand new. The clutch lever action

now feels like a small capacity two-stroke

and is very light. But all you really need to

worry about is the horsepower, because

let’s face it, we are speed junkies and this

bike will give you your fix – it’s proper fast,

more than enough for most, although it’s

still not as fast as its competitors.

Total weight-saving on this bike is

massive, because on top of the 2kg lighter

engine, the rest of the rolling chassis

has had 13kg trimmed off its waist. The

new frame and swing-arm have not only

received updates to increase rigidity

with the extra power, but the pair play a

1.2kg part in the weight loss. Front brake

callipers are 150g lighter, holding onto a

more performance-driven set of pads that

stop the new lighter wheels.

Two other major weight saving

components are the ASIMO-inspired ABS

IMU (Inertia Measurement Unit) that is the

brains of the electronics package and the

new system is 3kg lighter than the old ABS

system. Finally, the exhaust is 2.8kg lighter.

I’m not usually a fan of the EU emissions

exhaust systems, but this one looks and

sounds like a ‘real’ one.

Honda are the last to have their flagship

sportsbike fitted with what’s expected on the

latest generation superbikes, being MotoGPderived

electronics. My reference to ASIMO

(Honda’s robot) is no joke, as the electronics

system on this bike was developed with

information gathered from the robot. Don’t

worry, the human element of riding the bike

is still very real, however it does give the rider

confidence to push the limits that little more.

The IMU gyro is the intelligence collector

and information provider that all the rider

assists work off. Torque Control (otherwise

known as traction control), ABS, Wheelie

Control, Rear Lift Control, Power Delivery

and Engine Brake Control all rely on the

IMU signals to function. The connection of

the right hand to the engine is no longer

done via a cable either, because the 2017

CBR1000RR is Honda’s first inline four

production bike to be fully ‘Throttle by Wire’

(TBW) driven. My first experiences with this

type of system were one of detachment

and not feeling like a real twist grip, but

in this case, there has been some time

invested into making it feel like a normal

cable-operated system – keeping the

human element alive and arm-pump real!


I must say, the missing link in the whole

electronics package is the standard fitment

of a quick-shifter, which is not available

on the base RR but is on the SP version.

It’s not that they haven’t produced one,

it’s just an upgrade accessory rather than

being standard fitment (priced at R12,000).

The rider assist package

has extensive adjustment

options. Modes 1, 2, and

3 are pre-set factory

settings, while you

can customise and

store two additional

modes – 4 and 5 – to suit your

preference. You can change

modes on the fly with a flick the

finger on the left switch-block,

however this must be done with

a fully-closed throttle, otherwise it

won’t change. The digital display

looks very racy, MotoGP like and

is very easy to read, so you’ll have

no problems seeing what mode

you’re in.

Changing the modes will vary

the Power Output, Torque Control

and Engine Brake settings. It looks very

intimidating at first but it only takes a

couple of minutes of playing with

then it’s a pretty simple system to

navigate and understand. Mode 1

is least intervention and Mode 3

is most in the pre-set options.

With all of the above

information, I know you all just

want to know how it feels on the

race track, because well, let’s face

it lap-times are a pretty important

part of sportsbike bragging rights.

Track time

The SA launch of the new Fireblade

took place at Redstar Raceway, and

we had both new models available to test -

The CBR1000RR and the CBR1000RR SP.

I decided to take the RR out on track first,

saving the more racy SP version for later

when the track conditions were a bit warmer.

The RR model comes standard with more

road focussed Bridgestone S21 tyres, while

the SP comes with the very grippy more

track orientated Pirelli Diablo Corsa’s.

Rolling out of the pit box, the first thing

I noticed was how much smaller the bike

feels compared to the older Fireblade.

The bike is physically small and narrow

and I love the position of the handle bars,

nice and wide. The connection from the

‘TBW’ to the engine is consistent, no lag

and it feels like a cable is still opening the



Having set Mode 3 with the most

amount of EB (engine braking), TC on

lowest setting and power on the highest

setting, I was eager to find out how well

it works, especially considering I was on

more road based tyres. That was the plan

anyway. By the exit of turn 4 I had already

forgotten that and opened the throttle

earlier than a non-scrubbed tyre would like,

there was a small amount of movement

sideways in the rear-end, before the TC

caught it and pulled power out. I stood the

bike up and thanked ASIMO…

Once the tyres generated a bit of heat I

was able to understand and feel what the

bike was like. My first impression is that

it felt a bit flat at the bottom, but I could

feel it was down to very tall gearing. The

gear ratios felt very long, more adapted to

the road so I had to use 1st and 2nd gear

for most of the turns. Above 6,000rpm

is where the bike really comes alive. A

power band effect kicks in and you hear

and feel the exhaust valve open releasing

all she’s got. Definately not as potent as

it’s competitors in the power department,

but Honda’s philosophy has always been

less power means more control, and

that’s once again apparent on this new

model. The power and torque available is

so easy to handle and enjoy out on track,

even more so now that it has a superb

electronics package. Honda’s “less is

more” approach is once again a highlight,

although it might not be apprciated

by potential buyers who are going to

want more, even if they can’t handle it.

Riders who are true and comfortable

with their riding abilities will thrive off the

CBR1000RR’s capabilities. Although the

first thing I would do if I had to buy one

and wanted to use more on track is go

one tooth down on the front sprocket.

That will give it more punch out of the

turns without having to spend a fortune of

a flash tune or other go fast parts.

The 15kg lighter bike feels amazing on

track. The handling of the bike was simply

‘Honda’, being very well balanced and

easy to change direction, most notably

through the tough dog bones section.

As I raised the pace, so too did the old

inner-racer and the RR was helping me

relive my old glory days and I felt like a true

racer once again. I was amazed with the

grip levels the Bridgestone S21 tyres were

giving me. They complimented the bikes

handling to a tee and I really was getting

the best out of the bike.

By the end of this session I completely

trusted the electronics system and was

becoming heavy with my right hand, that

pesky racer wanted to know what the laptimes

were. Old habits die hard, so I set

the dash to display the lap-timer.

The third run was when I really

appreciated the IMU-driven ABS and Rear

Lift Control. Braking hard for turn four,

usually the front-end dives significantly and

puts a lot of force on the rider’s upper-body,

but the lift control cleverly adjust the brake

bias to flatten the bike out, without making

you run on or deep into the corner. It really

is a fantastic and a great safety feature.


I was also now starting to test the TC

on the slower turns. I had already become

comfortable with the amount in which it

allows the bike to step out and spin while

still building speed and staying on line

through the faster turns, so it was time

to get greedy in second gear. I also must

say at this stage, the tyres were a bit sick

of me treating them poorly, so exiting

turn four with my knee still on the ground

I twisted to the stop… naturally, the rear

shock was deep in the stroke and the TC

was already being told by the rear tyre to

let the front catch up.

A normal person might have stood the

bike upright and let it do that, but I was

here to test the bike, right? So I kept my

hand south and maintained more lean

angle, before finally the tyre stepped out.

By this stage I couldn’t let the throttle

off – it would have been big! – so I stood

the bike up, the system caught back up

and pulled a wheelie off towards turn five.

I was going to come in that lap, but had

to go around one more time to check the

blackie. It was solid.

A testament to how good not only

the electronics package is, but also the

standard Showa Suspension, which

we had not touched so was in off-theshowroom-floor


This made me even more keen to swing

my leg over the SP model, so after a good

first 30minute session out on the RR, it

was time to test the SP.

The SP took the track experience to

another level. While the RR was more than

good enough, the SP just made life that

bit easier and faster. The Ohlins electronic

suspension is the best I have ever tested,

and set in track mode and combined with

the added quick-shifter and sticky Pirelli

track tyres, made very easy work of the

RSR track.

The bike felt that bit more solid,

especially over the bumps under hard

braking, the electronic suspension would

soak them up in a split second settling the

bike up perfectly to attach the turns a bit

more than on the RR.

The SP come standard with a Honda

quick-shifter, which also has autoblip

fitted. As you would expect, its

exceptional, I would go as far as saying

one of if not the best in the business. With

a crisp, clean up-shift and clutch-less

back-shifting with the auto-blip, it made

me feel like I was on a current grant prix

bike. Well actually, the whole electronics

package is the same that comes fitted

to the RC213V-S, so really, it is your very

own MotoGP bike aside from the fact that

you’ve not spent R1M-plus. If you do get


yourself a new Fireblade RR,

the first change you should

make is to add the speedshifter,

as it makes the bike

even better, especially if you

plan to do more track than

road riding.


I found myself quietly

chuckling at every turn,

enjoying every moment on the

new RR and SP. I explored

the full capability of all the

rider assist Honda had given

their new Blade and it made

me feel like a racer again. It’s

a “Wolf in sheeps clothing” in

the true sense of the phrase.

It feels like a super sport

600 machine but has the

anger you would want from

a modern litre beast. The

electronics package is simply

amazing, and one that even

Iron man would be proud of.

