A VERY SPECIAL DUCATI RACEBIKE
MOTOGP, QATAR - THE GREATEST SPORT ON EARTH RETURNS
A VERY SPECIAL DUCATI RACEBIKE
A PAIR OF NEW
SIDI MAG 1
APRIL 2018 RSA R30.00
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DUCATI MULTISTRADA 1260 S vs KTM 1290 SUPER ADVENTURE S
EDITOR & DESIGN:
082 782 8240
071 684 4546
011 979 5035
ED’S NOTES: ROB PORTMAN
The four month wait for MotoGP to be back on track is
over. It felt like an eternity, and after countless Sundays
spent cutting the grass I was over the moon to fi nally be
watching MotoGP again.
The opening race of the season once again took place
under the lights of the Losail Circuit in Qatar. Big news
heading into the race was that Rossi had signed a new
2-year deal with Yamaha MotoGP, meaning the Ninetimes
world champ would be racing at least until 2020,
aged 40. Brilliant news for all MotoGP fans.
The fi rst race of the season hadn’t even started yet and
the rumour mill was in full swing. With Tech 3 ending their
long standing partnership with Yamaha, and moving to
KTM machines from 2019, that put all eyes on Zarco
and what his next move would be. The biggest rumour is
that Repsol Honda are at the front of the line for Zarco’s
signature. Matt Birt, one of the MotoGP commentators,
confi rmed from Zarco’s manager that Repsol are one of
many teams to enquire about the French star - Ducati,
Suzuki and KTM have all shown interest.
Zarco’s reputation went up another notch after securing
pole position for the opening race in Qatar. He went on to
lead most of what turned out to be another epic race.
Zarco, and his Tech 3 Yamaha, would suffer with tyre
wear towards the end dropping him down to 8th. Still,
he showed what a true talent he is and why so many
Factory teams want his John Hancock for 2019.
Another rumour is Petrucci joining the Factory Ducati
team. Apparently, the Italian has a clause in his contract
stating that if he gets good results this year he will be
in-line for the ride. Qualifying on the front row in 3rd, and
racing at the sharp end of the fi eld was a good way
to start. He ended up in 5th, and the second Ducati
home and with former champ Lorenzo still not looking
too comfortable on the bike - crashing out of the race
- Petrucci could be a solid choice to replace Lorenzo
next season. A Spaniard for an Italian, on and Italian bike
- think that if a strong possibility.
Lorenzo suffered with brake failure, which resulted in him
crashing. After a terrible start, he did show good pace in
the middle of race. But still, qualifying and racing behind
Petrucci does not help his cause.
Up front, Rossi proved that he is still as competitive as
ever, and the signing of another two years was not just a
publicity stunt. He wants that title number 10, and is still
hungry and driven enough to go for it. Rossi once again
fi nished ahead of his younger team-mate. Vinales battled
the entire weekend and looked no where near the rider
who won same race last year. Like Lorenzo, Vinales got
off to a terrible start, running in 14th for most of the race
before a late hard charge. He can take positives from the
late charge but still has work to do and won’t like fi nishing
behind the now 38 year old Rossi.
As for the overall race, it was simply spectacular. MotoGP
is better than ever and this season is going to be nothing
short of spectacular. Dovi showed that he, and the
Ducati, are still up for the fi ght having just missed out
on last years title. Marquez was sublime once again,
all action as always and you just knew he was going
to make a move in the fi nal turn. That was not the fi rst,
and certainly won’t be the last time we see him try a last
corner lunge on Dovi.
Our SA Stars had mixed results in Qatar. Darryn Binder
battled all weekend, qualifying down in 20th. He got
a great start in the race and was up inside the top ten
fi ghting hard. Sadly, his race came to a premature end on
lap 4, after being taken out by Philipp Oettl. There were
positives to take from the race for Darryn, who I have
no doubt will come right soon on the KTM. The biggest
problem Darryn faces is trying to compete against the
top performing Honda’s. The Japs did not enjoy being
beaten by KTM in 2016, so now they have gone all out
and it now seems to be unbeatable. KTM seems to
have slowed down progression on their Moto3 project,
focusing more on Moto2 and MotoGP. Let’s hope Daz,
and his team, can make headway and get closer to the
Honda’s out front.
In Moto2, we had two very fast SA boys in action. Brad
Binder put in another solid ride, despite not feeling 100%
comfortable with the bike. Brad ended up in 6th place
after a hard fought battle with his team-mate Oliviera.
He said after the race that the bike always felt one step
behind, so 6th was the best he could manage. Still,
good solid championship points heading into round 2
in Argentina, where he is super fast and will be up there
challenging for the podium. And, he might just have got it
already as you read this.
Steven Odendaal made his return to the Moto2
championship with RW Racing NTS. It was his fi rst time
racing at Qatar, and did a good job at learning the track.
Steven qualifi ed, and fi nished in 22nd, saying after the
race that he, and the team, found some improvements
and are looking forward to more as the season goes on.
We have a full round-up of the opening race in this issue.
Remember to join us at Ridgeway Racebar for all the
races this year. Great food, great atmosphere, and the
chance to win a brand new Honda CBR1000RR. More
info on that later in this issue as well.
We love giving stuff away here at RF, and are doing so
again. Motosport Distribution are the offi cial importers
of the Sidi range of boots in SA, and they are giving our
readers the chance to win a new pair of top Mag 1 boots.
Check out full details on page 8.
Until next month, enjoy the mag and ride safe!
Copyright © RideFast Magazine
All rights reserved. No part of this
publication may be reproduced,
distributed, or transmitted in any
form or by any means, including
photocopying, articles, or other
methods, without the prior written
permission of the publisher.
RIDEFAST MAGAZINE APRIL 2018 1
Contents APRIL 2018
PG28: 2018 MOTOGP
ALL THE ACTION FROM ROUND ONE IN QATAR
TRIUMPH SOUTH AFRICA
DUCATI vs KTM
DORREN CONE TRAINING
HARLEY 750 STREET ROD
A SPECIAL DUCATI RACER
2 RIDEFAST MAGAZINE APRIL 2018
THE NEW DEFINITION
The ultimate adventure isn’t defined by limits. It is found by breaking through
your own perceived barriers, as you ride off into extreme terrain on the most powerful
production offroad bike available – the new KTM 1290 SUPER ADVENTURE R.
Look beyond what you thought was possible!
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost. Photo: M. Chytka
Cagiva to be resurrected
Those who look back fondly on the Cagiva brand will be happy to
hear that it will be officially revived as a motorcycle brand, with
models set to debut later this year, for the 2019 model year.
Before you envision a modern take on
the Cagiva Elefant however, this news
comes with the caveat that Cagiva will
serve as MV Agusta Motor’s foray into
the electric two-wheeled space.
We are cautious to label this endeavor
however, as the new Cagiva will operate
in a segment of vehicle that hasn’t really
been created yet – a type of electric
two-wheeler that is somewhere between
an e-bike and a full-blown electric
motorcycle, like what Alta and Zero are
The move was told to us by MV Agusta
CEO Giovanni Castiglioni, and is
similar to one that was announced by
KTM CEO Stefan Pierer late last year,
where the Austrian brand will develop
something that sits between its KTMbranded
e-bikes and its newly released
“I believe in electric. There is a great
potential, and we are making a project
there – under another brand – which is
Cagiva,” Giovanni Castiglioni explained
For Cagiva, this news leads to an
eventual lineup that will include a new
Elefant, but will fi rst start with sportfocused
off-road bikes with electric
powertrains. We imagine something
at or below the 125cc four-stroke
class, but more potent than a downhill
“We are investing in lightweight fun
vehicles, bikes. Let’s say in-between…
it’s a family. It’s a family that goes
between a bicycle to a Zero-type bike,
but different,” Castiglioni clarifi ed.
“If you want to go 300 mph, buy a
combustion engine. But I think there can
be a lot of potential market for electric,
and we want to be there, this is why we
invest in it now. We’ll see in the next fi ve
years how the market will change. I think
there is a great opportunity for that,”
Looking at the larger picture, there have
already been rumors that Cagiva could
be revived as the off-road compliment to
MV Agusta’s purely on-road offering.
Coming at that equation, via an electric
business plan is interesting though,
and if the end-goal several years down
the line is to remake the iconic Elefant
adventure-tourer, that could mean
several different things for the Italian
band…all of which are very interesting.
For the larger MV Agusta Motor
company, having both the MV Agusta
and Cagiva brands will help lure dealers
into signing up with the Italian fi rm,
using the ability of servicing two distinct
markets, and with a much larger range
of price points.
We should see the fi rst new Cagiva’s by
the end of this year, as 2019 models.
What they will look like, and how they
will work, that remains to be seen
RD Racing motorcycle
Stared back in 2007, RD Racing is one of the
most trusted motorcycle repair and service
centres in SA. Top tech David Postlethwayt
is the man working the spanners, and with
seventeen years experience is regarded
as one of the most qualifi ed motorcycle
technicians in SA today.
RD Racing specializes in race prep and
general maintenance on all motorcycles
- road or dirt. Dave is also a fully qualifi ed
suspension technician and can setup or
rebuild any suspension for all types of
We have had nothing but great service and
experience when dealing with Dave from RD
Racing, and can highly recommend his work.
Contact Dave on 083 365 4964.
KTM SA now official WP
KTM SA are looking to expand the WP
footprint here in SA. They are looking for
professional and qualifi ed suspension experts
to help expand the brand by becoming a WP
If you are keen please send an enquiry email
4 RIDEFAST MAGAZINE APRIL 2018
• Run-in service @ 6 months or 1,000km
• 2nd Service @ 12 months from last service or 12,000km
• You will only pay from your 3rd Service within 30 months time
• 24 Months factory warranty unlimited mileage
• Free pick up and delivery nationwide
• Free AA Road Side Assist for 24 months
Services do not include wear & tear items - Subject to change without notice EOE
Need to fix your leathers?
Finally there is a solution for all your
leather repair requirments.
El Sole Crafted leather will repair and
refurbish your leather riding suit no
matter where you live in South Africa.
Established in 1983, El Sole is based
in George in the Southern Cape.
Their business has a loyal customer
following amongst the very active
biking community found along the
Garden Route and all over south
Africa. They pride themselves on high
quality workmanship and personalised
The courier cost of getting a full leather
suit to El Sole from Gauteng using a
door to door service is only R100 a trip,
less than the price of petrol travelling
from Johannesburg to Pretoria while
there is no courier charge for those
customers opting to have their suit
refurbished once repaired.
El Sole was acquired by DUBUN Repairs
and Alterations based in Pretoria a
year ago. DUBUN has become known
amongst the Enduro riding community
across the country for their competency
in resoling and repairing riding boots and
pants from leading manufactures like
Alpinestars, Gaerne, Forma and Sidi.
Norman Siebert, the owner of DUBUN,
says that the acquisition of El Sole
now enables the business to provide
a competent repair and refurbishment
service of leather riding gear used by
the superbike riding community. Leather
suits are complex in their construction
and are critical safety items. Because
of the many years of experience El Sole
has gained in doing these repairs, it was
decided to promote the businesses
services on a national level.
For more information: www.dubun.co.za
firstname.lastname@example.org or call them today.
Telephone contact details listed in their
advertisement in this issue.
A very tired looking old
Texport race suit before
being sent to El Sole
A like-new set of
thanks to El Sole
FREE services on all 2018
Ducati SA is offering great incentives when you buy a new 2018
model - Panigale V4’s, Multistrada 1260’s, Monster 821...
Firstly, the fi rst service is free at either six months or 1000 km
and, secondly, the second service at 12 months or 12,000 km
is also complimentary. More so, each model comes with a 24
month, unlimited mileage factory warranty, pick up and delivery
nationwide, and 24 months worth of AA Road Side Assist.
GSX-R1000 and GSX-R1000R
stop sell has been lifted
Suzuki Auto South Africa would like to announce that the recall
on all 2017 GSX-R1000A and GSX-R1000R models has been
implemented. The King Of Sportbikes is now available at your
nearest authorised Suzuki Dealer.
Visit www.suzukimotorcycle.co.za for nearest dealer.
6 RIDEFAST MAGAZINE APRIL 2018
NEW EXCITING KAWASAKI ARRIVALS ARE HERE!
NINJA H2 SX
NINJA H2 SX SE
NINJA 400 ABS BLACK
ARRIVES 25TH APRIL ARRIVES 25TH APRIL ARRIVES 25TH MARCH
//FREE LIFETIME WARRANTY
//FREE LIFETIME WARRANTY
//FREE LIFETIME WARRANTY
//FREE 2-YEAR SERVICE PLAN
//FREE 2-YEAR SERVICE PLAN
//FREE 2-YEAR SERVICE PLAN
NINJA 400 ABS SE
ARRIVES 25TH MARCH
//FREE LIFETIME WARRANTY
ARRIVES 25TH MARCH
//FREE LIFETIME WARRANTY
ARRIVES 25TH MARCH
//FREE LIFETIME WARRANTY
//FREE 2-YEAR SERVICE PLAN
ARRIVES 25TH MARCH
//FREE LIFETIME WARRANTY
//FREE 2-YEAR SERVICE PLAN
//FREE 2-YEAR SERVICE PLAN
WAS R229 900
NOW R199 900
//FREE LIFETIME WARRANTY
//FREE 2-YEAR SERVICE PLAN
//FREE 2-YEAR SERVICE PLAN
Service Plan Includes:
• All Labour required to
• All scheduled services
as per manufacturer.
• All oils and lubricants.
• Oil and Air Filters.
• Unlimited KM’s
Official SYM and AEON dealers
SALES TEAM: Berto Santos 079 494-2404 / James Ridley 076 827-9676 / Kyle Frazenburg 074 617 7305
LANDLINES: 011 465 4591 / 011 465 4212 / 011 465 5351 / 011 467 0737
Shop 3 & 4, Showroom on Leslie, Corner William Nicol & Leslie, Fourways
We Sell Parts
open to public
We Sell Parts Bike Shop has
just opened its dors to the biking
public. Their new showroom is
packed with fantastic deals on all
leathers, gloves, helmets, tyres,
brake pads, chains, sprockets
and service parts.