Yes, it’s not as fast as the

others, but what it lacks in

power it makes up in and out

of the turns. It enters, holds

the apex, and exits the turns

better than most and Honda’s

“Total Control” tag line could

not be more suited to the

new models. The control and

connection to the bike while at

speed is amazing, a race bike

‘conservatively’ built to be a

road bike. Well done Honda,

well done indeed.

Honda’s latest CBR1000RR

Fireblade is now in dealerships

at a retail price of R240,000,

available in Matte Ballistic

Black Metallic and Victory

Red. The SP will retail at

R300,000 and is only available

in the HRC Tri-colour.

SPECS: CBR1000RR Capacity: 999cc Liquid-cooled 4-stroke

16-valve DOHC Inline-4 Power: 189hp @ 13,000rpm

Torque: 114Nm @ 11,000rpm Wet weight: 196kg

Seat height: 832mm Fuel capacity: 16L Price: R240,000

Detailed specs: www.honda.co.uk


The handling was the first

thing that I noticed when

turing into corners on RSR,

it holds the line so well and

gives you the feeling that you

can do so much more with the

bike than you could do with

the previous model.

The Honda throttle-bywire

is awesome, it feels like

it is still driven by cable. I felt

that when wheeling you can

control the throttle. It’s the first

throttle-by-wire that gives you

such good feed back.

The brakes are awesome

with the Engine braking you

can get on the brakes so much

later. When trail braking, at no

point did it feel like I was going

to wash the front end. The bike

is comfortable and smooth,

even a beginner can ride the

bike without worrying that it is a

big 1000 and too strong.

The SP’s electronic

suspension is so well made

that I had to keep reminding

myself that it has a electronic

suspension. The quick-shifter

and auto-blip is good, but

not the best. I felt that the

ZX10RR’s is better set up.

The traction control allows

you to have fun, but when

the back starts to step out

it corrects it before you can

even notice. What I enjoyed

about the traction control was

that it allows you to power

wheelie without it taking away

all the fun.

Both bikes are not the

fastest or strongest, however

it’s the best handling Jap bike

I’ve tested.

So if you into taking corners

like we are there is no better

bike, I would say definitely put

a pipe on the bikes though.

My overall view; the styling

I think is one of the best

looking bikes to have come

out recently, handling is the

best, power could do with

more, electronics are easy to

use and well set up. Its a very

tame killer bike!!!!

SPECS: CBR1000RR SP Capacity: 999cc Liquid-cooled 4-stroke

16-valve DOHC Inline-4 Power: 189hp @ 13,000rpm

Torque: 116Nm @ 11,000rpm Wet weight: 195kg

Suspension Front: Telescopic inverted fork with an inner tube diameter

of 43mm, and a NIX30 Smart-EC (OHLINS) Front Fork with preload,

compression and rebound adjustments, 120mm stroke

Suspension Rear: Unit Pro-Link with gas-charged TTX36 Smart-EC

(Öhlins) damper featuring preload and compression and rebound damping

adjustment, 60mm stroke Seat height: 820mm Fuel capacity: 16L

Price: R300,000 Detailed specs: www.honda.co.uk



They say familiarity either breeds contempt

or comfort. The new Honda CBR 1000 is

like a surprise visit from an old girlfriend.

In your mind you presume that time apart

from you would render her useless, fat and

undesirable. But lo and behold she appears

before you slicker, sexier and stronger.

The 2017 Honda has been evasively

bland since its last major update in 2008.

The 2008 blade had brief cosmetic

upgrades in late 2011 but the reliably honest

power plant had remained unchanged.

I had used my 2011 as a daily commuter,

braving the incessant chatter of selfish

drivers from Pretoria to Johannesburg every

day. Nothing new there.

I racked up about 50000 odd

kilometers on my Blade and apart from a

slight increase in oil consumption, the bike

was problem free.

That was always the prudent advantage

of Honda, they are a brand built on

integrity and consistency.

The 2008 to 2012 Bike did everything

well but nothing exceptionally. It was a

work horse of stability and efficiency.

It was comfortable, precise and soaked

up the bumpy roads with stoic indifference.

The new Blade is prettier, skinnier and

slicker. I am wistfully hoping to ride it for

longer than a few hours but my initial

impressions has the bike as a winner.

The statement might seem

presumptuous considering the current

competition and my proclamation is based

on the precedents of the past.

The SP has all the creature comforts

of new bikes with the precise build quality

that Honda is synonymous with.

Everything has become automated,

no surprises there and the SP is fitted

with electronic Ohlin’s, which are probably

worth their weight in old on our current

roads. It’s almost been a year and the DA

has still not fixed those elusive potholes…

The auto blip or up/down quick shifter is

flawlessly smooth and like the returning ex,

everything on the new bike feels familiar.

The one item that irked me was the lack

of low down torque. That was the shining

quality of the old Blades. Whichever gear,

all you had to do was grab a handful and

the bike would faithfully lurch forward.

Apart from the RR, all the new bikes

have this annoying quality, nothing a cheap

sprocket change cannot fix, but finding

stock might catch you off guard.

This was a quick and dirty review, we

will be back…


2017 HONDA CBR1000RR




Now available at your nearest dealer.

016 065-0322

RF Garage


Changing your oil

There Really Are Ways to Screw Up an Oil Change

Odds are you’ve changed your own

oil. It’s one of the easiest jobs to do on

most motorcycles, and it rewards you

with a happy engine and a feeling of

accomplishment. Plus, if you don’t break

anything, you might save a buck. Here are

a few things we keep in mind when doing

an oil change.

• Start clean, stay clean, end clean.

Have rags or paper towels on hand before

you start the job. Clean up the area around

the bike so if there’s a spill it doesn’t end

up on your riding boots, a set of new tires

in the corner, or the dog. Wear latex or

nitrile gloves to keep the used oil from

getting on your skin and so you can

quickly strip them off to answer the phone

or nature’s call without having to wash

your hands first.

• Have everything you need on hand

before you start. That includes the correct

oil filter, filter wrench, enough oil, and the

proper tools for bodywork removal, if


• Buy the proper oil filter. It’s hard to

go wrong with original-equipment filters,

though there are excellent aftermarket

options available as well. We’re partial to

Hiflo Oil Filters. Be wary of using a filter

intended for another bike. It might actually

fit but could have a different relief-valve

spec, drainback valve setup, or other

variances from the intended part. If you

intend to use OE-style filters, buy the

proper end-cap wrench; it’s much better

than a huge pair of pliers.

• Get a drain tank. Pouring used oil

from an open drain pan into a container for

transport to a recycling center is messy.

Instead of a pan use a flat drain tank. It’s

the same size as a drain pan, but it has

a shallow, bowl-shaped top, a hole in the

middle with a screw cap, and a capped

spout on one end for easy pouring.

Clean the pan before you begin so it’s

easier to spot any debris.

• Take your time with the bodywork.

Today’s plastic-clad bikes often need their

bodywork to be removed for full access

to the drain plug and oil filter. Read your

service manual, and take care the first time

you do it. Keep track of how the tabs fit

together, and be careful not to lose any of

those infernal plastic retaining clips or pins.

• Assess the engine to see if you have

any existing leaks. Then, start the bike and

make sure it’s thoroughly warm before

draining the used oil. This is to ensure the

contaminants are in suspension and not

snoozing in the bottom of the oil pan.

• Be on the lookout for previously

botched work. When you remove the oildrain

plug, it should be hard to get started

but turn freely and smoothly the rest of

the way. If it doesn’t, the threads on the

plug or in the cases could be damaged.

Look at the old crush washer (gasket),

The proper oil-filter wrench is

a necessity. Nitrile gloves make

cleaning up a cinch.

We highly recommend Hiflo oil filters. Not only

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Replace the crush washer, and

always use a torque wrench to

tighten the drain plug.


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and carefully inspect any plug with an

integrated magnet. Slivers of ferrous metal

larger than a pencil tip should be cause for

further investigation.

• Watch the oil come out. Black oil

isn’t a problem—it gets dark by trapping

contaminants, so that means it’s working—

but milky, lumpy, or otherwise odd-looking

or odd-smelling oil could indicate other


• Use a torque wrench. The drain

plug is a prime candidate for over- and

under-torquing. Too loose and you’ll invite

leaks. Too tight and you run the chance of

stripping the threads. You can bet the case

will give way before the plug too.

• Use new gaskets, washers, and

O-rings. A typical drain-plug gasket costs

around R10. If you’ve somehow forgotten

to get one (ahem), at least flip the old one

over—assuming it’s a symmetrical gasket,

and not all are—and inspect it carefully

before reusing. A crush washer is cheap.

• Be keenly aware of how much oil

your bike really needs. The notation on the

side case by the oil window is for a dry

engine. For wet-sump engines, fill to the

middle of the oil window or dipstick then

run it for two to three minutes to fill the

filter and check for leaks. Let the engine

sit for a few minutes and check the level

again. Add until it’s at the upper limit but

not above. Dry-sump engines—those with

a separate oil reservoir—should have the

recommended procedure followed exactly,

unless you really like chasing oil levels or

risking over-filling.

• Reinstall the bodywork and take a

moment as you clean up to double-check

your work. Use a flashlight to look around

the engine for leaks or other trouble. It’s

worth the little extra time this takes.

Quick Facts: Before you even start changing your oil, find a place to recycle

the old oil and the used filter when you’re finished with the job. Most

automotive repair shops, big chain-store automotive centers, and community

recycling centers take used oil. Find out what kind of container they want

it in—glass is a no-go; plastic containers with secure screw-on caps are

preferred—and don’t forget to bring the used filter in a sealed zip-lock bag.

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It was more sad news that schocked the motorcycle world. The untimely

passing of Nicky Hayden affected motorcycle fans around the world. Steve

English shares somes memories of this amazing motorcycle racer and one

of life’s true gentlemen. Words: Steve English

I have always been a fan of

racing, and from my earliest

memories all I can remember is

watching racing and loving it.

From when I started watching

motorcycle racing, I was drawn

towards flat track racers from

the United States.

Perhaps, it was because the

risks they take are so similar to

road racing in Ireland, or just their

style on a bike. There was always

an attraction for me towards flat

trackers, and as a child the riders

I admired were Americans who

grew up on the dirt.

Whether it was hearing

stories of Kenny Roberts and

Freddie Spencer, or watching

Wayne Rainey and Kevin

Schwantz, the Americans held a

certain mystique for me.

Nicky Hayden was the next

of that lineage and coming into

MotoGP as a 21-year-old rookie

— as well as being paired with

Valentino Rossi, no less — I

couldn’t help but root for the


Having been to Laguna Seca,

to see Nicky pick up a MotoGP

win, I was firmly a fan of his by

the time he claimed his MotoGP

title in 2006. Like so many

others around the world, it was

impossible not to like the rider

and the man.

Over the last five years, I

have been lucky to be able to

turn a passion into a career

and work within the MotoGP

and WorldSBK paddocks. They

say you should never meet

your heroes, but in the most

cases the riders are humble and

friendly. Nicky was no exception.

From the first time of meeting

him, I’ve always found Nicky to


e friendly, helpful, and always willing to

give a good quote!

I have been lucky to call Nicky a friend

over the last couple of years, and he has

always been exactly what everyone says:

one of life’s true gentlemen.

Family and friendship were always key

tenets of Nicky’s life, and it was very rare

that a weekend didn’t pass without some

sort of an update on how his family was

faring in Kentucky.

Updates from Owensboro were sometimes

more than the usual, too. At one round, I

asked Nicky if he’d managed to watch the

MotoAmerica race from that weekend and he

had – although not conventionally.

“Kinda? You know I couldn’t watch it

online, and usually I’ll Facetime with my

dad, so we can watch it together if I’m

away. But for this race, I had to get him

just to hold the phone to the screen!”

When Nicky claimed his first WorldSBK

victory at Sepang last year, and we were

getting ready for the post race interviews,

his first thought wasn’t about the relief of

finally winning a race once again – it was

about his dad, Earl.

“He’s been going through a rough time

lately, and I’m so glad that I was able to

win this race for him.”

For the rest of his family — his mother

Rose, brothers Tommy and Rodger, sisters

Jenny and Kathleen — it was always clear

how close the family ties were.

With fiancée Jackie at his side, it was also

clear that the future was as bright for Nicky

off the track, as it had been on the track.

Nicky said that “family is either by

blood or by loyalty”, and with Nick Sannen

having been a constant companion over

the years, it was always clear just how

much that support meant to him.

Humility is not a word often used with

world champions, but Nicky always had it in

spades. Upon being told that he was to be

made a MotoGP Legend upon retiring from

the series in 2015, he turned to me and

said, “I ain’t no legend…but I’m not foolish

enough to turn it down when it’s offered!”

He may not have felt that he left as big

a mark as some other riders in the series

but his mark on the sport was massive.

That mark was left predominantly by

hard work and love of the sport. Nicky’s

work ethic has always been renowned as

his calling card.

That was no different once he moved

to WorldSBK, but it did take some by

surprise. Speaking to Nicky after his first

test for the Ten Kate squad he quipped

that the team were going to need to get

used to his work ethic.

“It’s going to take some time for the

team to get used to me I think…I’m pretty

intense about racing and when the track is

open we have to be ready to work.”

If that meant the team would need to

scrap a lunch break during a test, that

was a sacrifice that Nicky demanded from

them. If the light at the end of the pit lane

was green, you better believe he was in

the garage waiting to go out on track.












BIKING BRAKPAN 011 744 4660

CAYENNE 011 462 4390


CYTECH 011 433 8850

EMD 012 667 1041


FACTORY RACING 011 867 0092

FULL THROTTLE 011 452 2397

FAST BIKES 015 297 8601



GAME SERVICES 011 425 1084

GPS 4 AFRICA 082 412 9359

HOLESHOT 011 826 5163

JUST BIKE TYRE 012 661 3582

KATAY RACING 011 475 9274

KCR 011 795 5545

LINEX YAMAHA 011 251 4000

MOTOMATE 011 234 5274

MOTOS KTM 018 468 8108

MOTONETIX 011 805 5200

NICK CYCLES 011 395 2553

NS 2 STROKE 011 849 8495

OFF ROAD CYCLES 012 333 6443

POWERSPORT 011 894 2111

PUZEY 011 795 4122


RAD KTM 011 608 3006

RACEWORX KTM 011 027 8762

RUSSEL CAMPBELL 011 452 0504


That was clear at the winter tests at Jerez last

November, when a light drizzle had brought a stop to

running, and Nicky was seen getting more and more

frustrated by not going out on track. When quizzed about

this he said, “If it’s wet during practice at Phillip Island do

you think I’ll be sitting in the box?”

The one time that you could guarantee seeing him in

the box though was at the end of the day. Regularly you’d

see Nicky sitting at the back of the Ten Kate garage, well

after the sunset, working his way through session videos

to pick up on anything that he had missed.

In fact when he first joined the WorldSBK paddock,

this had become a bone of contention to some, with

Hayden requesting session videos, and in the opening

rounds of last year he had plenty of running battles trying

to get session videos as quickly as possible to watch

Friday practice.

When asked about his working routine Nicky said, “I’ve

always been like that to be honest. I love racing, and I’ve

got the best job in the world. I’ll work as hard as possible

to make sure that we get the results that we want.”

Getting those results was always the goal for Nicky

and after his last race in Imola, where he was only able to

finish 12th, finding improvement was once again the goal.

The frustration of this year had been growing and in

recent rounds it was clear that this was starting to really

grind on him. Speaking after, he was once again focused

on finding improvements and moving the team forward

and getting back to the front of the field.

Nicky was one of motorcycle racing’s great

ambassadors, who gave so much to the sport. At this

time, the entire sport holds his family and friends in

their thoughts. Godspeed #69, and thanks for all the





RF magazine play.indd 1006

2014/12/27 8:44 AM

2017 Aprilia


17 Fast Facts

For 2017, Aprilia has revised its RSV4,

offering the RR ABS (base) and RF

ABS (upgrade). The boys from Noale,

Italy, launched the bike at one of

my favorite tracks—Circuit of the

Americas in Austin.

Words: Ron Lieback (UltimateMotorcycling.com)

Words: Andrew Wheeler and Michael Brock

The 20-turn, 3.4-mile monster of a circuit was the

perfect proving grounds for the 2017 Aprilia RSV4

RR and RF, which I rode back-to-back at the track

fresh off the Grand Prix of the Americas. This is by far

the best RSV4 ever built, with serious gobs of moto

technology and comfort.

• The differences between the RR ABS and the

RF ABS are suspension, wheels, and graphics. The

high-end RF gets Öhlins suspension, forged wheels,

and gorgeous Superpole graphics. On the RR, you’ll

find Sachs suspension and cast aluminum wheels,

plus Grigio Bucine and Nero Ascari graphics. That’s

it; all else, including the full electronic suite, is exactly

the same on both models.

• The RF’s upgraded suspension and wheels are

noticeable when riding the RR and RF models backto-back.

The RF was quicker to flight through the

tight transitions from right-left-right at COTA’s esses

(turns 3-6). Surprisingly, I preferred the base-model’s

Sachs suspension, which was more than sufficient for

my caliber of riding.

• The RSV4’s 65-degree, 999.6cc V4 powerplant

returns with 201 horsepower and 84.8 ft/lbs of

torque, but is heavily revised to reduce friction, which

helps free revving. Romano Albesiano, Aprilia Racing

Technical Manager, said the 2017 RSV4 engine

has lighter pistons, revised connecting rods, and a

tweaked ECU brings redline to 13,000 rpm—300

over the 2016’s V4.



• The V4’s power delivery is completely

linear across the rev range. This allowed

me to short shift in the tighter sections at

COTA, keeping the bike one-gear higher

and relying on powerful mid-range for

smooth power delivery.