Visit the new shop at 38
Plantation Road, Eastleigh,
Edenvale. Call 011 088
Huge new genuine
department at KCR
KCR, the big Suzuki dealer in Kempton
Park, have just unpacked a large amount of
genuine spares for older Suzuki models such
as Boulevard, GSXR 1300/1000/750/600,
GW250, SV1000/600, DL1000 and other
models all at 50% discount on available stock.
WIN A NEW
PAIR OF SIDI MAG 1
BOOTS VALUED AT R8999
All you have to do to enter
is send us an image of you
with your skankiest old
boots, wearing them, not
wearing them - whatever -
we’ll judge the best pic - and
decide on the most deserving
winner. Use your imagination,
make it entertaining, this should
be a lot of fun! All entries will be
published and we’ll announce the
winner in our June Issue!
Only 2 months - get sending guys
Bornwell Dennison and
Shayvonne Pattison have
joined the very popular and
strong Randburg Motorcycles
Team. Bornwell started
working in the motorcycle
industry back in 1999 and
has a wealth of experience in
Shayvonne is the new person
in charge of the workshop.
She has 7 years experience
in the motorcycle trade
having previously worked at
Jap Joint. We wish both of
them all the best in their new
Call 011 792 6829
Had a breakdown or a
mishap on your bike?
MCR Motorcycle recovery
has a fully rigged trailer to
assist anyone who has a
breakdown or a bike accident
and needs assistance getting
the bike to the relevant dealer.
They are affi liated with most
insurance companies and
will get your pride and joy to
where it needs to go. If you
need a hand one day, keep
their details handy.
Motorcycle specifi c recoveries
8 RIDEFAST MAGAZINE APRIL 2018
New Kawasaki models arrive in SA
Kawasaki’s all-new Ninja H2 SX supercharged tourer, Ninja 400 and Z900 RS were
proudly displayed on the Holeshot Motorcycles and Fire It Up Kawasaki’s fl oors for
customers to get a fi rst hand look at the new beauties.
All three bikes are modern day marvels, packed with the latest technology available.
Salesman from both dealerships took customers through all the tech behind the new
models, and the response was great, with many customers booking their bikes.
World Supersport 300 rider, Dorren Lourerio, was at Holeshot Motorcycles for their
launch. Having just got back from his fi rst test, Doz had experienced the new Ninja
400 for the fi rst time and was left highly impressed. Riding a pretty much stock
standard bike, Dorren was able to go almost 3 seconds under the circuits lap record.
The only problem for Doz was that 6 riders also managed that. Doz ended up 7th in
his fi rst test, with the new Kawasaki Ninja 400 taking 7 of the top 10 spots. So, it’s
safe to say that the Ninja 400 is well worth its weight in gold already. Holeshot plan
on having a demo model available for public to test.
The new Ninja 400 is priced well at R75,995.
The new Ninja H2 SX is a turbo charged tourer that is set to light up the touring
market. Customers were left speechless when seeing and hearing the specs of the
bike. It’s another game changer from Kawasaki.
The base model SX was on display, with the upgraded SE model set to arrive soon in
SA. Price really well at R259,995 for the base, and R299,995 for the SE.
The modern day retro market is certainly growing, and the new Z900 RS is a perfect
representation of what a modern day retro classic is. Retail price is R162,995.
Make sure you get down to Holeshot Motorcycles or Fire It Up Kawasaki today to
book your bike.
Holeshot Motorcycles: Tel 011 823 5830
Fire It Up Kawasaki: 011 467 0737
Lekka Racing Shop news:
When AJ Venter returned back from a 7-year stint
racing in the British Superbike Series in the UK,
he was well aware that unless you had millions
of Rands to throw away, racing motorcycles on a
monthly basis was not going to cover the bills for
the next 50 years of his life.
This brought upon the creation of Lekka Racing.
Lekka Racing was originally started in 2016 as
a racing team competing in the South African
National Superbike Championship. The riders in
the team were AJ Venter, Gareth Laverick and
AJ had views to expand and grow Lekka Racing
as a brand. This led to the establishment of the
Lekka Racing Yamaha Team, which consisted of
7 different riders in 9 different championships.
This expansion has resulted in the opening of the
Lekka Racing Workshop.
The Lekka Racing Workshop opened its doors
on the 1st January 2017 as a Motorcycle
Workshop. They specialize in the repair and
rebuilding of all race bikes, road Bikes, off-road
bikes and Quads. They do full road to race
conversions, engine rebuilds and all forms of
performance tuning. They have a fully equipped
workshop area and are able to set-up and
service all types of superbike suspension. They
have also broadened their horizons into the
retail industry with a great variety of motorcycle
apparel. They stock the Metalize range of jackets,
pants, boots, gloves and 2 and 1 piece race suits
as well as Dunlop road and race tyres.
Tel (011) 238-7666 or (011) 314-4596.
788-16th Road, Unit 6, Midpark, Midrand.
Trading hours are Mon-Fri 08.00-17.00 and
Saturdays: 8:00-12.00pm. For any emails: info@
10 RIDEFAST MAGAZINE APRIL 2018
CBR 1000 SP
CALL FOR DETAILS
FROM R94 400
THE SPORT TOURER
FROM R155 000
AFRICA TWIN FROM R155 000
R120 000 R25 900 R25 900
VFR800 XR125 XR150
Husqvarna’s new era arriving in SA soon
Husqvarna’s new road-going range is set to hit SA shores, so we thought we would preview the new
highly-anticipated range ahead of the SA launch happening in early April.
At the 2014 EICMA show in Milan, Italy—nearly two
years after Austrian KTM bought Swedish-born,
Italy-based Husqvarna from German BMW—
Husqvarna showed two street-focused concept
bikes based on the KTM 390 Duke, the Vitpilen
401 (Swedish for “White Arrow”) and Svartpilen 401
(“Black Arrow”). The following year, again at EICMA,
Husqvarna unveiled a Vitpilen 701 concept based
on the KTM 690 Duke.
Finally, Husky’s new range of “Real Street”
motorcycles is ready for production, and they’re
on their way to SA as you read this. At this year’s
EICMA show, Husqvarna displayed production
versions of the Vitpilen 701, Vitpilen 401 and
Svartpilen 401, as well as a tracker-style Svartpilen
2018 Husqvarna Vitpilen 701
With sculpted, muscular styling that leads with a
round headlight nested within a bright LED ring and
ends with a stubby tail, the Vitpilen 701 embraces
the less-is-more look of naked street bikes. Carried in
its chrome-moly steel trellis frame is a liquid-cooled,
693cc single-cylinder engine with throttle-by-wire
that makes a claimed 75 horsepower and 72Nm
of torque at the crank, and premium components
include WP suspension, Brembo brakes, switchable
Bosch ABS and an APTC slipper clutch.
Husqvarna says the Vitpilen 701’s dry
weight is just 157kgs and it has a 12 litre
fuel capacity. The compact bike has a 1435mm
wheelbase and a 830mm seat height, and it rolls
on 17-inch cast wheels shod with Bridgestone
The only colour shown in the photos is a matte
silver with copper highlights on the mostly black
engine and the hanger for the sharply upswept
exhaust pipe. Pricing for the 2018 Husqvarna
Vitpilen 701 is TBD.
Husqvarna Svartpilen 701 Concept
Based on the Vitpilen 701, the Svartpilen
701 concept takes the minimalist
styling in an aggressive street
tracker direction. Powered by the
same 693cc, 75-horsepower
single, the Svartpilen 701 rolls
on 18-inch front/17-inch rear
cast wheels shod with semiknobby
tyres. It also has a
more upright handlebar, a
unique headlight, a trackerstyle
tail section and a special
exhaust. If we’re lucky, we’ll
see the Black Arrow 701 in the
12 RIDEFAST MAGAZINE APRIL 2018
2018 Husqvarna Vitpilen 401
The Vitpilen 401 isn’t just a scaled-down
carbon copy of the 701. Its liquid-cooled,
375cc single, which makes a claimed 43
horsepower and 37Nm of torque, is also
carried in a chrome-moly steel trellis frame,
and it has WP suspension, Brembosubsidiary
ByBre brakes, Bosch ABS, a
slipper clutch, a round headlight and a
stubby tail section. But instead of cast
hoops, the 401 rolls on 17-inch spoked
aluminium rims—copper anodized to
match covers on the engine—shod with
Metzeler M5 tyres. And its styling is unique,
with bodywork that extends down the
sides of the gas tank and below the onepiece
Claimed dry weight for the Vitpilen 401 is
just 148kgs, its fuel capacity is 9 litres and
its seat height is 835mm—5mm taller than
the 701’s seat height. The Vitpilen 401 is
matte white with bright yellow accents. No
word on pricing.
2018 Husqvarna Svartpilen 401
The 701 may be a concept, but the
Svartpilen 401 is ready for
production. Whereas the 701
is a dark street tracker, the
401 is a modern scrambler
with Pirelli Scorpion Rally
STR knobby tyres, silver
aluminium rims with matching
spokes, a small skid plate, an
exhaust protector, a tank rack, a two-piece
seat and upright handlebars. It has the
same integrated bodywork as the Vitpilen
401 but painted black instead of white.
Motorcycle news have already tested the
new 701 Vitpilen and have rated it as one
of the best road-going singles they have
ever tested - “Lightness, combined with a
punchy, single-cylinder engine equals fun
and creates the best road-going single
we’ve ever ridden.” Adam Child - MCN
Senior road tester.
We look forward to seeing and feeling the
new range of Husqvarna road machines
at the SA launch held on the 5th of April in
Cape Town. As you read this, you might
have already seen some posts up on our
Facebook page from the launch. If not,
go take a look. Otherwise, just read the
full review in the May issue in stores from
Monday 7th May.
For more information, visit or contact your
nearest Husqvarna dealer.
VITPILEN & SVARTPILEN 401 – R 89,699.00 incl VAT
VITPILEN 701 – R 139,699.00 incl VAT
The bikes can be viewed by the public after 17:30 at “YOUNGBLOOD AFRICA
ARTS AND CULTURE” in Bree Street, Cape Town on the 5th of April.
RIDEFAST MAGAZINE APRIL 2018 13
to you by
Two more years for Rossi in MotoGP with Yamaha.
Nine-time world champion Valentino Rossi
has re-signed with Yamaha for a further
two seasons in MotoGP, extending his
contract into the 2019 and 2020 seasons.
The news came on the brink of the
opening round of the 2018 MotoGP
season held in Qatar.
At 39, Rossi is entering his 13th season
with Yamaha’s factory team in the premier
class after racking up a single win at Assen
alongside six podiums last year.
“When I signed my last contract with
Yamaha I wondered if that would have
been the last contract as a MotoGP rider,”
Rossi commented. “At that time I decided
that I’d take that decision during the
following two years.
“During the last two years I came to the
conclusion that I want to continue because
racing, being a MotoGP rider, but especially
riding my M1, is the thing that makes me
“Having the opportunity to work with my
team, with Silvano, Matteo, all my mechanics
and working with all Japanese engineers,
Tsuji-san and, above all, Tsuya-san, is a
pleasure – I’m happy. I want to thank Yamaha
– Lin Jarvis and Maio Meregalli in particular –
for their trust in me.
“The challenge is diffi cult, being competitive
until I’m 40 years old! I know it’s going to
be diffi cult and it requires a lot of effort from
my side and a lot of training, but I’m ready. I
am not lacking in motivation, that’s why I’m
signing for two more years.”
The commitment from Rossi to continue
in MotoGP for another two years fi rms the
Movistar Yamaha factory team through
2020, with Maverick Vinales recently
extending his contract to remain on-board
the offi cial YZR-M1.
The combination of the Doctor and the
YZR-M1 has led to many milestones in the
past and together they secured four MotoGP
World Championship titles. He is Yamaha’s
most successful rider in history with 56 wins,
43 second places and 35 third places secured
in 206 races together.
He has already proved that he still has what
it takes to run at the front, having claimed 3rd
place at the opening round in Qatar.
split with Suzuki
Michael Dunlop has confi rmed he will not race for
Suzuki at this year’s Isle of Man TT and other road
race events after weeks of speculation.
Many thought the 15-time TT winner’s 2018 plans
had been confi rmed when he rolled out on the
Buildbase Suzuki GSX-R at a test in Cartagena
two weeks ago, but the deal was far from done.
Dunlop was present at the test to see whether
improvements to the Suzuki over winter were
enough to convince him to stay, but with rumours
he was slower on the 2018-spec bike than he’d
been on the 2017 machine 12 months previous
it soon became clear that Dunlop’s 2018 plans
were far from sorted.
A statement released on his Facebook page
confi rmed he’d opted not to renew his contract
with Hawk Racing: “I’d like to clarify my current
position regarding the upcoming road racing
season,” it read. “I will be contesting the
Superstock and Supersport classes at the Isle of
Man TT and other events on my own MD Racing
“I have not renewed my contract with Hawk
Racing however, I am currently considering my
options for the Superbike class and will confi rm
my plans when something is sorted.
“I’d like to thank Stuart and Steve [Hicken] for
their support over recent years where we have
shared a lot of success together.”
Dunlop’s next move is somewhat of a mystery
with a lot of speculation surrounding the idea
that he may fi eld his own superbike machine.
However, earlier this year he was in advanced
negotiations with the Tyco BMW squad to take
over the seat left vacant by Ian Hutchinson after
his defection to Honda.