• The 2017 Aprilia RSV4 arrives with

three rider modes that are all customizable:

Sport, Race and Track. My preferred mode

was Race over Track at COTA. The Track

mode is too abrupt for my liking because I

like to short shift the V4 due to the endless

mid-range power.

• The RSV4’s eight-level traction control

system is adjustable on the fly, including

off. There are two toggle switches on the

left control that are easily reached. I was

able to quickly increase traction control,

even with a knee down at around 130

mph on COTA’s double-apex turns 13-14.

I rode with level one for the majority of the

day, which provides some slight sliding if

needed. I began on Level 4 with new and

cold Pirelli Diablo Supercorsa SP tyres

(200/55 out back!), and did not encounter

one rear wheel slip, even while trying to

back it into turn one.

• Wheelie control at level 1 of 3 helped

keep the RSV4 grounded on the longest

straight in MotoGP. This provided speeds

well over 175 mph all day.

• The 2017 Aprilia RSV4’s quick

shifter now has clutchless downshifts.

Both downshifts and upshifts engaged

smoothly, even into first gear. At COTA, I

thought I had an issue with it not working

downshifting to second from 180 mph on

the back straight. However, I had forgotten

that you can’t keep your foot resting on

the shifter lever; it needs to reset itself,

which takes a fraction of a second.

• With Brembo M50 four-piston calipers

squeezing 330mm discs up front, braking

was never an issue. The adjustable lever

has an easy pull, and allowed for easy

one-finger trail braking.

• During my final session on the RSV4

RF, I tested the cornering ABS on the tight

turn 11 that dumps you onto the back

straight. It’s damn magical how it brought

me to a stop with ease, which will help

keep some bikes intact during emergency

stopping situations on the street.

• The RSV4’s ergonomics are perfect

for my nearly six-foot frame. For the first

time at the track, I experienced zero

cramping, and my damaged left knee

could have gone another eight sessions. It

has comfort similar to turn of the century

sportbikes, and didn’t tyre me out like I

would on my Ducati 1198. The fairings and

the windscreen also keep the body well

protected from wind.

• The new opulent exhaust is Euro 4

compliant, but somehow the sound got

better and louder. This thing screamed


Aleix Espargaro - 2017 MotoGP

Aprilia Racing Team Gresini









WAS R225,999


FROM R3899 P.M*



WAS R259,999


FROM R4299 P.M*

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like a World Superbike on COTA’s front

straight while the noise reflected off the

grandstands and pit garages—something

Euro 4 exhausts usually don’t do.

• The new TFT dash displays the data

you need and it is easy to read, even

while in direct sunlight. The new dash also

features rider data such as a roll gauge

(how much throttle or brake being used

from 0-100 points).

• The 2017 Aprilia RSV4 has a

multimedia platform (V4-MP) that connects

with your smartphone via Bluetooth. In

short, this allows the use of a headset and

voice commands to change riding aids like

the traction control.

• The RSV4 arrives with a Pit Limiter,

Launch Control and cruise control, which

are all value adds. The pit limiter was set at

60 km/h, and it felt very racer-like having it

on before getting onto the track. I have no

use for launch control, though it’d be killer

for racing. As for cruise control, it’s always

a welcome addition, and still fairly unusual

on sport bikes.

• At R264,999, the 2017 Aprilia RSV4

RR ABS is the great value compared to the

R319,999 RF ABS. If I were purely racing,

I’d go with the latter. However, the RR

is more than enough bike for us mortals

(read: not professional racers), though the

Superpole graphics would be sorely missed.

• There is only one fault I have found

with the new Aprilia RSV4 RR and RF

superbikes—I don’t have one in my

garage yet.

The new RSV4 models will be arriving

in SA end of July. For more info contact

Cayenne on 011 244 1900.


Capacity: V-4 cylinder, 4-stroke, liquid cooled

Power: 201hp @ 13,000rpm

Torque: 115Nm @ 10,500rpm

Wet weight: 204kg

Seat height: 838mm

Fuel capacity: 18.5L

Price: R264,999 (RR) R319,999 (RF)

Detailed specs: www.aprilia.com


Race Proven Technology

As used by Brad Binder and RedBull KTM MotoGP


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horizons. So that nothing spoils the enjoyment of getting away from things, MOTOREX has

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2017 Aprilia

Tuono V4 RR

& factory

16 Fast Facts

Every year the war intensifies

between European open-class upright

sport motorcycles. The major battle

currently includes some gorgeous

nakeds, including the KTM 1290

Super Duke R, the BMW S 1000 R,

the Ducati Monster 1200 S, Triumph

Speed Triple R, and the Aprilia Tuono

V4 1100. To remain competitive in

this space, the OEMs are forced to

continually update their upright


Words: Ron Lieback (UltimateMotorcycling.com)

Words: Andrew Wheeler and Michael Brock

Just like the RSV4’s, I headed out Austin’s

mammoth Formula One track, Circuit of the Americas

(COTA), to test the new Tuonos from Aprilia. Here are

the essential Fast Facts from my ride.

• For 2017, the Aprilia Tuono V4 1100 is available

in the standard RR ABS and the Factory ABS edition.

The Factory gets upgraded suspension, tyres and

graphics. Both were updated with cornering ABS,

a quick shifter with clutchless downshifting, cruise

control, and a TFT display.

• The main difference between the 2017 Aprilia

Tuono V4 1100 Factory and RR models is the

Factory’s Öhlins suspension, and you can tell the

difference immediately. The Factory, which also arrives

with the stylish Superpole graphics, provided more

chassis feedback while lapping COTA, especially

during the quick transitions at turns 3-6, and also the



tight corners heading onto the track’s two

long straights. The RR’s Sachs suspension

still provides a planted feeling, but it can’t

compare to the Factory’s Öhlins setup.

• Besides suspension and graphics,

the other major difference is the tyres. The

Factory arrives with the super-sticky Pirelli

Diablo Supercorsa tyres—the same that

arrive on the RSV4 models—with a 200/55

out back. The RR gets Pirelli Diablo Rosso

III tyres with a smaller, but still massive,

190/55 out back. The Supercorsa tyres

were obviously the preferred choice due

to traction at COTA, and provided endless

traction at serious lean. As expected, the

RR’s Diablo Rossi III were super greasy after

a day of thrashing them, which assisted in

testing the traction control settings.

• Just like the RSV4, the 2017 Aprilia

Tuonos arrive with an eight-level traction

control system that is adjustable while

riding via easy-to-reach toggle switches

(one for thumb, other for index finger)

on the left control. While piloting the RR

on worn and slippery tyres, I was able

to easily turn up the TC to reduce tyre

slippage, even at full lean angle on COTA’s

longer turns. There’s no need to close the

throttle; just click it through until you find

the desired setting, including off. Due to

the difference in tyres, my preferred setting

while at pace was level 4 on the RR, and

the less-intrusive level 1 on the Factory.

• Traction control was always shut off

before COTA’s two straights because the

Tuonos are too much fun on one wheel.

Tuono translates to thunder from Italian to

English, but in my head it means wheelie

machine. For those who don’t like to

wheelie, the Tuono also arrives with a

three-level wheelie control rider aid, which

is also switchable on the fly (including off).

• The 1077cc 65-degree V4’s 173

horsepower and 121Nm of torque is

more than enough for the Tuono on the

racetrack, even a longer one like the

3.4-mile COTA. The engine was mildly

massaged with DLC surface treatments

on the piston pins and honing treatment

on the connecting rod surfaces, helping

to ease revving. It also receives a new

ECU that allows the engine to rev 500 rpm

higher that before, for a new redline of

13,000. This engine feels as strong as the


RSV4 throughout the mid range, and only

lacks the top-end pull of the superbike.

• The Tuono nakeds arrive with a

EURO 4 exhaust that somehow retains the

aggressive throaty nature of the V4. They

only reason to change this exhaust would

be for lighter weight; the noise from the

stock can is pure enjoyment, and helps

produce more than enough power for any

type of spirited riding situation.

• The Tuono’s Cornering ABS is

magical. I experimented with heavy braking

while at serious lean angle at COTA’s turn

one, and the bike never felt like it was slip

out from under me. The three-level ABS

system was happiest in level 1 at the track,

which provided no feel of integration.

• The new Tuono gets a quickshifter

that provides for smooth and flawless

clutchless downshifts. Even when cranking

it down to first gear at Turn 11 before

COTA’s three-quarter mile straight—the

longest in MotoGP—the quick shifter was

super responsive and never hiccuped.

I only used the clutch to get the bike in

motion, and of course second- and thirdgear


• The 2017 Aprilia Tuono V4 1100s

were upgraded with Brembo M50 calipers

that squeeze 330mm discs up front—

the same binders used on the RSV4

superbikes. These are the best brakes on

the market, and provide serious stopping

power. The feel at lever is light, and

provides a sensitive feeling of power when

trail braking.

• The ergonomics provided pure

comfort and a feel of commanding control

for my nearly six-foot frame. While riding

as aggressively as possible at COTA, not

once did I tyre or become uncomfortable.

The upright bars put me in position that

would be optimal for the longest day

rides, but they were not so high that they

affected me while dragging knees.

• The new TFT dash is not only easy

to read—even in direct sunlight—it also

provides some cooler data, such as top

speed. Tucked in behind the Tuono’s little

fairing, which provides surprisingly good

wind protection, I registered a top speed of

270kph on the Factory model. While riding

the RR and Factory back-to-back during

my four sessions at COTA,

hooligan mode quickly set in and the fun

was seriously endless.

• For track-day riders, the Tuono has

two fun value adds—a pit limiter and

launch control. I used the pit limiter every

time I went onto the track because it made

me feel like a factory rider. I experimented

with the launch control, but would likely

never use it.

• The 2017 Aprilia Tuonos have an

option for a multimedia platform (V4-MP)

that connects with your smartphone via

Bluetooth. This system allows you to make

rider aid changes via voice command—I

didn’t test it at COTA, but will be sure to

once I get a Tuono for some longer-term

street testing.

• The 2017 Aprilia Tuono Factory

has an MSRP of R259,999, and the RR

R234,999. If it’s in the budget, and you

are going to frequent the track, the R24k

premium for the Factory is well worth it.

But if you’ll only be riding street and B

roads, the RR is the better deal.

• Though it’s a light revision, the 2017

Aprilia Tuono has only gotten better—

much better.

The new Tuono’s are set to hit Cayenne

showroom floors end of July.


Capacity: V-4 cylinder, 4-stroke, liquid cooled

Power: 175hp @ 11,000rpm

Torque: 121Nm @ 9000rpm

Wet weight: 209kg

Seat height: 815mm

Fuel capacity: 18.5L

Price: R234,999 (RR) R259,999 (Factory)

Detailed specs: www.aprilia.com


1976 Kawasaki KZ900 Build


Tribute To “Pops” Yoshimura And Wes Cooley

Some things are forever tied together in the public consciousness and there is no way to

separate them. Peanut butter and jelly spring to mind, of course. But for those who remember

late-1970s/early-’80s superbike racing, Wes Cooley and Yoshimura are also inextricably linked

for that era. Words: Arthur Coldwells (UltimateMotorcycling) Pics: Don Williams

Born in Los Angeles in 1956, Cooley’s

father ran the club racing organization

where the young Wes got his start.

Wes honed his skills in the smaller

classes before being hired in 1977 by

the legendary Japanese tuner “Pops”

Yoshimura to race a Kawasaki KZ1000 in

the AMA production class.

Cooley’s winning ways started

immediately; he won his first AMA

Superbike race on the KZ. Although the

following year Yoshimura switched to the

better handling Suzuki GS1000 machines,

that original Kawasaki KZ1000 superbike

became imprinted into the consciousness

of many fans at the time.

Russ Norman, a Southern California

native, was one such fan.

“I remember watching Wes Cooley

come out of the big, banked right-hand

sweeper that led onto this short chute, that

in turn led into the fast left-hand Turn One,”

Norman says, recalling a race at Riverside

International Raceway. “Back then you

could literally stand inches from the track

as the immortals came blasting by. This

was when I saw Wes on the Yoshimura

Kawasaki Z1 come by with such a howl

that it sent chills deep into my core. It

was a sound so demonic and attention

grabbing, that it stayed with me for my

entire life. Over the years I told a number of

friends that it was the best sounding bike I

had ever heard—and a sound that I swore

one day I’d replicate.”

Following a serious two-wheeled

accident a few years ago, Norman stayed

off motorcycles. But in 2015, he came

across a mostly stock 1976 Kawasaki

KZ900 that reignited his Wes Cooley/

Yoshimura Kawasaki dream.

“Most of my friends told me, for God’s

sake, Russ, leave it alone. Look at it! Don’t

mess with it! But, I told them stock is for



wusses and it simply isn’t in my genes

to leave a bike stock. So, that began my

quest to build my 900,” Norman says.

“It took me about two years to build it.

Finding companies that made the parts you

see on the bike wasn’t easy. I had never

heard of most of these companies, as this

was my first time building a bike like this.

“There were many, many miles logged,

sourcing parts to and from the various

companies that I wanted to be involved

in building this bike. There were a lot of

phone calls made, and many hours spent

searching the Web—a lot of hurry up and

wait, until it became almost the norm. But,

I was determined and relentless to get the

results that I wanted, and I knew it wasn’t

going to happen overnight.

“The external parts that are clearly

visible such as the tank, tail, side covers,

and exhaust, as well as other smaller

items came from a company called Doremi

Collection out of Japan. The four-pipe

exhaust from them is a work of art, even

down to the tiny Yoshimura logos visible

inside the pipe from the rear. I had the

whole system ceramic coated by Young

Gun Performance Coatings in Rancho

Cucamonga to withstand temperatures up

to 3000 degrees.”

The paint scheme on the tank, side

panels and tail section is a precise replica

of the original Yoshimura design and has

clearly been meticulously done. “The folks

at Doremi told me that the paint was still


curing when it arrived from Japan, so I had

to unpack it as quickly as possible and

leave it to fully harden,” Norman says.

The swing arm, adjustable offset triple

tree, KYB adjustable fork, wheels, rear

sets, and other parts came from JB-Power

via the American distributor Hyper Cycle

in Van Nuys, Calif. According to Norman,

there were at least two full pallets of parts

from JB-Power alone.

Other Kawasaki parts Norman needed

came from Z1parts.net. “Many times I

spoke with Adriana Arroyo there,” Norman

says appreciatively. “She was very patient

and had even more knowledge about

these bikes than many people I know, and

apparently she is like this across many

other classic bikes, too.

“A big part of the build that isn’t visible

is what was done to the engine. I took

pretty much the entire motor to CryoHeat

in San Diego who treats motorcycle

and car components to a sub-zero [350

degrees below zero] process that hardens

metal and improves its wear resistance

as well. I feel the owner Josh Lahaye is

probably the most knowledgeable person

in the US when it comes to this process.

He went over exactly what he was going to

do, but some things were proprietary and

he could not go into precise details of how

he was going to do them.”

“The outcome was amazing,” Norman

tells us. “He not only treated the entire

engine to the CryoHeat sub-zero process,

but also micro-polished all the internal

components so the motor acts like no

other standard 900 when the revs rise and

fall, as well as when the gearbox comes to

shifting. It also substantially increases the

longevity of the parts.

“Once I had picked up everything

from CryoHeat, I took the engine to Carry

Andrew at his shop, Hyper-Cycle in Van

Nuys. Carry has been a mainstay in So Cal

and AMA racing since the ’70s, and he

had the cylinder head ported by his guru

Mitsu. He then put in his own camshafts

that were made to his specs, as well as

new pistons, a race crankshaft, and many

other engine components. The engine and

other assorted parts were then powder

coated by the same company that did

the exhaust, Young Gun performance

coatings, and they did an excellent job.

“Once I picked up the engine from

Hyper Cycle, and helping me more than I

could have ever imagined, was my friend

Willi Sheffer, who is also a former AMA

Superbike and BOTT racer from the ’70s

and ’80s. Willi spent many days and nights

helping me build this bike. Without him, I

dare not imagine how long it would have

taken to complete it.”

Norman finishes his story with a

satisfied smile. “When all was said and

done, all the miles travelled and the hurryup-and-wait

all went by the wayside when

I hit the starter for the first time, and heard

that ground-shaking rumble that only could

come from this big two-valve Kawasaki

900 motor. It was just like I remembered.”




Of cool

When the boys brought this little one to our office, I figured I had to

take it for a li’l ride. The Little ride turned into a big, long week of poking

about, calling on dealers, big grins and all sorts... If there is a brand that

has a bike for just about every occasion, road or dirt, it has to be the

orange peeps from Austria. Words: Glenn Foley & Kyle Lawrenson Pics: Rob Portman

It’s no secret that we love

KTM’s bigger machines - and

a month ago, RideFast even

got leg over on their enormous

adventure bikes. This is their

in-betweener - not quite entry

level, that’s the 125 Duke and

not as manic as something like

the 1290 Super Duke -R.

So I’m cruising the 390

down Allandale Road towards

Kyalami, stop at the traffic light

when a boy racer in an RS...

something or other car pulls up

next to me. Two foreign looking

guys - like Turkish maybe? Or

thereabouts are craning their

necks to get a better look at the

little bike. “Hi!”

“Hi.” I reply.

“Is that a KTM 3-nine-Zero

R?” (Not 390 like us oakes say),

“Yup” I reply.

“How fast does it go?” they

ask. “About 160 flat taps,” is my


“Maybe just a bit faster

before breakfast.”

The grins widen, the light

turns green and off we go.

Next light. They pull up again.