14 RIDEFAST MAGAZINE APRIL 2018
Dual compound technology
The new reference
tyre in the sports
An incomparable sensation of grip
“In terms of safety, the front tire
of the MICHELIN Power RS sets
and cornering stability
Front tyre profile derived
from race competition
derived from racing
“The best stability during sequences of
curves, even on a simulation of a country
Pole-winning performance: agility and
handling when changing direction, under
braking and when accelerating hard!
“Extremely agile, with exceptional directional
stability and impeccable handling in
cornering; All this makes Michelin the winner
(and not only in terms of points).“
A new patented construction for exceptional straight-line
and cornering stability.
A single ply ensures a more flexible crown, while the side
ply back over itself.
Harder rubber underneath the softer rubber on the
shoulders gives better rigidity at lean, for more stability
when cornering, especially under strong accelaration.
Pics by Eric Buijs & Eugene Liebenberg
Michelin SuperMoto SA
and Short Circuit racing
For years, Short Circuit and Super Motard racing here in SA has
been in the dumps. There has been no real platform for the next
generation of SA superstars to start their own racing stories and
progress through the ranks.
Ten years ago, motard racing was at its pinnacle here in SA. Every
top rider from superbike to motocross took part. Hundreds of fans
would fl ock to the track to see SA’s best motorcycle riders bash
bars in what was, at the time, one of the most spectacular racing
series in SA.
As the years went by the sport took a massive dive. A
combination of lack of sponsorship and rising cost meant riders
would not have the spare money to race in the motards, and
rather had to pour every resource into their particular discipline.
But, we are very happy to say that motrad racing is back, and in a
big way as part of the Michelin Short Circuit Racing Series.
Clinton Pienaar is the man behind the new Short Circuit Racing
Series. It caters for various motorcycle categories, with riders of all
ages, disciplines and experience able to take part. There is plenty of
racing action, with each category getting 1 qualifying session and
3 race heats on the day over the 8 round championship. Entry fees
are ridiculously cheap, and the events are really well organised with
proper rules set in place to keep things fair and affordable.
Youngsters looking to start out can race in the Mini Moto novice
class, and then progress through the other Mini Moto categories
available. From there, SA’s next top stars progress to the NSF100
class, before making the step up to the 150 Cup class - This is
where the likes of the Binder Brothers learnt to hone their skills. From
there it’s onwards and upwards to the National classes here in SA -
Supersport 300, Supersport 600 and fi nally the big 1000 class.
Another really cool class is the SuperMotard Juniors, where
youngsters race on 50, 65 and 85cc 2-stroke MX bikes converted
for road racing. The racing action is top-notch, with the likes of
Ruche Moodley and Tristan Pienaar really putting on a show.
Elbow scrapping stuff - Very impressive to watch.
No doubt the highlight of the Short Circuit Racing Series is the
Michelin Supermoto SA categories. There are 3-classes available;
The Masters and Grand Masters, for the elder statesman, the
SM2 category for new comers and the SM1 and SM1X caters for
the top riders.
The racing action is nothing short of world-class, with some of
SA’s biggest names duking it out for top honours. The opening
two rounds of the series took place at the Zwartkops and
Polokwane Kart circuits. Brent Harran and Greg Gildenhuys are
the men to beat so far, but they are by no means running away
with it. Anyone of 10 riders are capable of wining.
You really have to make sure you get down to one of the races
and experience the action for yourself. You will be blown away!
If you would like to get involved in the Michelin Supermoto SA
racing series, call Keaton Murray on 060 549 2210 or check out
their Facebook and Instagram social media pages - Michelin
Supermoto South Africa. Keaton will also gladly give you
any advise needed on building up, fi nding parts, or buying a
supermotard bike. There are some great bargains out there and
the racing is very affordable.
For any and all short circuit series racing queries email Clinton on
to you by
16 RIDEFAST MAGAZINE APRIL 2018
Suzuki Weekend Away in Mpumalanga 30 June - 01 July 2018!
A NEW DAWN
NEW DISTRIBUTOR APPOINTED FOR TRIUMPH MOTORCYCLES IN SOUTH AFRICA
Triumph South Africa (Pty) Ltd – a joint venture between the Fury
Motor Group and automotive industry veteran Bruce Allen – has
been appointed as the new distributor of Triumph Motorcycles in
South Africa. We were all invited for a little meet and greet at the
Rim And Rubber venue in Fourways, to meet the team and pose
any questions, and their were a few.
18 RIDEFAST MAGAZINE APRIL 2018
Triumph as a brand is just too good
to not be properly represented in
SA. The biggest change to start with
is the fact that there will only be one branch
in JHB where you can buy a new Triumph.
Most of the existing dealers country wide
that were either Triumph dealers or service
dealers, will stay on as service centers for
now. In time we are sure there will be more
official retail dealers in the major centres in
SA, such as Cape Town and Pretoria. In
the meantime, if you live in Cape Town for
instance and want to buy a brand
new Triumph, Triumph SA will
deliver your bike and do an official
handover to you where you live.
In time the brand will grow again, it’s just
too good a brand not to. The new guys tell
us that they are not in it for a quick buck,
they’re in it for the long haul.
Triumph UK wants to standardize
the shop frontage, as well as have ideal
positioning in SA, an expensive outlay
for anyone upfront given our economical
situation in SA, but in time this will happen,
so, all those Triumph lovers and potential
Triumph lovers, Triumph is back.
Triumph South Africa will sell adventure
and touring motorcycles (Tiger 800, Tiger
1200 and Tiger Sport), roadsters (Street
Triple and Speed Triple) as well as modern
classics (Bonneville T100, Bonneville T120,
Thruxton, Street Scrambler, Bonneville
Bobber and Bonneville Speedmaster).
Timelines required for regulatory processes
should allow the first sales of motorcycles in
May this year.
The Triumph brand has been represented
in South Africa for 23 years. Paul Stroud,
chief commercial officer of Triumph
Motorcycles UK, says that the company
has high aspirations for the South African
market. “We are delighted to partnering with
Triumph South Africa as our new distributor,
and look forward to a long and prosperous
Triumph has enjoyed its role as one
of the fastest growing global motorcycle
brands over the past few years, thanks
to a combination of our award-winning
RIDEFAST MAGAZINE APRIL 2018 19
new models and improved dealer network.
Appointing a strong and professional
distributor in South Africa shows that we really
mean business in the increasingly important
South African market.”
Established in 1902, Triumph Motorcycles
is the largest British motorcycle manufacturer
and has more than 750 dealers across the
world. The company produces around 60
000 motorcycles per year. At the heart of
Triumph’s philosophy is a commitment
to developing unique motorcycles that
offer a blend of distinctive design, intuitive
handling and performance. “The innovation
and engineering passion that gave birth to
the iconic Bonneville of the 60s has today
created a broad range of bikes suited to all
motorcycle riders, including the striking 2.3
litre Rocket III, the unmistakable Speed Triple
and the SuperSports Daytona 675,” explains
Bruce Allen, the new man at the helm.
Triumph currently employs around
2000 people worldwide and has subsidiary
operations in the UK, America, France,
Germany, Italy, Japan, Sweden, Benelux,
Brazil and most recently India, as well as a
network of independent distributors. Triumph
has manufacturing facilities in Hinckley,
Leicestershire, and Thailand plus CKD
facilities in Brazil and India.
Motorcycle lovers the world over have
embraced the Triumph brand. In fact, in its
2017 financial year, Triumph grew global
revenues by £90.9m (R1.5 billion) to £498.5m
(R8 billion). South Africans have also long had
a love affair with the Triumph brand. “In recent
years Triumph has sold an average of 450
motorcycles per annum, enjoying a market
share of 6% of the over 500 cc segment,”
Triumph is a premium brand, which is
synonymous with quality. Accordingly, on an
international front, Triumph is committed to
ensuring that its motorcycles are presented in
a premium manner.
Precisely the same modus operandi will
ensue in South Africa. “We have committed
to building a flagship ‘Triumph World Black’
facility in Woodmead, Johannesburg. This
will initially accommodate the needs of our
Gauteng customers,” explains Allen.
Construction on the new facility will
commence in May 2018. It will open to the
public by December 2018. Facilities meeting
global Triumph standards will open in Cape
Town in 2019 and in Pretoria in 2020.
Triumph South Africa has committed itself
to great customer service. As such, Triumph
Johannesburg will operate in the interim from
South Road in Sandton , where servicing will
be available from late March 2018. This is
a Fury Motor Group owned property which
has been made available for use by Triumph
The historical Triumph dealers in Gauteng
(Centurion, Edenvale and Boksburg) will
continue to act as Authorised Triumph
Service Centres during construction of the
‘Triumph World Black’ facility in Woodmead.
Cape Town, Durban and Port Elizabeth will
also continue to support Triumph owners as
Authorised Triumph Service Centres in their
respective cities. “The Authorised Triumph
Service Centres are dealerships that formed
part of the previous Triumph network. They
will be service centres only.
Due to the only current new flagship retail
dealership being Triumph Johannesburg,
should a future Triumph owner wish to
purchase a new motorcycle, we would gladly
facilitate the sale and delivery through Triumph
Johannesburg,” explains Allen.
Customers will, no doubt be pleased to
hear that their warranties will be honoured.
“All warranties on products sold by the
previous Triumph retail network will remain
intact on the original Triumph warranty terms
for the balance of that motorcycle’s warranty.
Triumph South Africa, through the appointed
service network will ensure that customers’
service, parts and warranty needs are well
taken care of,” says Allen.
Fury Motor Group and Allen have
optimistic plans for Triumph South Africa.
The Fury Motor Group is a diverse
private motor group, representing multiple
automotive brands in Gauteng and KwaZulu-
Natal. Fury has seen quality organic growth
since its establishment in 1995.
“The addition of Triumph motorcycles to
the portfolio is an exciting venture for Fury,
and in following our mission of ‘Doing the
20 RIDEFAST MAGAZINE APRIL 2018
Right Thing’, we hope to ensure that Triumph
enjoys the rightful position amongst premium
motorcycle brands it deserves,” says Marq
Roberts, CEO of Fury Motor Group. Allen
brings extensive automotive and premium
brand experience to the new Triumph
business. With 24 years of automotive
retail experience, a real passion for creating
great customer focussed businesses, and
an appreciation for the subtleties of the
motorcycle lifestyle, he is committed to
ensuring this great brand becomes a true
contender in the South African market.
“Triumph South Africa’s goal is to drive
progressive growth in volumes, delivering
market share of closer to 10% by 2021. This
will be done by ensuring that the Triumph
brand is presented and promoted in South
Africa in a premium and focused manner, with
a priority being the customer’s experience
on both a product and engagement level.
I am convinced that this is the start of an
overwhelmingly positive era for the brand in
South Africa,” Allen concludes.
Frequently asked questions:
There have been questions from customers
and the general public regarding Triumph’s
way forward in South Africa. Triumph answers
Q: The single point Triumph Flagship
facility does not provide a sufficient
footprint for representing the Triumph
Brand in Gauteng, how does this help me
as a Triumph owner?
Globally, Triumph is going through a process
whereby the brand is being positioned in the
premium manner it deserves. In assessing
the requirements for reestablishing the
Triumph business in South Africa, while at the
same time following the global direction of
premium representation, we had to balance
the investment required against the ability
to still have multi point representation in a
city. For this reason, we have positioned
the site for the new facility in Woodmead as
geographically central as possible in order for
current customers to be able to access us
from the various freeways. Current Triumph
volumes unfortunately do not allow for the
multiple dealers to invest at the required
level, so there is a compromise between an
ongoing presence for Triumph in SA and a
single point facility.
Q: I live in Gauteng, but Triumph SA does
not yet have the service capacity to look
after my needs, what do I do?
The transition time between the previous
distributor in SA and Triumph SA being
appointed, has been extremely brief and
has not allowed for adequate capacity to be
established to take care of customers’ needs.
Triumph SA has entered into an
agreement with previous Triumph dealers in
Centurion, Edenvale and Boksburg to service
and maintain Triumph motorcycles until
Triumph Johannesburg’s service facility will
be ready to take care of customers’ needs
from April 2018 at its (temporary) South Road
Sandton facility. The service capacity of this
22 RIDEFAST MAGAZINE APRIL 2018
We are so excited to get our hands
on the new Street Triple 765 RS
and Speed Triple RS models.
facility will be gradually increased over the
next 9 months to ensure that we are in a
position to fully accommodate customers by
the end of the year.
Q: What do I do if I live in Cape Town and
own a Triumph, who will look after my
As is the case in Port Elizabeth and Durban,
Cape Town customers will continue to be
supported by the same agents who currently
look after their motorcycles in these cities.
Q: When will Triumph open other
dealerships in other cities in South Africa?
We have made an initial commitment to have
a retail presence in Cape Town next year
(2019) and Pretoria the following year (2020).
Durban will be considered over the next
couple of years, but we are unable to make a
commitment at this stage.
Q: When will I be able to buy a new
Triumph motorcycle again?
We are planning to commence retailing
motorcycles in May 2018. This will depend on
time required for homologations.
Q: What bikes are you bringing in?
The full model lineup will include the following:
• Adventure and Touring Modern Classics
• Tiger 800, Bonneville Bobber (+Black)
• Street Triple, Speed Triple
• Tiger 1200 Bonneville, Speedmaster
• Tiger Sport, Bonneville T100 and T120
• Street Scrambler
• Street Twin
Q: When will you be announcing retail
pricing for the range of motorcycles that
you plan to import?
We are still busy finalizing our pricing strategy
on a couple of the new models and will be
in a position to announce our pricing in mid-
Q: I live in Durban and would like to buy
a Triumph, how do I go about this?
In line with our strategy of only retailing from
a facility that is in line with Triumph’s global
standards, motorcycles will only be available
for sale from our Johannesburg store initially.
However, should there be a requirement
from an out of Gauteng customer, we would
be happy to facilitate the sale and arrange
delivery and handover where you live.
Q: I am the owner of a 2016 Triumph
Explorer XC, and am concerned about
the effect of the September 2017 “fire
sale” on the resale value of by bike. I am
led to believe that the used values have
We believe that whatever has happened is
very short term, and only has an impact on
someone who wishes to sell their recent
model Triumph between the “sale” and when
we commence retail of our new bikes. A used
motorcycle price is a function of a willing seller
and willing buyer, if the used bike hasn’t been
sold at a reduced value, the value has not
When we come back into the market with
the same bike that was discounted last year
at the relevant retail price, the used values will
be pegged off relative value to the new bike.
i.e. how much less than a new bike should a
one-year old bike be? The market will correct
itself in the short to medium term.
Our take on the entire effect of the “sale” is
that those that bought the cheap bikes really
benefited, but not at the expense of current
Q: Are Triumph parts readily available in
Our first parts orders were placed on 1 March
2018 on commencement date as the new
distributor for Triumph Motorcycles.
Prior to this we requested the dealers
that would continue as Authorised Triumph
Service Centres stock up with fast moving
parts in order to minimize the effect of a
gap between distributors. We have ordered
sufficient stock of the most frequently needed
parts to ensure our customers are well
Q: What effect does the change in
distributor have on my warranty on my
Your bike is still well covered in terms of
the original warranty conditions set out by
Triumph, and can be taken to any one of the
Triumph service centres convenient to you.
Q: I am looking for a new Rocket III, but I
don’t see it as an available model on your
Globally Triumph has ceased production of
the Cruiser models being Thunderbird and
Rocket in order to focus on the segments
where the opportunity lies for Triumph to be
The new Triumph South Africa team from left to right: Damien Maclachlan, Ashleigh James, Riaan Fourie,
Bruce Allen (CEO), Marq Roberts (Fury), Marthinus Smit and Liandre Gibson
Customers needing support or
information relating to this transition are
free to contact Triumph South Africa on
RIDEFAST MAGAZINE APRIL 2018 23
Front & rear carbon fibre fenders for Super Duke
KTM offer some seriously good Powerparts for all their models, and here we take a
look at two very cool ones for all you KTM Superduke 1290R owners. Both products put
your KTM perfectly in the limelight with premium quality carbon fibre.
Both the front and rear fenders featured here are made from highest quality carbon
fibre, making them much stiffer and lighter than the standard plastic components.
Both have a satin surface finish featuring the Akrapovic logo to help give it that factory
look. The rear fender is extended to include a chain guard.
From: Official KTM Dealers Nation-Wide
Price: Front R4286 / Boots R5146
ALPINESTARS City Hunter
The Redstar Shop, based at the famous track out near Delmas,
has just recieved stock of the new-style Alpinestars City Hunter
Tech backpacks. Aerodynamically profiled the City Hunter Tech
Backpack features an innovative advanced load carrying system
and ergonomic shoulder straps designed to redistribute weight
evenly across the back for improved comfort and fit on long
rides. Oh, and they look so cool.
From: Redstar Shop - Donovan 079 219 3182
Price: R2000 each
Considered one of the best value for money top-of-therange
racing helmets on the market today, the new
range of 2018 Airoh GP500 helmets have now arrived
at dealers nation-wide.
This is the pinnacle of the road range of helmets
from the Italian manufacturer, and features all the
protection and style one would want, and expect,
from a top of the range lid.
From: Dealers Nation-wide
Price: R5999 each (Various colours available)
24 RIDEFAST MAGAZINE APRIL 2018
April Sport Tyre Combo Specials
Metzeler Racetec Interact: (Street)
• (K3) INTERACT 120/70R-17 & 180/55-17
R3,000, SAVE R2,000
• (K3) INTERACT 120/70R-17 & 190/50-17
R3,000, SAVE R2,000
• (K3) INTERACT 120/70R-17 & 190/55-17
R4,665, SAVE R1,025
Metzeler Sportec M7RR: (Street)
• 120/70R-17 & 180/55-17
R3,000, SAVE R2,000
• 120/70R-17 & 190/50-17
R3,000, SAVE R2,000
• 120/70R-17 & 190/55-17
R4,500, SAVE R797
VISIT US FOR ALL YOUR TYRE NEEDS: Bikes, ATVs & Side-x-Side • Best prices, widest range
• Over 3000 tyres in stock • SA’s largest ‘bike’ tyre retailer • Shipping countrywide • Secure credit card payment
• Fitment & Balancing • Chains & Sprockets • Brake Pads • Wheels • Wheel Lacing • Tubes & Mousse Fitment
• Puncture Repair On/Off Road • Tyre Equipment & Accessories
Tel: 011 205 0216 • Fax: 011 3127078 • Cell: 073 777 9269
UNIT 9 Sable Park, 997 Richards Drive, Midrand
Facebook @BikeTyreWarehouse • Twitter @biketyrewhse
eFast APRIL'18.indd 1
2018/03/22 12:14 PM
Chain reaction: Motorcycle Chains Explained
Ever wondered what size drive chain your motorcycle needs?
Chain Sizes Explained.
Generally, sizes are described as ‘pitch by
length’. For example 520-118 - this has a
pitch of 520 and is 118 links long.
What does ‘pitch’ mean in relation to a drive
chain? It’s actually the distance between the
chain pins. (Pic)
How many different motorcycle chain
pitches are there?
Loads, but commonly used there are the
following: 420, 428, 520, 525, 530.
How do I know what size my chain is?
Well, unless you want to go measuring it you
just need to look on the side of some of the
links. Most motorcycle chain brands stamp
the size here.
What direction should I fit my split link?
A split link should be installed with the closed
end facing the direction of travel. The reason
for this is so that if it hits a branch or stone
that the link isn’t popped off the chain. (Pic)
lube and don’t ride the bike for 30 minutes or
more. This will give it time to dry in.
Can I use WD40, Spark, Q20 or similar on
my motorcycle chain?
The short answer is NO. WD40 is good if
you want to clean chain lube and dirt off your
chain. It’s terrible if you want to lube it. It’s so
thin that it will fl ing straight off.
If you’re on a road bike it’ll fl ing straight all over
your clothes and your back tyre.
Use a proper chain lube. It comes out of the
can thin, penetrates the chain and thickens
out as it dries on.
How do I know if I need to change my chain?
If you’re out of adjustment is a general rule
that you need to change your chain. Also if
you can pull your chain off the rear sprocket
and there’s a gap it’s time to change.
If you’re changing the chain you almost
always need to change your sprockets at the
same time - they wear together. Fitting a good
chain onto old sprockets is asking for trouble.
Most bikes have gradients on each swingarm
side to help maintain alignment, so when
adjusting chain slack, it is essential to make
sure the alignment marks match on each side.
Follow your bike manufacturer’s specifi cations
for both chain tension and how to ensure
proper chain alignment.
Check your chains adjustment often – it is the
hardest working part of your bike.
Another way to check chain wear. A gap between
sprocket and chain means it time to change.
While replacing a chain is not all that
complicated, having the chain replaced by a
trained professional is often a very good idea.
Master link installation is absolutely critical and
securing the master link can be accomplished
by riveting (requiring special tools), screw
type master link or clip-type. Installing the
Z-Rings and lubricating the pins goes along
with proper installation, so owner-installation
should follow the manufacturer’s instructions
to the letter…
What’s the difference with standard,
heavy, O-ring, X-ring and Z-Ring?
There are three principal types of roller drive
chains: Non O Ring, O Ring and X/Z Ring.
A simple diagram of an X-Ring vs an O-Ring
How often should I lube my motorcycle chain?
For road bikes, we suggest once a week if
you use your bike every day.
For off-road/motocross bikes it’s much more
regular as the conditions will strip the chains
dry. We suggest on every ride and certainly
after every power wash.
With any bike you want to ideally apply chain
26 RIDEFAST MAGAZINE APRIL 2018
Brought to you by
Non O-Ring or standard chain:
The non O Ring types date back to the
beginning of time and are still used extensively
today. They are strong, light, cheap to
produce and relatively friction free. Non-sealed
chains have no internal lubrication, so they
require the most maintenance (cleaning,
lubing and adjustment). Otherwise, they won’t
last very long!
These days they tend to be used most on
smaller capacity and Moto X bikes.
Heavy Duty is the most popular for mid-sized
bikes on the road. Also most MX bikes can
run a HD chain.
Z-RING “spring effect”
The Z-Ring flexes when assembled,
creating a spring effect that guarantees
the seal will not decrease over time. The
lubricant trapped between the plates and
the lobes of the Z-Ring keeps the ring
lubricated and increases its life.
ZRP and ZRT are Original Equipment on:
As motorcycle technology and power
output has increased, chain design has had
to improve with it. So for bigger and more
powerful bikes, non O Ring chains were very
much improved on by O Ring chains. The O
ring chain positions a sealing ring between the
inner and outer chain plates. Before riveting
in the factory, the internal parts of the chain
are fi lled with chain grease by vacuum. The
sealing rings then have two purposes: to keep
the internal lubrication in, and to keep the dirt
out, thus vastly improving the durability of the
chain. As the two plates push on either side of
the O ring, it distorts to have two fl at sides to
The O-Ring chain seemed great to everyone,
at least, until the supercharged environment of
the racetrack exposed its weakness...
When the large surface area of the O-ring
presses against the pins and covers, it
creates a certain amount of drag, which in
turn creates a loss of speed. Most of us won’t
even notice this, but for top racers – they want
every ounce of horsepower available. O-ring
chains are now somewhat dated technology,
superceded by even better systems…
The X-Ring Chain:
Race geeks created the X-ring chain. With
a smaller surface area in contact with the
pins and covers, drag is reduced and speed
is increased. All while keeping the chain
beautifully lubricated. X describes the shape
of the ring. Instead of having an O shape it
now has an X shape. This means that when
pressed between the chain plates, it no longer
has a fl attened O ring shape but instead has
two smaller faces touching either plate in an X
shape. This gives you the same great sealing
and durability but now with very low friction.
But wait, it gets even better…
Z-Rings, the very latest technology.
The Z-Ring seal, patented by Regina chains,
features a specially-designed conical shape
on their inner side.
We need to explain Z-Ring technology…
it is Regina’s differentiator:
As mentioned, O-ring chains are now
considered to be pretty old technology, Regina
don’t use that system at all anymore. They
feel that quality chains should utilise newer
technologies as they reduce rolling resistance
while increasing the lifespan of the chain.
The difference between Regina’s range of
chains is that they have key applications. For
example, different chains are manufactured
in 520 pitch, and are all Z-Ring, but Regina
specifi cally makes them for different
applications: Some examples:
· ZRE is a 520 Enduro chain and has the
lowest tensile strength being designed to
deal with a maximum engine capacity of
450cc’s (Single cylinder)
· ZRT is a 520 touring chain with higher tensile
strength for larger bikes, but more rolling
resistance due to thicker plates and pins.
· ZRP is a 520 Professional for applications
requiring higher tensile strength, again, plates
are thicker and the chain is heavier.
· Then the ORAW racing chains (As used
in MGP) have extremely small Z-ring seals
to minimise rolling resistance, the chain is
designed to minimise weight but with an
acceptable tensile strength for Moto GP.
How The Z-Ring Works:
The Z-Ring fl exes when assembled, creating
a spring effect that guarantees the seal will
not decrease over time. The special Z-Ring
section provides enhanced chain fl exibility. The
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RIDEFAST MAGAZINE APRIL 2018 2 7
MOTOGP ROUND ONE, QATAR.
As with the start of every new MotoGP season, round one of 2018 took place under the
lights of the Losail circuit in Qatar, and what an opening night it turned out to be.
Words: David Emmett
Brought to you by
28 RIDEFAST MAGAZINE APRIL 2018
You might call that a good start to
the new season. There were four
races held on Sunday at the Losail
International Circuit in Qatar: three Grand Prix
classes and race two of the Asia Talent Cup.
All four would become titanic battles
between riders, ending in searing duels to
the line. Three of the four would be decided
by less than three hundredths of a second.
The fourth – Moto2 – would be decided by
just over a tenth.
The combined winning margin for MotoGP,
Moto2, and Moto3 is just 0.162 seconds.
Add in the Asia Talent Cup, and that takes
the grand total to 0.175 seconds.
It seems fair to say we were treated to
some insanely close races at Qatar. In Moto2
and Moto3, three riders broke away to
contest victory among themselves.
In both classes, an incident – a crash
in Moto3, a technical problem with the
rear brake in Moto2 – saw the trio whittled
down to a duo, the race going all the way
to the line.
The MotoGP race was even tighter, the
closest finishing group ever at Qatar, with
first place separated from seventh place
by just 4.621 seconds, and from eighth
by 7.112. The top three finished within a
second, the top two by 0.027 seconds – a
numerologically pleasing gap, given the racewinning
This was the closest race in MotoGP
that I can remember. The leaders streaked
across the line to complete 22 laps on
Sunday night, and on 11 of those laps, the
gap between first and second was less than
a tenth of a second.
On another seven laps, the gap was
between one and two tenths. On the
remaining four laps, the gap was always
under three tenths.
There was nothing to choose between
the leaders, the winner impossible to identify
even up until the final corner. It looked for all
the world as if someone had tried to organize
a MotoGP race, and a Moto3 race had
A freight train of riders chased each other
round the track for 22 laps, and at the end,
two men fought it out in the last corner, with
an entertainingly predictable outcome.
The 2018 race was like a condensed version
of the 2017 season. Johann Zarco led the
way in the early laps, the Monster Tech3
Yamaha rider repeating his feat from last
year’s race, though he held on for a good
deal longer than in 2017.
Tech3 team boss Hervé Poncharal sat
watching the race on pit wall strung tight as a
bow, his nerves slowly easing up once Zarco
got past the six lap mark at which point he
had crashed out last year.
Zarco looked like finally cracking his first
MotoGP win for seventeen laps, but as he
swept through the final corner and onto the
front straight, his fate was sealed. Behind
him, Andrea Dovizioso was winding up the
Ducati GP18 ready to hit the nitrous button
down the front straight.