“She’s so beautiful!” “Aw thanks

man!” - by now I’m getting a




Digital Display: The colour TFT display is a first

in this class. It looks expensive, and its 5.2-inch

panel remains easy to read thanks to automatic

adjustments to ambient light and switching over to

a black background in low light. Below: New cool

looking Headlamp with LED lights - same as on the

big bro 1290 SD.

bit impatient with all of the attention -

conscious of my old jacket, torn jeans and

oily Tekkies. The light changes, I take the

next turn and head on out…

Maybe we’ve just become a bit blasé’

about all of the bikes that we get to ride

- but it was cool to realise that this bike

is such a head turner. Especially for the

younger, cooler riders out there. It’s quite

easy to understand why this line is so

successful the world over.

What makes it Tick:

For the purpose of this ride review, we are

going to break down the detailed changes

KTM made to this bike over the previous

390 Duke and what they mean for the

new machine. And it’s quite a lot – so pay


Updated styling: From front to back,

KTM has focused on building a sexy, fun

to ride little machine.

The first thing you’ll notice about the

new bike is the updated style. KTM had

to create a bike that looks more like its

brawny and muscular older brother, the

1290 Super Duke R, to project a premium

appearance over the smaller displacement

models while setting the 390 Duke apart

from any other “entry-level” machines.

The new lines start with a six-LED

headlight, a revised frame and an all-new

bolt-on sub-frame. Its exposed trellis

design, painted in contrasting orange and

white, shortens the wheelbase by 10 mm

and the trail by 5 mm while the steering

head angle remains the same. It also

ushers in a change in rider ergonomics.

You now sit just more than an inch taller

in the saddle. Perching on the bike. The

seat has been redesigned to be a bit wider

at the back and narrower at the front. Not

the most comfortable seat out there, but

much better than the old one…

Coupled with foot pegs and controls

that are now higher and set back a bit,

the new Duke’s seating position is much

more aggressive. The reshaped steel fuel

tank fits your knees much better than the

old bike and even at six odd feet tall, the

390 was actually pretty comfortable for a

bigger rider.

The new fuel tank holds an extra 2.4

liters of fuel for an extended ride range,

which can be monitored using the terrific

new dash system. And here’s more on

that… make some notes!


The TFT dash is a huge upgrade

over the old version found on the

original 390 Duke. It offers riders a

spread of information that is clear and

easy to read without looking cluttered.

Riders can programme the dash to

highlight the information they deem

important and hide the readouts they

don’t want to see. They can link their

phones and Bluetooth communicators

to control phone calls and music

through the control panel in the dash.

Riders now have a sophisticated

drop-down screen built into the

display that allows them to choose

between three different levels of ABS

interference. The Bosch ABS system

can now be easily configured three

different ways via a drop-down menu

on the TFT dash. Riders can choose

among “Road,” with ABS fully engaged,

“Off,” which completely disables ABS,

or “Super Moto,” which disables ABS

at the rear wheel while allowing it to

remain engaged at the front wheel. This

allows new riders to opt for the extra

level of insurance that ABS provides

while more advanced riders can disable

this safeguard in order to treat the 390

Duke as a hooligan machine.

Technology is soooo cool!

Improved brakes

While the new 390 Duke still utilizes

the same calipers manufactured by

Brembo, they now house sintered

pads clamping down on a larger 320

mm rotor at the front wheel. Combined

with a revised master cylinder, braking

is better, with more bite and less fade.

Some of the improved feel comes from

the updated levers on this motorcycle.

These new levers are vastly improved

over the previous model.

Revised suspension

A new open cartridge fork with

progressively wound springs replaced

the old “big piston” design. The

suspenders on the original Duke were

aggressively sporty to the point of

being harsh. This equaled a rough ride.

Externally, the suspension looks nearly

identical to the previous version, but

internally everything is new.

The rear shock is still adjustable

for preload but internally the oil and

gas are now separate. Officials at

KTM claim this is to address concerns

surrounding overheating and will lead to

a more consistent performance.

Retuned engine

The little Duke ushers in ride-by-wire

throttle control to the sub-500cc

category, it includes one-touch starting

and helps the single-cylinder mill light

up quickly, a welcome upgrade from

the sometimes-finicky previous version.

In order to meet Euro 4 emissions

standards, changes were made to help

the new bike breathe cleaner; hence

the redesigned exhaust and catalytic

converter. In addition to the exhaust,

the 390 Duke got a larger air box and a

retuned fuel map.

Normally, when they talk about

emissions regulations the result is

strangled performance, but here we

saw the opposite effect. While peak

horsepower remains the same at just

under 43 ponies at 9,000 rpm, peak

torque has increased from 34Nm to

37Nm of torque, and it now comes on



about 250 rpm sooner, at 7,000 rpm. The

result is more of a mid-range “pop” that

pulls strong all the way to the rev-limiter.

The little 373 cc engine gives no indication

that it’s done pulling as the tachometer

starts flashing red on the TFT dash, just

north of 10,000 rpm.

The new exhaust, combined with the

new fuel tank and the mounting bracket

for the LED headlight, are the major factors

in the almost 10kg increase in weight. The

new bike weighs in with a dry weight of

148KG’s. Even with the additional weight,

this is still a very light machine and the

improvements to the bike’s brakes and

suspension hide the increased load – we’d

never have guessed that it was heavier

than the previous model.

Ride impressions

How much fun do you want to have? This

one delivers in shovel loads. Our routes took

in gnarly traffic commuting, faster freeways

and we had to get in some lekker twisties –

We actually went looking for them.

No exaggeration, the harder you ride it,

the more fun you have. We fully expected

the sub 400cc engine to be – well a little -

well Ho-Hum, but we should have known

better. KTM does not do boring.

Clutch effort is light, the fuel injected

single cylinder engine pulls cleanly from

low. Clutch actuation and gearshifts are

light. The Duke is so nimble - it loves

carving through the tight confines of urban

traffic, and it has plenty enough power to

cruise at above legal levels of 130KPH.

The counterbalanced engine keeps

vibration levels right down.

Carving a twisty road is tremendous

fun, with aggressive riding stance making

for responsive steering and enabling quick

changes of direction without getting pear

shaped. And – it stops on a dime! It’s the

full recipe for a lot of good fun.


We are trying to think of what we can

fault on this bike – mmmm well nothing

really. So much technology is packed in

to a smaller than midrange motorcycle.

It looks fantastic, goes really well, stops

just as well and as bikes go these days,

the pricing is ridiculously competitive. You

don’t want to do a trip from the Highveld

down to Durban, but as a day to day ride

and a quick weekend scratcher, we’d be

hard pressed to think of better bang for

your buck…

R70,999. At dealers now.


Capacity: 373cc, liquid-cooled, single

Power: 43hp @ 9000rpm

Torque: 37Nm @ 7000rpm

Wet weight: 163kg

Seat height: 830mm

Fuel capacity: 13.4L

Price: R70,999

Detailed specs: www.ktm.co.za


Numerical simulations of air flow patterns:

- Optimized aerodynamic stability,

- Active mitigation of whistling noises,

- Air extraction reinforced by a dual spoiler.

Compact and lightweight (1,290 g).

“Perfect fit” interior: optimal comfort

across all sizes, from XS to XXL.

Pinlock Maxvision ® as a standard feature.



Step into the






To enter, simply go like the

Langston Motorsports SA

Instagram page and email your

name and contact details to


Langston Motorsports SA

Photo Credit: Dingo Photos

Trade Enquiries: 011 805 5559 Fax: 011 312 0714



XTR Pepo Siluro’s

Ducati Monster 1200 S

This stunning new creation from Spain-based builders XTR

Pepo, called the XTR Pepo Siluro, caught our attention recently.

Commissioned by Ducati Spain, it sees the new generation Ducati

Monster 1200 being customised by its builders radically.

XTR Pepo is one of the world’s most

incredible custom garages, and certainly

the best in Spain. So, it’s no wonder that

Ducati Spain put in an order for something

completely unique. Taking the 2015 Ducati

Monster 1200 S as a donor, XTR Pepo have

crafted something quite amazing. It’s not very

often that a Monster custom turns my head,

but this one was just too damn good to skip.

To begin with Pepo Rosell began

modifying an OEM tank, to better show off

the rear head of the Ducati’s engine. While

the tank was being shaped, the next step

was to remove the plastic engine covers,

the carbon fiber belt covers and the radiator,

whilst re-positioning the Monster’s electrical

wiring. The next phase included adding a

LIPO battery that now sits inside the swing

arm. The swing arm itself is an OEM unit

that has been meticulously sandblasted

and polished, and it now wears Ducati

Performance carbon fiber covers.

Being that this was a job for Ducati

Spain, it won’t be surprising to learn that

there are quite a few Ducati Performance

bits and pieces dotted around the bike; the

mudguards and license plate holder, the LED

turn signals, the CNC machined water pump

protector, sprocket cover and the Panigale

style foot pegs, to name but a few…

 Next up, XTR decided to do what

they do best and fabricate some bespoke,

custom made features for the project. The

rear sub-frame was re-engineered and

equipped with an original XTR upholstered

solo seat, the front headlight has been redesigned

the Pepo way with an ellipsoidal

lamp tipped with a modified OEM Monster

fairing, and those Ducati Performance pegs

mentioned above are now held in place with

one-off supports.