RIDEFAST MAGAZINE APRIL 2018 29
Zarco led across the line, but was
immediately swamped by the Ducati as
Dovizioso used his 10 km/h top speed
advantage to take the lead.
Unfortunately for Zarco, Marc Márquez
knew that he could not let Dovizioso get
away. The reigning world champion got
in the slipstream of the Ducati and wildly
waggled his way past Zarco, touching the
Frenchman, struggling to stop his fishtailing
Honda RC213V, and nearly running wide in
It came close to ending in utter disaster for
Márquez, but the Spaniard’s outrageous skill
just held it all together. It would not be the
last time in the race.
“My target was try to control Andrea,
because he was the fastest one,” Márquez
explained in the press conference. “My
problem was when he passed Zarco I went
behind him. It doesn’t matter when or where.
He overtook Zarco. I just was behind him. I
was on the limit, all in is what I said.”
It had been an insanely close call. “When
Andrea overtook Zarco, I was just behind,
but then I start to lose the rear. I touched
Zarco. I released the brakes. I took the
slipstream of Andrea. Then I couldn’t stop
the bike. I went wide, but I stay on the
corner. That was the key of the race, was the
From that point on, Zarco was finished, and
dropped through the field like a stone. Not
because he started going so much more
slowly – the Frenchman kept doing low
1’56s, the pace he had been lapping at for
a few laps – but because the rest of the field
found a sudden burst of speed.
Dovizioso, Márquez, Valentino Rossi,
Cal Crutchlow, Danilo Petrucci all suddenly
started slamming in low 1’55s, gapping the
Frenchman in the space of a couple of laps.
Afterwards, Zarco revealed that he had
been hampered by a problem with his front
tyre. “I wanted to keep fighting for the rest,
but with this front tyre problem, I could not
fight and then from this moment five laps to
the end, I had to accept to take what I can,”
the Frenchman explained.
“I got the best I could, I did what I could
do, and when I have a technician from
Michelin and also on my team saying that
something has been wrong, it means that
OK, the rider’s job is done, then when you
are doing this kind of sport, this can happen.
I keep smiling, and anyway, eighth position
when you have a problem, it means you
are competitive. And I was leading the race,
maybe I was slow but nobody overtook me,
which means I was good today.”
30 RIDEFAST MAGAZINE APRIL 2018
The problem was a lack of grip from his
front tyre, Zarco said. “It was sliding. Just
sliding. You go into the corner and instead of
turning, you go wide. Or if you want to turn
you can crash. It was this kind of problem.”
He had a few warnings early on in the
race, but it got worse as the race went
along. “It was much worse at the end of
the race, but I had some alerts maybe after
seven, eight laps,” he said.
But Zarco took comfort in knowing
that he was not that far away, despite his
precipitate slide down the order. Leading the
race had helped build his confidence, give
him the belief he will need in races to come.
“That’s why I want to lead races,” he
explained. “The more I can do, the more it
is becoming normal, and I think compared
to last year, I was much more under control.
So that was a great feeling. I was almost
feeling slow, but as I say, if I am staying in
front and nobody passes me, it means that
we are not so slow, so happy for that.”
Episode on Repeat
The last five laps played out like they had
twice last year. Andrea Dovizioso led, laying
down a murderous pace which Márquez
could follow, but not easily attack.
Behind Márquez, Valentino Rossi had
latched onto the leading duo, unsure he
would be able to pass, but certain of taking
advantage should it all end in tears.
It didn’t, but on the final lap, it came very
close. Unable to deny his nature, Márquez
RIDEFAST MAGAZINE APRIL 2018 31
pushed to the limit to hunt Dovizioso down,
launching an attack in the final corner of the
last lap. In a carbon copy of the Red Bull Ring
and Motegi last year, Márquez attacked, ran
wide, and left the door open for Dovizioso to
calmly sweep inside and drive away to the line
to take victory.
“It was like deja vu,” Márquez joked in the
press conference. “Last corner with Andrea,
I go in, go wide, he goes inside, and he
wins the race.” Yet Márquez was far from
despondent at going three to nothing down in
last corner battles with the Italian.
“On the other hand, it’s true that I lost this
last lap, last corner battle in the worst circuits
for us. Red Bull Ring, Motegi, here. So, if it is
like this in the future, it will be okay. But then
on the strong circuits, on my favourite circuits,
then I need to attack there. I knew that I was
on the limit, but I try. Now I can sleep well this
night. If not, I cannot sleep.”
That last corner battle is becoming
something of an archetype, for both men.
Márquez lunges wildly, Dovizioso parries
calmly, having expected it all along. His
description of the race bore out the inner
calm which the Italian carries.
“Our bike works very well in this track.
Better than last year,” he said. “I was able to
play with the bike in a good way. I didn’t take
any risks at the beginning. I saved the tyre.
Most of the time I wasn’t so close to the rider
in front of me because I didn’t need to be.”
“I was able to take every decision in a
relaxed way and prepare everything for the
last part of the race,” Dovizioso continued,
“Because everybody at the moment was
saving the tyre, there wasn’t a special rhythm
in that moment.”
“We did 1’55.2 at the end of the race and
that time we arrived 1’55.6, 1’55.8 at the
beginning of the race. So this means that
everybody was going faster, but nobody
can ride with that lap time, because nobody
was able to finish the race in a good shape.
I knew that and I managed the situation in a
But Márquez’ improved pace and the
obvious improvement to the Honda was
cause for concern, not just for Dovizioso but
for the entire grid. The bike is clearly better
than last year, easier to ride and consequently
easier to manage.
“I think this is the reality,” Dovizioso
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opined, using a favourite phrase of his. “I
think we confirmed we are more competitive
than last year, but this race I think Honda’s
riders confirmed they are also better than
last year. Looks like that in the first round, so
we will see.”
Ducati team boss Davide Tardozzi was
delighted with the win, the garage erupting
with joy when Dovizioso crossed the line to
take victory. “We are very happy about Dovi’s
attitude,” Tardozzi said.
“He wants more. He has demonstrated that
he is really not only a talented guy but a clever
guy. He managed the race in a perfect way.
That’s why we call him Professor Dovi. We are
Fast is Better than Safe
Valentino Rossi’s third place was just rewards
for a gamble that paid off for the Italian. He
and his team had decided to scrap the idea
of saving the tyres, and chosen a setup for
outright performance instead.
“Yesterday in qualifying I was not very happy
about the balance,” Rossi said, “because we
try some modifications to save the front tyre.
Yes, we can save the front tyre, but then we
lose the speed.”
Forced to make a decision, Rossi erred
on the side of speed rather than endurance.
“Today I say, we try everything to go fast. After
if the tyre will last, it lasts. If not, ciao.”
“We make a good step this morning. We
improve the traction exit from the corners,
and also I think that we work well also with
the electronics. The good and the bad is that
from one track to the other, the difference of
the bike will be big also this year. So, nobody
knows what will happen in Argentina.”
Stiffer Is Better
Rossi’s teammate had made an even more
radical change which had worked out
remarkably well. After a miserable time in the
tests, where he was fast one day, nowhere
the next, Maverick Viñales finally managed
to persuade his crew to make the bike stiffer,
fitting harder springs.
It had transformed his ability to go fast on
the bike, and he fought his way through from
twelfth on the grid to finish sixth, and within a
sniff of fourth, and perhaps even the podium.
“We didn’t focus on the electronics for
the race, we focused to find the setup. And
actually it works,” Viñales said afterwards.
“We took the opposite direction to the test,
we went harder in the front, stiffer on the rear.
Something I really like and something I asked
many times to do. Finally, we did it here and
it’s a good way.”
The change also helped manage some
of the wheelspin he had been suffering
during testing. “For sure, it gets much better
entering the corner and less shaking on the
bike,” he said.
“So it’s something I like. The bike is more
stable and I can attack a little bit more the
apex of the corners. A little more corner speed
but also with the brakes.”
“So I didn’t make a lot of problems in the
acceleration [area] because I gained in the
middle of the corner. It’s something I asked for
many, many times. But we did it here on the
It felt like he had wasted the entire offseason
of testing over the winter, Viñales
explained. “For me looking back it’s like I lose
three months because now the bike is totally
different from the test.”
“Chassis is the same but the way the
setup is totally different. In the other direction.
So still I need more confidence but the
strongest point of the bike from last year
comes again, which is the fast corners, and
I’m quite happy.”
Tyre choice proved to be the difference
between the podium and missing out for both
Cal Crutchlow and Danilo Petrucci. Crutchlow
had gone with the medium front rather than the
hard front favoured by the Repsol Honda riders.
“I knew I would be able to manage the hard
front in the race, but I didn’t know what the
result would look like,” Crutchlow said. “If Dani
and Marc use this tyre, then I can usually use
it. But I went with the medium. Maybe I could
have finished one place further forward with
the hard front. But I don’t think so.”
Petrucci had chosen the soft front rather
than the medium front, the Ducatis capable of
running much softer front tyres than most of the
other bikes on the grid. But the soft front had
been a bridge too far, the Italian acknowledged.
“I think I was the only one on the soft front,
and it worked well in the race simulation,
but in the race, I got overtaken a few times,
because I had not so much turning power,
and especially on braking, I was not as strong
as always,” Petrucci said.
RIDEFAST MAGAZINE APRIL 2018 3 5
The Italian was especially disappointed
after finishing fifth. “I’m a little bit disappointed,
because yesterday I said my target was top
five, and I reached that,” he said.
“But I said top five because I didn’t want
to say the podium, but in reality I thought that
Márquez and Dovi had something more, but
I said, maybe third position is OK. I stayed in
third position all weekend, had a good pace.”
Blue Is the Colour
Overall, the Qatar MotoGP race was full of
promise. Suzuki went very well during the
race, at least until Alex Rins crashed out, and
Andrea Iannone was no slouch either.
Rins was in the battle with the front
eight, towards the latter half of that group,
struggling to win a braking duel with Danilo
Petrucci, but also soaking up the knowledge
of the new GSX-RR.
“I’m happy because we learned a lot from
this weekend,” Rins said. “All the time we were
on the top and put the Suzuki there. But in the
race everything changed. I was starting from
sixth position – my best result. Then the feeling
with the clutch was not so good on the start.”
“We missed a bit on the first lap. Then when
I was with Dovi I was following him easy – well
not very easy, but easy. Then when he started
to overtake on the straight it was impossible
for me to overtake him on brakes. I wasn’t
competitive on the brakes today.”
Rins had no real answer for why he
struggled on the brakes when it was one of
his strong points during the test.
“Maybe the track wasn’t in the best
condition. The feeling was not the same than
in the test that we did here. We tried to put the
bike in a perfect set up but today in the race
with a full tank I didn’t feel really good.”
If the MotoGP season looks like it might
be heading for another Dovizioso/Márquez
showdown, the support classes saw the title
candidates immediately sifting the wheat from
the chaff. In Moto2, Pecco Bagnaia got his
first victory, finally living up to the hype which
has surrounded him.
Bagnaia, Lorenzo Baldassarri, and Alex
Márquez got away in the early stages
of the race, and were preparing to do
battle over the podium places. But while
Márquez and Baldassarri were battling
over second, Márquez suffered a problem
with his rear brake.
The brake jammed on, slowing the
Spaniard on his charge, and he could only
pick up his pace again once the rear brake
effectively ceased functioning. A brave effort
saw Márquez retain third despite a valiant
effort by Mattia Pasini to catch him.
Just off the leading pack, Red Bull Ajo KTM
pair, Brad Binder and Miguel Oliviera, were
36 RIDEFAST MAGAZINE APRIL 2018
in a massive battle not only with themselves
but also with Marcus Schotter and Xavi
Vieger. Oliviera would get the better of his
team-mate to finish in 5th, while the SA star
had to settle for a 6th place finish. A good
points haul for the opening race after a few
struggles. “This wasn’t the race that we were
hoping for in Qatar. Throughout the weekend
I felt very good, especially this morning in
the warm-up; I was very comfortable and
riding was easy. However, yesterday in
qualifying I had some problems with the
sandstorm and I struggled to find grip then
-although I thought it was a problem with the
tyres. Today the track wasn’t sandy but the
problem continued, so it wasn’t easy to go
fast. The positive thing is that we got some
good points from the first race of the year,
and it’s a better start to the season than last
year.” Brad’s comments after the race.
Steven Odendaal ended his first race at
the Losail circuit in 22nd place, and collected
valuable data and experience.
In the Moto3 class, it was Jorge Martin’s
chance to show just how good he is. Martin
escaped from the pack with Aron Canet and
with Enea Bastianini. Bastianini crashed out,
leaving Canet to take on Martin on his own.
Try as he might, Canet simply could not
get close enough to launch a proper full-on
attack. The calmness with which Martin won
the race was impressive. The young Spaniard
still has a way to go.
Darryn Binder, on his first ride for the
factory Red Bull Ajo KTM team, got off to
a flyer of a start, battling for top 8 honours.
Sadly, Darryn’s race game to an end on
lap 4, after colliding with Philip Ottel. “The
first race weekend is over and obviously it’s
ended without the result that we wanted, but
we can take away everything positive that
we have learned here in Qatar. I think we
can keep moving forward and concentrate
on Argentina. It didn’t go as we expected,
as during the first few laps I gained some
positions and felt comfortable, but got clipped
on the fourth lap and crashed. Until then I was
feeling good and my lap times were faster
than in practice, but that’s racing. It’s time
to think about the next race, so I’m looking
forward to going to Argentina.” Darryn said
after the race.
What conclusions can we draw from
the season opener? Firstly, that Andrea
Dovizioso because the first Ducati to win
the Qatar race since Casey Stoner in 2009,
though the bike is unimaginably different
between then and now.
Dovizioso won by 0.027 seconds, a fitting
tribute to Stoner’s racing number, though
the Italian certainly did so without any
knowledge of it.
More worrying, we know that the Hondas
are in excellent shape: no longer are they
struggling to get into the top five, they are
starting to go very well at tracks where they
have traditionally had problems.
If Marc Márquez is losing out to Andrea
Dovizioso by less than three hundredths of a
second at a track where the Honda is weak,
just imagine what will happen once MotoGP
gets to Austin. The consolation here is that
Ducati has made a clear step forward as well.
The Suzukis are strong, as Alex Rins
(and to a lesser extent, Andrea Iannone)
demonstrate, but Rins is still catching up on
the races he missed through injury last year.
The GSX-RR is a radically more competitive
bike than last year’s machine, Suzuki’s rivals
have been warned.
The Yamaha situation is a complicated
one. The riders are capable of overcoming
some of the problems they have identified,
though Qatar remains a very strange first race.
Rossi’s gamble on chasing performance over
endurance paid off, though it is still far from
certain this will work at every track.
Maverick Viñales is engaged in a battle of
wills with his crew, but above all, with himself.
He got his way to go back to a much older
setting, making the bike a good deal stiffer
than had been found during testing.
They had fooled themselves during the
preseason tests, Viñales said. “In testing, we
fixed for a few laps, you know. With new tyres,
no fuel and crazy laps. But for the rhythm I’ve
never felt like FP4 and the race.”
It sounds like Yamaha have found a way
to give the nut between the handlebars a
firm tweak, and that has delivered serious
But the main lesson we learned at Qatar is
that MotoGP is closer than ever, and it was
already ridiculously close. I have a feeling that
we are in for another magic season. There is
no reason to believe my hunch will not turn
out to be right.
Bring on Argentina!
RIDEFAST MAGAZINE APRIL 2018 37
KING OF QATAR
In the red corner, weighing 225kg
The Ducati Multistrada 1260 S
In the orange corner, weighing 229kg
The KTM 1290 Super Adventure S
40 RIDEFAST MAGAZINE APRIL 2018
IN THE RED CORNER
DUCATI MULTISTRADA 1260 S
The new Ducati Multistrada 1260 S has just hit SA shores, and we finally got to ride the new beast
dressed in red. We also managed to get our dirty hands on one of its biggest rivals - the KTM 1290
Super Adventure S - to see who would win this Heavyweight battle.
Words: Rob Portman Pics: Gerrit Erasmus
Please sir, can I have some
more? The famous words
from a young Parish Boy
from the multiple Academy
motion picture - Oliver Twist. It seems as
if the motorcycle industry is full of Oliver
Twists, wanting more and more. Ducati
have taken note and listened to customer
demands and given them more.
The fi rst Multistrada was released back
in 2010 and featured a retuned version of
the 1198 Testastretta super bike engine.
Ducati threw all the bells and whistles at it,
making it a very popular choice in the evergrowing
sports tourer segment.
The bike saw minor changes over the
next years, before getting an upgrade
in 2013 with new Skyhook semi-active
suspension and a revised 2nd generation
Testestetta motor. This improved the bike
immensely and put it almost in a league of
Since then the Multistrada project has
taken a back seat, with Ducati focusing
on their ever expanding range, which now
includes Scramblers and Cruisers. “Don’t
fi x what isn’t broken”, that’s kind of what
Ducati’s thoughts were on the Multistrada,
which kept on selling really well world-wide.
However, the competition in the sports
touring market was getting better, with
the likes of BMW’s S1000XR and KTM’s
1290 Super Adventure S raising the bar
somewhat. This forced Ducati’s hand, with
the market asking for more from the now
stale Multistrada. Ducati heard the cries for
more power and more refi nement. It was
time for a change…
WE WANT MORE!
It needs more power they said - How does
an extra 64cc, 6HP and 18% increase in
torque sound? It could be more agile and
stable, especially at high speeds - Ok, let’s
increase the swingarm length by 48mm
as well as its rake by 1 degree and trail
by 5mm resulting in a 55mm increase in
the overall wheelbase of the motorcycle.
The dash was nice, but operating system
RIDEFAST MAGAZINE APRIL 2018 41
lacked a bit. Well, how about a new human-
Multi interface, with the highest res TFT
colour display they’ve ever deployed, and
new operating system that is both effective
and very easy to understand and operate.
Is that all? Well, pretty much, so yes.
If that wasn’t enough, Ducati threw a
plethora of updated modern-day tech and
safety features at the new Multi, including
the much needed quick-shift and auto-blip.
More so than ever, the new S model is very
electronic, very, very adjustable and while the
initial spread of possibilities feels daunting,
most owners learn rapidly on where and
what the changes they need to make are.
The Multistrada’s styling has never been an
issue, so the designers didn’t want to mess
too much with that. To the naked eye, it
looks just like the first model released back
in 2010. Up close is where you can spot the
differences. That gorgeous upper fairing with
big aggressive nostrils remains unchanged,
but the new side panels look better
integrated with the bikes overall look.
The bikes ergonomics feel just right
and get you in the mood to go riding
As I mentioned, the new motor produces
more power and more torque. What I haven’t
yet mentioned is how it does so. Rather than
going through the huge expense of creating
a new power-plant, Ducati designers looked
at what they already had in-house at their
disposal, and more importantly, what worked.
The Multistrada 1260 carries over the wellreviewed
and loved Testastretta 1262cc DVT
(Desmodromic Variable Timing) engine found
in the XDiavel with some slight mechanical
changes and revised fuel mapping.
Immediately as I set off I can feel the extra
power and torque available. The new engine
delivers 85% of its torque at 3,500 rpm, 18%
more torque under 5,500 rpm compared
to its 1200cc predecessor. Just what was
needed to take the Multistrada’s riding
experience to another level.
It was a pleasure having all that power
available at low rpm, especially while
commuting in the Sandton/Fourways area.
No need to over rev the bike or shift through
the gears - simply select 3rd gear and just
cruise, and when I needed power to squirt
through tight gaps, bang there it was.
The refinement of the engine is sublime. It’s
smooth, slick and almost entirely vibration free
unless you’re roaring along near the redline.
Anything past 3,500rpm and you better be
holding on tight. It’s a bombardment of power
that is easy to handle and enjoy, with the help
of the intelligent electronics of course.
42 RIDEFAST MAGAZINE APRIL 2018
RIDEFAST MAGAZINE APRIL 2018 43
The new motor is certainly not lacking at
top speeds either. While the previous 1200
had a directly sportsbike-like top-end madfast
feel, the new 1260 is more measured and
overall, a lot quicker in almost every situation.
Again, just that more refi ned. Helping get
through all the power through every gear
is the welcomed quick-shifter. It makes so
much sense I cannot believe Ducati didn’t
have an option for the older bike at all. In fact,
every single motorcycle today should have
one. 90% of the time, up and down shifts
were smooth and effortless. There was the
odd occasion (the 10%) where is did give a
slight hiccup, mostly at lower rpm shifting
up. It was, at times a bit jerky at part-throttle
but that’s considered normal for most
quickshifters - they work best at full or no gas.
Ducati listened very carefully to feedback
they got from press and customers, who
said that the 1200s were too reactive and too
sporty and that hampered their abilities when,
for example, touring with luggage. Well,
sorted. The longer frame and slower steering
make for a beautifully stable Multistrada. No
matter the quality road - potholes, bumpy,
cracked, slick, the 1260 stayed as planted as
a Russian weightlifters feet at the Olympics.
The semi-active Sachs suspension feels more
sophisticated in its reactions than before and
with rear preload set correctly - one button
press to select Rider-Baggage mode on our
optional pannier-ed 1260 S - the motorcycle
This stability does have a fl ip side, of
course. The Multistrada 1260 doesn’t turn as
rapidly as the old one, but some might say
that is not a bad thing. The 1260 responds
in a more considered manner which will
somewhat hamper skilled riders but make
everyone else very, very happy with the
safe-predictable feel that it makes for. I’m a
fi rm believer that a lighter motorcycle doesn’t
always translate to a better one, especially
in the handling department. The new 1260,
because of new additions like the bigger
motor, is 3kgs heavier than the 1200, but you
wouldn’t think so. It works in its favor, giving
it that much fi rmer, settled feeling. I will take
stability over agility on a bike like this any day.
Finishing off what is an excellent riding
experience is the superb Brembo M4.32
brakes and Pirelli Scorpion Trail II tyres. Both
do their intended jobs fl awlessly and instill full
confi dence no matter the conditions.
If I were to try and rob a bank, and these
days it’s a though that passes through all our
minds, and had to pick a get away vehicle
it would be the Ducati Multistarda 1260 S.
It has everything one would need to escape
without a trace - big power, agility, Bluetooth
connectivity to stay in contact with the crew
and good electronic suspension to adjust to
wherever and whatever roads one might be
faced with. And even criminals want comfort,
and the new 1260 has that too, so it’s perfect!
Ducati were given a brief of changes that
needed to be made to put the Multistrada
back on the map as one of, if not the
best Sports Tourer’s on the market. They
nailed the brief. They wanted to evolve the
Multistrada to be even more versatile, still
more appealing and that’s what they’ve
done. Every revision makes sense and
translates to a motorcycle that has just
about no faults. It’s easy to get lost in the
seductive nature of the bike. It speaks to
every facet of motorcycling - young, old,
sporty, commuting, touring, it’s the complete
package and satisfi es every addiction.
The only question left to be answered is
how does it compare back-to-back against
one its biggest rivals? Let’s fi nd out shall we…
44 RIDEFAST MAGAZINE APRIL 2018
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KTM 1290 SUPER ADVENTURE S
KTM’s new 1290 Super Adventure S
model was released last year. I got to
test the bike for the fi rst time at the SA
launch held in Cape Town early last year.
The bike really impressed me. It was
fast, stable and ultra-comfortable. I have
not ridden the bike since, so was keen
to get it, not only to see how it matches
up against the new Ducati Multistrada
1260, buy also see how it fairs down
here in the harsh JHB riding conditions.
17% less power thanks to humidity
and everyday hustle and bustle that is
Let me just give you a reminder of
what the 1290 Super adventure S is. As
the name suggests, it’s an Adventure
bike. Although, it’s actually so much
more than that. In the SA launch test, I
did last year, I labeled it a super bike, and
with good reason - It’s got super bike like
power fi gures, handling capabilities and,
well, just looks super! But what makes it
so super? Let me explain…
Firstly, the engine. The 1290 Super
Adventure S’ power plant is bigger than
you’ll fi nd in most small cars (it’s 1301cc,
or 1.3 litres). It also makes 160hp and
140Nm. That means it’s fast. Stupidly,
ridiculously fast. Faster than any
Adventure bike has any right to be. Even
up here in the in the thick, suffocating
JHB air. Thankfully, it’s got various
engine modes - Sport, Street and Rain
- allowing you to choose an appropriate
amount of throttle response for the task
or conditions at hand, and the chassis
up to the task of handling it all.
It’s got an electronics package Bill
Gates would be proud of, styling good
enough for a high-end runway show, or
a back alley brawl. The TFT dash is just
as big as most people’s TV sets and
displays more information than Wikipedia.
All the controls are perfectly placed and
easy to operate, and, they even illuminate
at night. Very cool.
For an Adventure bike, it doesn’t
feel as heavy as you might expect for a
215kg (unfuelled) bike. It’s agile and likes
to be thrown about a bit, just like a
Adventure S is everything an
adventure bike should be. With all
of its gadgetry and sophistication,
you’re left wondering
who’s in charge - are
you riding it, or is it
just giving you a lift?
It’ll hold itself on a hill,
charge your phone, let
you brake far too deep into
a corner, let you accelerate
back out far too early,
and help you look round
corners at night. But it’s
also blisteringly, mindbendingly
quick when you
want it to be, as you make
your way from A to B in comfort.
Consummately capable and crazy;
that’s the KTM 1290 Super Adventure S
in a nutshell.
So, which one wins this
heaveyweight battle? Can the new
Ducati compete with or over power the
almighty Austrian machine? Let’s
take a look…
46 RIDEFAST MAGAZINE APRIL 2018
In the red corner, weighing 225kg
The Ducati Multistrada 1260 S
In the orange corner, weighing 229kg
The KTM 1290 Super Adventure S
IN THE ORANGE CORNER
RIDEFAST MAGAZINE APRIL 2018 47
And the winner is...
We really are spoilt for choice these days,
and these two motorcycles prove that. It’s
getting harder and harder to do comparison
tests, as every bike has its own dazzle and
flair, and rarely any faults. But, we do like
to be 100% honest with our readers so we
dissect as much as possible to highlight all
the pros and cons of every machine and give
our verdict on which one comes out on top.
I spent a good 7 days and over 500km of
riding on each bike. I did similar routes every
day, from start/stop commuting through traffic
in busy towns to a bit of open road touring.
Both bikes really impressed me, leaving me
again with the notion of how spoilt for choice
we are these days. I’m sure after reading the
above reviews it’s clear that we loved both
bikes. But, having some time to sit down and
really think about my time on both bikes and
compare them I did manage to pin point a
few little niggles.
Let me start with the few, and there were
very few, niggles.
The KTM’s gearbox did feel a bit stiff and
heavy compared to the Ducati’s, and the fact
that the Ducati S model comes standard
with quick-shift and auto-blip highlighted
this point even more. It is a bit strange that
KTM didn’t just release their S model with
the quick-shift system standard, but the
package can be added for the mere price
of only R10k (Taking the overall price of
the bike to R228,999, which is still R24k
cheaper than the Ducati). The S model I
tested last year had the package installed
and did disguise the rigid gearbox just a bit.
Both bikes were stubborn on more than one
occasion when trying to select neutral at
stand still. A bit frustrating at times.
On the commuting side the Ducati was
a bit more practical and user friendly. It’s
lower seat height (15mm lower in standard
trim) was more suited to my average frame.