The exhaust is probably the most eye

catching thing about the whole bike, and it

features a specially designed XTR two into

one system from SUPERMARIO, tipped with a

modified 1200 Termignoni silencer that’s more

commonly found on a Ducati Multistrada.

 The suspension duties have been

outsourced to Ohlins, at the front and the

rear, and the Monster now wears a Tsubaki

gold chain. The painting responsibilities were

handled by Artentura, who have given the

Monster a retro themed, but unquestionably

cool finish.

It is worth noting that when the

new generation Ducati Monster 1200 was

released, the famed Italian marque had

customisation in mind as well. It goes

without saying that XTR Pepo’s recent

creation based on the popular naked bike is

a refreshing sight indeed.

As always, XTR Pepo haven’t failed to

impress us, and we can’t wait to see their

next project.

 Hopefully, XTR Pepo’s efforts with the

Siluro wil inspire other builders to take up a

custom build with the new generation Ducati

Monster model line up as well.



Ducati Scrambler

Café Racer

Ducati has now expanded the Scrambler line to six models, including the

Sixty2, Icon, Classic, Full Throttle, Desert Sled and — the one we’re testing

here — the Café Racer. Words: Sasha Valentine

In my opinion, the Scrambler

Café Racer is visually one of the

most distinct in personality of

the bunch. Upon first approach,

the machine encompasses all

the essentials of a modern café

racer. Most notable is the short

flyscreen, clip-on handlebars,

café racer seat, number plate,

black coffee paint colour and

gold wheels. As soon as you

climb on board, you could

easily imagine yourself back

in the 1960s in an all-out race

amongst the Ton-Up Boys of


So how does she perform?

I had the opportunity to visit

Bologna, Italy, to test this

machine on its home soil. I can’t

think of a better place to test

both your own personal and

a machine’s cornering abilities

than the twisty roads of Italy.

After a few hours in the

saddle, I can attest to the

style, ease, power and pure

joy that this bike delivers. The

now-familiar 803 cc, air- and

oil-cooled twin engine that’s

the heart of the Scrambler line

provides more than sufficient

muscle to get you into just

enough trouble, sending you

deep into every corner. You can

also confidently and smoothly

accelerate on the straights and

easily maintain highway speeds.

I should mention there is a new

CPU flash used on this model

and a new throttle design to

smooth out the power delivery

compared to its predecessors.

Comfort? It’s a café racer

Compared to the first and

most “standard” model in the

Scrambler line, this bike places

the pilot in a pure café racer

position, with your upper body

lower and further forward.

The seat is about 31.7 inches

high, which is an increase of

more than half an inch over

the Icon. The handlebar is six

inches further forward and

almost seven inches lower, a

big difference. While riding, I

did not find the position to be

overly aggressive and the seat

was pretty soft and comfortable.

Truth is, the stance is sexy and

definitely beyond fun for shorter

and faster rides. If that’s what

you are looking for, you found

the perfect bike.

But, if you are riding long

distance, I would personally

opt for the more upright stance

of one of the other Scrambler

models. It’s also worth


mentioning that the bike threw off a fair

amount of heat, but this could perhaps

be compensated with wraps or other


Beyond the rider’s comfort, the Café

Racer offers other convenience features,

such as a USB port and underseat


How does she handle?

Of course, a café racer is more about style

and handling than comfort. We see more

changes from the Icon in that category,

too. The wheelbase measures 56.5 inches

(0.35 inches shorter than the Icon), rake is

21.8 degrees (2.2 degrees less) and trail is

3.7 inches (0.7 inches less).

The 17-inch wheels wear sticky Pirelli

Diablo Rosso II tyres in common sport

sizes (180/55ZR17 rear and 120/70ZR17

front) instead of the 18-inch front wheel

on the Icon. The suspension is firmer,

too, and although I’m not a pro or all-out

knee-dragging rider, I found that this bike

was easy to command in the corners with

its low wet weight of 188kg. The tyres

handled well, the whole bike felt balanced

and the Brembo radial-mount front brake

provided responsive stopping power.

ABS is standard but can be switched off.

Overall, the feel is sporty, as a cafe racer is

supposed to be.

The story behind the 54

Why a 54 number plate? Ducati has a rich

history in motorcycle racing and number

54 is tied to one of their legendary racers,

Bruno Spaggiari. In 1968, he raced

the Mototemporada Romagnola on a

Ducati with an engine derived from the

original Scrambler’s single-cylinder 350

cc power unit. It is important to highlight

this to understand the history and spirit

of this bike. It is both sexy and nostalgic.

Nevertheless, it might be wise to make

this number plate a customizable piece

so that a group of riders can differentiate

their bikes or slap on their personal race




Overall, this model is a prime example of

a modern Café Racer and it packs a load

of character and joy into its little frame.

It’s clear that Ducati took their time to

incorporate and balance the elements of

style and performance along with a fair

price tag of R164,000.

One of the most impressive things

about this bike is that visually you can

ride it right off the showroom floor without

heavy mods needed to clean up the lines.

Typically, I look at an OEM-delivered bike

and want to change everything, starting

with mirrors and taillights, but this is not

the case here. The attention to detail is

demonstrated throughout the bike, from

the black engine with brushed fins to the

17-inch aluminium wheels.

If you do want to put your fingerprints

on it, however, Scrambler Ducati has

developed an array of wearables and bolton

customizations to accompany the bike,

including performance choices such as

the dual Termignoni exhaust.

The Scrambler Café Racer may look

the part of 1960s London, but the Ton-Up

Boys never imagined ABS brakes like

these or tires this sticky, much less a USB

port or an LCD speedometer. By nailing

the looks, keeping it light and offering

flexibility like the switchable ABS, Ducati

built a Café Racer that both relatively new

riders and advanced riders will enjoy.


Capacity: 803cc V-Twin

Power: 75hp @ 8250rpm

Torque: 68Nm @ 5750rpm

Wet weight: 188kg

Seat height: 805mm

Fuel capacity: 13.5L

Price: R164,000

Detailed specs: www.ducati.com


2017 Kawasaki Ninja

1000 Abs | 14 Fast Facts

For a few years, the Kawasaki Ninja 1000 has been a great

starting point for a sport-touring bike. The 2017 Kawasaki

Ninja 1000 is a big step forward to making it a turn-key

sport-tourer. Words & Pics: Don Williams (UltimateMotorcycling.com)

It’s not quite there, but Don Williams

took a new Ninja 1000 with factory

luggage from Los Angeles to The Quail

Lodge in Monterey on everything from

urban streets to freeways to all kinds of

back roads to find out how well it can

pack on the kilometres.

• The 2017 Kawasaki Ninja 1000 gets

two major upgrades. The electronics

package is more sophisticated and now

includes an IMU (inertial measurement

unit) from the track-ready Ninja H2 and

ZX10-R, though with 1000-specific

settings. Also, the bodywork is

redesigned to fit in visually with the H2

and ZX-10R.

• The IMU is the secret to the new

electronics package. Previously, the

Ninja 1000 had traction control and

power modes. Now, with the six-axis

Bosch IMU, Kawasaki has upped the

ante by offering cornering ABS, as well

as power management in corners.

Kawasaki calls this Kawasaki Cornering

Management Function (producing an

unpronounceable KCMF acronym).

• The Cornering Management

Function is transparent. In my 500+

miles of testing, which included

countless corners of varying speeds and

radii, I never felt the KCMF kick in. That

could be because I am a highly precise

rider—unlikely—or due to its ability to

make corrections surreptitiously. I’ll go

with the latter, as I did try to push it into

the occasional savable error, but the

Ninja 1000 always kept its composure,

even when challenged.



• Traction control has three levels, plus

off. Unless I’m planning on big wheelies—

wheelie control is built into the traction

control—there’s no point in my turning

off that valuable safety feature. The Ninja

1000’s traction control is so precise these

days that it didn’t really seem to care

which setting I was in, acceleration from

the 1043cc motor did not suffer. This is

a sport-touring bike, of course, so I’m

not trying to ride it like a superbike. Even

when accelerating out of a dirt turn-off,

the traction control does its job without

drawing attention to itself.

• ABS is smoother than ever. The

new Kawasaki Intelligent anti-lock Brake

System (KIBS for the alphabet soup fans)

also keeps brake feel smoother when

going into anti-lock mode. While I still felt

pulsing in both the lever and pedal when

over-braking, there is no clunky feel. ABS

is definitely upgraded on the Ninja 1000

this year.

• While it has Z1000 roots, the true

role of the Ninja 1000 is sport-touring and

Kawasaki fully recognizes that this year.

Previous iterations of the Ninja 1000 were

ready for sport-touring, but adding bags

was unnecessarily difficult. For 2017, the

Ninja 1000 has the bag mounting system

integrated. All you have to do is buy the

pair of hard bags and a few mounting

accoutrements, and you’re good to go—

initial installation (save keying the bags)

now takes minutes instead of hours.