Saying that, seat height is adjustable on both
models, but the Ducati’s 6kilos less did still
make it easier. Climbing on and off the KTM
during the days commuting felt like a hard
CrossFit session. It’s extra weight and size
did take a bit more effort and felt a little more
Both feature top notch electronic
suspension. Sachs on the Ducati and WP on
the KTM. Both exceptional, and adapted to
any and all riding conditions I was faced with
I could not fault either’s dash and controls.
Both very easy to understand and operate,
although the Ducati’s operating system and
controls were slightly easier, especially when
adjusting on the fly (while riding).
The big highlight for bikes like these is
comfort, and both are extremely kind on the
body. The Ducati’s seat is a bit more plush
and easy on the toosh, but I couldn’t fault the
I was greeted by typically scorching SA
weather while testing both bikes. The Ducati
distributed the heat a bit better, while the KTM
did warm up the legs a bit more during the
Fuel economy wise the KTM wins out. Its
23litre tank (3 more than the Ducati) is perfectly
suited for longer trips. I was really amazed
at how economical it was, despite me giving
it a bit of stick and being such a big motor.
48 RIDEFAST MAGAZINE APRIL 2018
On R150 (around 11litres) I was able to do
230km, mostly commuting, and the dash
wash still showing me 20km left until empty.
The Ducati’s 20litre tank was a little less
forgiving. Nothing terrible, just a bit heavier for
sure. My R150 didn’t go as far, only getting
190km with 10km left until empty. Either way,
I got my magazines delivered in half the time
at half the price of what a car would have
cost me, so I was happy!
One can’t fault either bike when it comes
to looks. Both aggressive and angry looking,
but with a softer side that draws you in. The
Ducati just has that little more fi nesse and
class, while the KTM is a bit more rugged and
brutal. Attention to detail on both bikes put
them on another level. Both go the extra mile
to make you feel like you are on something
special. Little logos in the right places give it
that factory feel. It’s the little things that make
a big difference. Build quality is noteworthy on
both, but again the Ducati just has that little
extra. Things like the mirrors, hand guards
and swingarm are just that little posher, as
one would expect from the Italians. But, all
those little things add up, making the Ducati
around R42k more expensive than the KTM.
If I were to choose I would say the Ducati
for the Monday to Friday commute and the
KTM for the Saturday and Sunday outride.
Although both can do either job, so it’s really
up to you.
The KTM is a bit more rugged, the fact
that it has an off-road riding mode option
highlights that it has a more adventure side
to it, but it also has a classy side and does
everything really well. The Ducati is like a posh
SUV. The salesman will tell you that it can go
off-road, but why the hell would you want to
take something that gorgeous on the dirt?
Both bikes will save marriages, as you can
fi nally offer your partner to join you, happily
throwing them on the back knowing he, or
she, will be ultra-comfortable.
So, no matter which one you pick, it’s a
win, win situation.
But, if my man piece was on the block and
I had to choose, I would take the Ducati.
MULTISTRADA 1260 S
1290 SUPER ADVENTURE S
Engine Description: 1262 cc Ducati
Testastretta DVT with Desmodromic
Variable Timing, L-Twin cylinder, 4 valves
per cylinder, Dual Spark, liquid cooled
Maximum Power: 158 HP @ 9500 rpm
Maximum Torque: 129.5 NM @ 7500 rpm
Seat Height: 825-845 mm
Wheelbase: 1585 mm
Fuel tank: 20 litres
Dry Weight: 209 kg
Standout Features: Liquid Cooled,
Cornering ABS, Ducati Wheelie Control,
Vehicle Hold Control, Power Modes,
Riding Modes, quickshift & autoblip
Engine Description: 1301 cc 75-degree
V-twin, DOHC, four valves per cylinder,
Maximum Power: 160 HP @ 8750 rpm
Maximum Torque: 140 NM @ 6750 rpm
Seat Height: 860 mm
Wheelbase: 1580 mm
Fuel tank: 23 litres
Dry Weight: 215 kg
Standout Features: Cornering ABS,
Traction Control, Brembo Brakes, Liquid
Cooling, Fuel Injection, Ride by Wire, LCD
Console, Tyre Pressure Monitoring
50 RIDEFAST MAGAZINE APRIL 2018
SPECIALIZED MOTORCYCLE SKILL TRAINING WITH DORREN LOURERIO
Words: Rob Portman
Pics: Gerrit Erasmus
If you do a google search on all the top
MotoGP riders guaranteed you will find
a video of them when they were young,
riding around cones in a figure 8 with knee
and elbow down, sliding the rear using
precise throttle control. It’s very impressive to
watch. What’s even more impressive is that
they are aged around 8 or 9. So much skill
and technique for such young riders, but over
in Europe, especially in Spain, they are taught
to do this from a very young age, starting as
young as 6.
In the 1980’s, former GP500 great,
Kenny Roberts, started a training camp
for up and coming riders to help improve
their skills and riding techniques. He mainly
focused on dirt track riding, where he learnt
to perfect his skills.
Other top names such as Colin Edwards
and Valentino Rossi now employ the
same kind of camps. Both very much dirt
track, teaching riders the importance of
throttle, front and back brake control. It also
develops riders body position skills and
improves riding fitness.
We have never really seen this kind of
training here in SA. We as young riders are
taught mainly by our fathers, who simply
tell us the basics - look out of the corner,
lean into the turns, keep momentum and
accelerate smoothly out the turn. Young
riders, as I did when growing up, learn by
trial-and-error, without really improving on the
fundamental skills needed to be a top world
SAMRA (South African Motorcycle Racing
Academy), an organization started by Niel
Harran a few years ago, has now setup
training camps held once a year at Redstar
raceway. Top SA riders such as Brad Binder,
Mathew Scholtz, Brent Harran and Lance
Isaacs express their knowledge to young
riders. Starting from the basics as well as
focusing on the finer details to help them
achieve fast lap times around the track.
It’s a much needed excursive here in SA,
and has so far developed some very fast
riders who are coming through the ranks.
But this only really caters for the young riders,
and is only made available a few times a year.
So where can one, young or old, go to help
improve their riding skills and technique? Well,
finally there is solution.
Three years ago, young SA star Darren
Lourerio set off to race in the European Junior
Cup championship. He proved that he had
serious skills, running at the sharp end of
the field more often than not. The following
year saw Dorren compete in the same
championship, as well as enter in the World
super sport 600 championship as a wildcard.
While overseas, Dorren and his father
Armando came into contact with a certain
David Salon - former World Superbike and
Supersport racer. David could see the huge
potential in Dorren so offered him the chance
52 RIDEFAST MAGAZINE APRIL 2018
KYALAMI GRAND PRIX CIRCUIT
25 - 27 MAY 2018
ON ALL YOUR
CIRCUIT TEST RIDES
CUSTOM & CLASSIC
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Doz sets up a pole around a metre high and slides
the bike under it. So impressive to watch...
to be trained, and race for the former Spanish
racer. So, for 2017, Dorren took part in the
new World super sport 300 championship
under the guidance of David Salom. It was
a solid first season for Dorren who leant so
much being and racing in the world Superbike
paddock. But, it’s was what Dorren learnt off
track that helped him the most.
Doz, as he is better known, attended
David Salom’s rider training camp, which
take place in both in Spain and Qatar, where
David help riders improve not only on their
riding skills through specific cone training,
but also on rider fitness and mentality. This
is where Dorren and Armando’s eyes would
really be opened. They always knew Dorren
had the skill and talent to be a top racer, but
once exposed to this kind of training, they
knew that they were nowhere near where
they needed to be to compete against
the world’s best. “There were young kids,
aged between 8 and 10 who are making
me look like a novice” Dorren’s comments
when asked about his first experience at
the training camp. “The cone training was
intense, and something I had never seen
before. I didn’t realize how little I actually
knew” he went on to say.
Over the course of 2017 Doz worked hard
on developing his skill and understanding
how it all works. He not only wanted to
improve his own skills, but that of others, by
bringing the expert training to South Africa
and exposing it to other SA riders.
Towards the end of 2017 and beginning
of 2018 I noticed some Instagram posts of
Doz doing some really funny looking stuff on a
Honda CBR150 bike at the Rock raceway in
Brakpan. Slow motion videos showing off his
new-found skills that got me interested. What
exactly is this training he does at The Rock?
So, I went along to find out…
MIND BLOWING STUFF
Seeing Doz on video sliding around on the
150 and motard was impressive, but seeing
it in real life was a whole new experience.
It’s breathtaking and so intense, I could not
believe what I was actually watching. Doz
takes his very beaten up 150, sets up some
cones on the 9metre wide tar, and then
proceeds to chuck it in and around the cones
like it was one of those black plastic bikes we
all had when we were young. Mind blowing!
(Check out the video on our Facebook page if
you don’t believe me)
Doz has setup his 150 bike with a
short 2nd gear, which he keeps the bike in
throughout the entire course. He enters using
the same amount of front and rear brake
pressure, and not a lot of it, forcing himself
to carry momentum using a combination of
body position and throttle control to steer the
bike around the tight course. Body position is
a key factor in all of this, working the core and
legs to the limit. Mental strength is also tested
as you really have to commit and trust in your
and the bikes ability.
I stood there in absolute disbelief watching
Doz maneuver around a course I did not
think possible. His skills really have improved
and the amount of connivance he has is
staggering. This kind of training is world class
and will certainly benefit any rider - track or
road, tar or dirt. The proof is in the pudding,
as they say, and Doz has plenty of it. Riders
such as Savannah Woodward and Morongoa
Mahope have both seen massive results from
this training. Savannah is now very much a
front runner in the SA National Supersport
300 championship while Morongoa, who
only started riding a motorcycle a few years
back, recently got down to a 1,10 lap time
This training translates to any form of
racing, from road to dirt, big to small bike, it’s
aimed at, and will improve your skill no matter
the discipline or motorcycle.
I really think that all young, and even
current stars, of the racing scene here in SA
should be taking advantage of this training.
Doz has done an amazing job at replicating
this training from Europe, which all the top
racers use. AT only R600per session, and
that includes the bike, fuel and track entry for
the day, this really is the best way at taking
your riding skills to the next level.
To book a session with Dorren, email him
at email@example.com or send him a
message on 060 501 2420.
54 RIDEFAST MAGAZINE APRIL 2018
Supermotard racing is very much back in SA, so we went along to The Rock Raceway to hang
out with some of the mafia and test some old, and new school motard racing thoroughbreds.
Words: Rob Portman Pics: Gerrit Erasmus
This is just a fraction of the new
Motard Mafia. From left to right:
Karen Brown, Thomas Brown,
Martinus Lowings, Dian Nelson,
Damion Purificati, Nicole van
Aswegen, Rob (part of the crew for
the day) and Keaton Murray.
56 RIDEFAST MAGAZINE APRIL 2018
“The race was called “Superbikers” and the goal was to find
the most badass, “all-around” motorcycle racer in the USA. By
combining every major racing discipline of the time, including
road racing, motocross and flat track, they hoped to crown the
best rider who could master it all (Think Top Gun on bikes).
RIDEFAST MAGAZINE APRIL 2018 57
Rob speaking to Keaton in
Motard sign language.
Supermotard racing is a great
substitute to Superbike racing.
It’s got a similar thrill - some
might say even more - but cost a
bucket load less to buy and run
throughout the racing season.
One could pick up a fully kitted
up ready-to-race older gen
motard for anywhere between
R40 to R90k.
58 RIDEFAST MAGAZINE APRIL 2018
It took me a few laps to adjust my riding
style to a motard again, especially a modern
day one that is perfectly setup as a motard.
The bike I used to race was a 2007 Honda
CRF450R MX bike, which I had converted
into motard trim. Nothing fancy and not much
setup, probably why I landed on my head so
much. No slipper clutch, so it was all about
getting the rear to slide using a combination
of hard front braking, quick downshifting and
feathering the clutch. Oh yes and big balls!
Since then my balls have gotten smaller and
there is no need to feather the clutch anymore
- as I found out heading flat out into the first
corner - thanks to the very trick slipper clutch
fitted as standard. I was shocked when Doz
explained to me that I had two riding maps,
two levels of traction control and launch
control to choose from, all easily adjusted by
a neatly placed button on the left handlebar.
Very tricky indeed.
The bike was very easy to handle around
the tight 1km track, even with traction control
turned off. Power delivery is instant and
effective, and the top grade Brembo brakes
get the job done as one would expect.
Up next I swung my leg over Keaton’s
2013 KTM 450 SMR. Despite its slightly
older status, the KTM never showed its age
and was a real performer. Just like an older
athlete needs to work that bit harder, and
take some extra vitamins to keep up with
the younger generation, the KTM is still a top
contender. Yes it’s had some work done, but
that’s allowed in the rules of the new motard
While machines from 2015 and upwards
must remain just about 100% stock - with the
exception of a slip-on pipe only - models from
2014 and below are allowed full modifications
to help keep them competitive against their
newer, stronger more high tech counterparts.
The KTM has a gorgeous looking, and
sounding, Doma dual system exhaust fitted
along with a Power Commander, Wiseco high
compression pistons and Djnojet quick shifter.
Despite all the performance mods, the KTM
is still around 4hp down on the newer model
Husky’s, and I could feel it out on track. It was
a little less aggressive at the bottom driving out
of the turns, and did feel like it ran out of speed
compared to the Husky I tested just a few
minutes before. But, to my surprise, I set faster
times on the KTM than on Dorren’s stock 2017
Husky. Around half a second faster, which
on a short circuit is a lot. The quick shifter did
make life a bit easier and certainly contributed
in a positive way to the faster lap times. Dave
from RD Racing is the man responsible for
setting up the suspension on the KTM, and, as
expected from Dave, it felt flawless.
Keaton upgraded the braking system on
the KTM to a top notch Beringer system.