• The hard bags are wonderfully

integrated. After you’ve spend a bit over

R10,000 for the bags, you’re rewarded

with bags that look like they were built

onto the bike—though removed in

seconds—and have a useful capacity. Still,

if you are on a short sporting jaunt, you

can pull the bags off and the Ninja 1000

doesn’t look like something is missing. A

big upgrade for 2017 is definitely in the

luggage department.

• The new fairing adds to the touring

capability. Not only is the fairing more

Ninja-like, it is also wider with additional

protection—always a plus on a sporttourer.

Most of the additional protection is

for the legs and lower body. The manually

adjusted—and only at a stop—threeposition

windscreen does a good job. I

found the middle position to work best for

my height (5’ 10”), though the low position

looks sportier. I was impressed by the




20 TH

MAY 2017

3 Hour Endurance race

20th May 2017


20th May 2017










FOR ONLY R1500-00


Track Day Fees R550


Wednesday & Fryday

Saturday & Sunday


slippery aerodynamics in some seriously

aggressive crosswinds—my body was

catching more wind than the Ninja 1000.

• Nominally enhancing touring

capabilities are new linkage and shock

settings. The back end is smooth,

even on some of the rough roads I

encountered. The linkage was also

changed, lowering the seat by almost

a quarter-inch, which is helpful if your

height is right on the lower edge for the

bike. It wasn’t an issue one way or the

other for me.

• There’s a pair of new LED

headlights that blaze on high-beam. If

you’re caught out after dark, you’ll be

glad you are on the 2017 Ninja 1000.

Those two eyes throw the light much

farther than before. Speaking of lighting,

the integration of the front turn indicators

gives the front end a classy look.

• Also brought to modern spec is the

new dashboard. It has an analog-style

tach in the middle, with an easy-to-read

digital speed and gear-position readout.

Some of the smaller numbers, such

as the clock and mileage might be a

bit harder to read, depending on your

near-vision eyesight. The turn indicator

lights are smaller than I’d like, too. The

power and traction control settings can

be seen at a glance, and changed easily

with the switch/button combo on the

left handlebar.

• For all the electronic wizardly, the

2017 Kawasaki Ninja 1000 still doesn’t

have cruise control. Kawasaki’s awkward

explanation is that the Ninja 1000 is

a sport bike, so cruise control isn’t

appropriate. In a world where the Aprilia

Tuono, Yamaha MT-10, and BMW S

1000 R have cruise control, so can the

Ninja 1000.

• The motor is unchanged, which

is fine—I love it. Smooth and strong

from the bottom through the midrange,

it takes on a more aggressive attitude

above 7000 rpm. This is similar to the

Z900 tuning philosophy—easy power

down low and through the midrange,

with a quick spin-up on top. It’s a superb

sport-touring powerplant.

• Kawasaki remembered what was

great about the previous Ninja 1000 and

made the 2017 Ninja 1000 even better.

You can’t help but love sport-touring on

the Ninja 1000, and Kawasaki has made

the bike easier to set up for touring,

and improved its safety and capabilities

when you tap into its sporting soul.

At Kawasaki dealers now at the very

competitive price of R155,995.


Capacity: Liquid-cooled, 4-stroke In-Line

Power: 142hp @ 10,000rpm

Torque: 111Nm @ 7300rpm

Wet weight: 235kg

Seat height: 815mm

Fuel capacity: 19L

Price: R155,995 (without panniers)

Detailed specs: www.kawasaki.co.za
























For information and live streaming, visit www.SuperGP.co.za or email: Info@Super-GP.co.za

@SA_SuperGP Super-GP Champions Trophy @SA_SuperGP





Clint Seller powered his MiWay Yamaha Racing R1 to two comfortable race wins and set the

fastest racing lap ever around the new Kyalami Grand Prix Circuit, but that only tells part of the

story of the fourth round of the 2017 DEOD SuperGP Champions Trophy, which formed part of

the SA Bike Festival for the first time on the weekend of 26 to 28 May. Words & Pics: Paul Bedford

After the disappointment of the last

round of the championship at Zwartkops,

where rain and oil on the track surface

forced officials to abandon racing, the

riders were happy to get to Kyalami on a

mild autumn weekend. In Friday’s practice

sessions times dropped in each one as the

riders got to grips with the new layout of the

iconic circuit. Greg Gildenhuys (Transport.

co.za / Autohaus Towing Kawasaki ZX10R)

led the way in the first session with Seller

topping the timesheets in practice 2.

Lance Isaacs (SupaBets / Sandton BMW

Motorrad S1000RR) was the only rider to

dip into the 1:45s when he went quickest in

the final session before qualifying.

Isaacs showed that his time in the

final practice session was no flash in the

pan when he was again the only rider to

break the 1:46 barrier in Friday afternoon’s

qualifying session. His two quick laps, a



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1:45.606 and a 1:45.849 around the 4.522

km circuit were enough to give him pole

position for both races. Seller’s times were

quick enough to ensure he would start

from second in each case. Gildenhuys

completed the front row for the first race

with Brandon Goode (Linex Yamaha R1),

David McFadden (RPM Centre / Sandton

Auto BMW S1000RR) and Daryn Upton

(Paramount Tracks / Fourways Motorcycles

Kawasaki ZX10R) filling the second row.

AJ Venter (Team Hygenica Yamaha

Racing R1) led a trio of Yamahas on the

third row, with Morne Geldenhuis (Hi-Tech

Racing / NCA Plant Hire Yamaha R1)

and Michael White (Consortium Shipping

Yamaha R1) completing the top nine.

Seller claimed his first win at the new

Kyalami layout when he took the flag at

the end of a tough race on the Saturday in

front of an appreciative crowd. Seller and

pole-sitter Isaacs pulled away from the rest

of the field with Isaacs sitting on the former

champion’s back wheel waiting for the right

moment to show his hand.

The dice between the pair looked like it

was going to go down to the wire but, with

just a lap and a half to go, Isaacs crashed

out in spectacular fashion at Clubhouse

corner after his front tyre cried enough.

While he was able to walk away, he left his

pit crew with a lot of work to do to get his

bike, which flew over the catch fence, ready

for Sunday’s race.

With Isaacs no longer in contention,

Seller was able to take a comfortable

win from Gildenhuys and White. While

Gildenhuys had a relatively easy run to the

podium, things were a lot more difficult for

White. A disappointing qualifying session

left him ninth on the grid and he had to fight




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www.yamaha.co.za • +27 11 259 7600 • Facebook: Yamaha Southern Africa • Instagram: YamahaMoto_SA • YouTube: YamahaMoto_SA



his way through the traffic to a well-deserved top three finish.

Behind the leading trio, Goode led the rest of the

pack home. He was followed over the line by Venter and

McFadden. Dylan Barnard (Consortium Shipping Yamaha

R1), Garrick Vlok (Diamond Core Drilling / Shop #74 Yamaha

R1), Nicolas Kershaw (Tsunami Beach Bar Yamaha R1) and

Geldenhuis rounded out the top ten.

SuperMasters championship leader Hendrik de Bruin

(Yamaha R1) has been the model of consistency this season,

but he was eliminated early on in the race when his bike

had a rear tyre problem. This left Heinrich Rheeder (Rheeder

Racing BMW S1000RR) to claim the win from Justin Gillesen

(SupaBets / Sandon BMW Motorrad S1000RR) and Johnny

Krieger (Lekka Racing Hygenica Yamaha R1).

Isaacs and Seller were joined by Goode on the front row

of the grid for race two on Sunday. Gildenhuys, White and

Upton made up the second row while McFadden, Vlok and

Venter filled row three.

A number of riders on the front two rows of the grid had

poor starts when the lights went out although Seller was not

one of them. He led the charge down to Crowthorne and

disappeared at the head of the field. Venter came through

from the third row of the grid to take second with Upton,

Isaacs, Barnard and White in close attendance. Race 1

runner up, Gildenhuys, was down in about seventh.

While his challengers were sorting themselves out, Seller

put in a series of blisteringly fast laps, one of which was

the quickest race lap by any vehicle, two- or four-wheeled,

around the new layout at Kyalami. Isaacs worked his way up

to second, but by the time he got there, Seller had checked

out and before the end of the race was more concerned with

keeping Gildenhuys behind him. Years of experience told and

Isaacs was able to hang on to take second by just over a

tenth of a second.

Goode and White had a great fight for fourth with Goode

in front when it counted. Venter was just behind them in sixth.

McFadden, Vlok, Upton and Barnard completed the top ten.

In the SuperMasters category de Bruin had sorted out his

first race problems but still couldn’t stop Rheeder claiming his

second win of the weekend. They were joined on the podium

by Gillesen.

The litre class riders will be united with the other categories

that make up the DEOD SuperGP Champions Trophy when

they all make their way out to Red Star Raceway for the fifth

round of the 2017 series on Saturday, 10 June.


Joan Mir

Moto3 championship leader

Team Leopard Moto3


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Always ride responsibly. Always ride within the limits of your skills, your experience and your machine. Wear an approved helmet and protective clothing. The actions depicted here took place under controlled conditions with professional riders.

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