The anchors were sublime, with a great feel
Even a slightly older generation
motard like this KTM is still very
competitive and can cut it with
the new bikes.
and response from the start and throughout
the session. Brake fade on a motard around
a short track is not uncommon, but not on
this KTM. Solid every lap.
I loved every second on the KTM, and once
again proved the “less is more” statement.
Sometimes more power doesn’t mean faster
lap times - Or does it…? Enter, the 2018
For 2018, Husqvarna released an updated
version of their already all conquering FS450
model. More power and refinement, but the
biggest edition has to be the inclusion of the
new Swiss Specialist Suter Racing slipper
clutch. Suter are responsible for around 70%
off all clutches fitted to MotoGP, Moto2,
Moto3 and World SBK machines, so they are
tried and trusted by the worlds best.
The stock FS450 cost around R115,000.
After adding all the aftermarket parts
and work done the total cost adds up
to around the R165,000 mark.
The new machine produces around 52hp
on a Dynojet dyno, and with the strict rules,
competitors cannot gain more than 5%
from that figure. All bikes are dynoed and
monitored regularly to keep racing fair. It also
forces riders not to spend to much money on
their machines, keeping the racing fair and
Keaton has tricked his bike up a bit,
throwing some tasty aftermarket products at
the thoroughbred motard. There have been
quite a few. The most significant, apart from
that of the Berringer braking system and Akro
slip-on pipe, is in the suspension department.
The FS450 comes stock with air pressured
front forks, which most riders claim work really
well, but does lack some attributes that normal
cartridge spring forks give. So, what most
60 RIDEFAST MAGAZINE APRIL 2018
All three bikes were fitted with ultra grippy Michelin
Motard specific slick tyres. The choice for over 95%
of the field. I was amazed at the grip and stability
always on offer. Best of all, they are well priced and
last really long - some riders getting up to 3 race
meetings, including qualifying and practice sessions
on 1 set of hard compound slicks. Well worth it!
riders do is combine the best of both worlds.
Just like the KTM, Dave from RD Racing has
had his grubby paws on this bike and installed
a spring cartridge into the right fork, leaving the
left with the stock air fork. A Racetech valving
system has also been installed to give the bike
a more solid feel for racing hard.
I could instantly feel that this new Husky
was on another level. It was poetry in motion,
everything just that little bit better. Power
delivery was aggressive, yet smooth and
easy to control. Gearing has been changed
and was a bit more suited to the Rock track.
More punch and rpm in the right places.
The fueling has been done on this bike as
well, so no lagging at the top - just relentless
power through and through. All the power
was kept in check brilliantly by the Michelin
motard specifi c slick tyres. They gripped more
than any Nightmare on Elm street movie,
complementing all the bikes goodness.
Braking, the Titanic wished it could have
had, seductive looks better than that of any
Playboy magazine cover ever released, this
machine is as seriously cool as Marty McFlys
hover board in Back to the Future 2.
The very well setup new Husky was dialed
in perfectly, attacking the track like an angry
Keaton has done a fine job with
his 2018 Husqvarna FS450. It
rides just as well as it looks.
bull to a red fl ag. The quick shifter was
fl awless, while the extra power was apparent
driving out of the slow 2nd gear turns. The
stopwatch never lies, and my lap times on the
new bike proved what a great machine it is.
Keaton’s Husky FS450 reminds me of the
phrase “the right tool for the job.” I used to
make it work back in the day but now the
FS450 proves that riding a motard fast is not
as diffi cult as one thinks and just how much
technology has moved on.
Well, it’s time to get stuck into the dishes
and started on those long overdue chores so
I can convince the wife to let me buy one.
Thomas Brown (3) is another one
of many current road racers also
racing in the motard series.
RIDEFAST MAGAZINE APRIL 2018 6 1
KTM 1290 SUPERDUKE R
At the beginning of last year, I attended
the local launch of KTM’s newly refi ned 1290
Superduke R. It was an instant love affair, and
I have since spent plenty a happy mile on the
orange beast. In that same test, I challenged
KTM SA to let us go racing with the 1290
R. As most of you will know, they accepted
the challenge and we raced a pretty stock
standard 1290 Superduke R in last years 24
Hour race at Redstar Raceway. We ended
up in 2nd place, only 1 lap behind the overall
winners RSR Stars on board their kitted out
Honda CBR1000RR racebike. Not bad for a
road going naked bike.
That performance ignited the fl ame, and
this year KTM SA wants to take the challenge
even further. They have given us a brand new
1290 Superduke R for us to race in various
motorcycle road racing championship in
SA. We have received the bike and are busy
running it in as we type this. Even in running
in mode, this thing is a serious weapon! So
much power it’s ridiculous.
“Our plan is for Rob
to do the BOTTS
(Battle of the twins)
race down in PE at
the SuperGP round
in August, taking on
the mighty Ducati
Once the 1000km has been put on, the
bike will be sent back to KTM SA for them to
do the fi rst service. From there, offi cial KTM
Powerparts will be added over the course
of the next few months in preparation to go
racing. Parts such as the offi cial Akro full
titanium pipe, Powerparts rearsets, WP front
fork internals and full ready-to-race rear shock.
At the moment the bike is completely
stock, so no quick-shifter or auto-blip, and
safety aids such as ABS, traction and wheelie
control can’t be turned off. After the fi rst
service, the track pack will be installed, which
means we will have the quick-shift and autoblip
options available as well as being able to
de-activate the rider aids.
Once all of that is done we will go racing.
Our plan is for Rob to do the BOTTS (Battle
of the twins) race down in PE at the SuperGP
round in August, taking on the mighty Ducati
superbikes. But, before that, our team of
test riders - including Shaun Portman, Ricky
Morais, Mike Powell and maybe even Shez -
will also be taking part in some races. We also
plan to do as many track days as possible.
Our aim is to highlight just how competitive
this bike can be on the track.
Overseas they have achieved some great
results, and we plan on doing the same.
So, make sure you look out for our 1290
Superduke R at your next trackday or race. If
you don’t see it in the pits, you might just see
it blast past you on track.
62 RIDEFAST MAGAZINE APRIL 2018
JOIN THE WINNING TEAM
WP is expanding its footprint in South Africa and is looking for professional business partners that can bring
the exciting PRO COMPONENTS range of WP to the market. Are you a suspension expert and interested in
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300 Kms on Harleys 750 Street Rod
Awwright Awwwwright! We hear all the sport motorcycle purists asking what the hell a Harley
is doing in Ride Fast Magazine. Loudest of these is, undoubtedly, the Singh who constantly
makes his views on the cruiser lifestyle quite plain… but let’s face facts. Times they are a
changing. Riders are getting more mature and bikes like these are booming at the moment.
Words: Glenn Foley Pics: Kyle Lawrenson
n our visit to Gold Rand
Harley, young Clint
pointed out the new
arrival and asked if we’d like to
take it for a little spin. Hey - a bike
is a bike – and our curiosity got the
better of us.
I need to make it very clear – on
countless breakfast runs and trips
to ET, I’ve looked at these guys
and girls on Harleys – with the
tassles on the bars fl apping lazily in
the wind – and the bugs smacking
the back of their helmets – and I’ve
thought to myself – “What is that
all about?” I did spend a little bit of
time on a Sporty a few years ago
– and I would never admit it back
then – but that bike was a barrel
As time has progressed and the
ability to crunch yourself up onto
a crotch rocket has diminished,
these things start looking a bit
Harley-Davidson has a plan.
A big one. Two million new riders
in 10 years and 50 new models
over the next fi ve years. This is no
small feat, the company admits. To
accomplish it will take more than
getting the faithful to buy more
bikes, it will take people who don’t
And in some cases, those who
don’t like the brand at all.
Harley has tried to reach this
group before. From the XR1200,
to Buell, to the V-Rod, to the
Roadster, to the Street 750,
every few years and decades
Harley-Davidson takes a swing at
cracking the “urban” market. And
every time the market responds
with varying levels of enthusiasm.
It seems that Harley people tend
to prefer the chopper and more
Harley-Davidson isn’t going to
just stop trying. And to roll that rock
up one more time it went all-in with
a brand new model based on the
Street 750 platform, the Street Rod.
This looks so similar to the Triumph
Street Cup that we rode two
months ago, so there is something
to be said for their efforts.
Aesthetically, this bike ticks all
the blocks. It gleams in the sunlight
with an olive green paint job oozing
64 RIDEFAST MAGAZINE APRIL 2018
RIDEFAST MAGAZINE APRIL 2018 65
300 Kms on Harleys 750 Street Rod
attitude. Fancy sculpted seat, bar end
mirrors, beautifully crafted mini faring.
Macho is the right word, muscular,
bulldog, the expletives are all there. A
neat little display, matte black fi nishes,
small details like bright red shock springs.
Cast mag wheels shod in meaty Michelin
tyres, proudly emblazoned with the Harley
logo and fi nished with monster brakes, all
wrapped around the heart of Harley. The
liquid cooled Vee twin power plant.
Although the engine might look similar
to that found in Harleys Street, the Street
Rod has a host of changes made to the
750cc liquid-cooled, 60-degree V-twin.
New pistons bump compression a full
point to 12.0:1, while revised intake ports,
higher-lift cams improve power output.
To work with these changes, a dragracing
inspired, larger volume air box feeds
dual-throat, 42mm-diameter throttle bodies
(vs. 38mm single) connected separate
intake manifolds and it all exhales through
a revised, shorter muffl er. Engine rev limit
bumps up from 8,000 rpm to 9,000.
The results of this fi nagling are 68.4
horsepower at 8,750 rpm and 47.2
pound-feet of torque at 4,000 rpm, an 8%
improvement in torque across the rev range
and 18% percent more peak horsepower.
It is now called the High Output Revolution
X. More power and more of that classic
Harley induction and exhaust roar. Not ear
shattering, just lekker snarley.
Riding the bike
Moving the bike we were greeted by a
shrill alarm. This bike comes standard with
an anti theft system. Now that’s cool.
Climbing aboard, the bike feels
relatively compact compared to some of
the other “cruiseresque” bikes out there
– tickle the starter and the fi re up inspires
goosebumps as only this iconic brand can.
Legs up – Hmm this bike is infi nitely better
suited to shorty’s, snick her into gear and
off you go.
Power is awesome, not frenetic but the
term rolling thunder kicks in as your roar
off – in this case down the Golden Mile in
Boksburg. You don’t sit in the bike – with
the placement of pegs and bars and so-on
you perch on top. It has a very aggressive
riding posture. The clutch feels quite stiff,
the gearbox butter smooth. The H.O.
Revolution X engine is pleasantly smooth
and linear in delivery.
Good power is especially noted through
the midrange, and it is a rewarding lump
to open up. Weight is a factor, at 240 odd
KGs’ fully loaded, this is no ballerina – but
it feels almost indestructible and old school
with all the weight centered low down. This
low CG really helps with handling.
We headed out towards the freeway
for a photo shoot at the Terra Topia MX
track. A bit of urban robot to robot blitzing
followed by long sweeping freeway.
It’s a fun bike to ride – it runs beautifully,
handles really nicely – and the brakes are
fantastic. The ABS is tuned nicely to be
there for you in an emergency without being
intrusive. Suspension is exactly what you’d
66 RIDEFAST MAGAZINE APRIL 2018
300 Kms on Harleys 750 Street Rod
expect from a bike like this and she carves through
corners with surprising grace.
From the track we took a trip around town to
call on a few of our dealers – and this is where we
had a few gripes…
We have to be absolutely honest. This bike is
not built for big riders. The perching eventually
causes cramping and limits the distances that you
can travel on this bike. Stop starts at traffi c lights
caused much discomfort from the engine heat.
After the third time I’d graunched my shin on the
foot peg maneuvering out of a parking lot, I lost all
semblance of a sense of humour.
I would need to chat to Harley about a comfort
Here’s the rub
This bike looks the king of cool. It’s for posing and
blitzing around the streets, visiting the road house
and chatting up the girls. Robot to robot dices and
cruising the ‘burbs. A reminder of years gone by,
urban muscle bike.
Harley offers a host of custom goodies for this
bike – and we are not kidding – everything from
nuts and bolts to comfort seats and Harley patches
for your jacket.
This one from Gold Rand Harley on the Golden
Mile: Full Harley lineup, used sales, accessories
and a very cool coffee shop.
Price: R115,000. Call (011) 823-3763
13 FAST FACTS:
1. The Street Rod’s High Output Revolution X
750 engine produces 18-percent more power,
and 8-percent more torque than the base
Revolution X 750 engine. This equates to
around 70 horsepower, and 64Nm of torque.
2. The engine High Output Revolution X 750
is receives multiple upgrades to produce this
power. The new single overhead-cam V-Twin
engine features a larger air box, a new
dual-throat throttle body, revised four-valve
cylinder heads and high-lift camshafts, and
a higher-volume muffl er. The compression
ratio is bumped from 11.0:1 to 12.0:1, and
the engine redline is increased from 8,000 to
“We’ve improved air fl ow and then tuned
this new engine to maximize mid-range
torque,” said Weber. “It really delivers a
punch between 3,000 and 5,000 rpm,
power you can always feel and use in realworld
riding situations. Liquid cooling helps
maintain that performance and rider comfort
in stop-and-go urban traffi c.” Says Harley.
3. The Harley-Davidson Street Rod uses a
43mm inverted fork. For quicker steering,
the fork rake angle was tightened from 32
to 27 degrees.
4. The Street Rod features coil-over rear
shock absorbers with an external reservoir
for increase fl uid capacity. Harley increased
rear suspension travel by 31 percent over the
Street 750. The Street Rod has 4.6 inches of
travel out back. It also uses “slightly longer”
swingarm over the base 750.
5. The Street Rod gets a much more
aggressive lean angle. The Lean angle is
increased from 28.5 degrees left and right
to 37.3 degrees right and 40.2 degrees left.
6. The Harley-Davidson Street Rod rolls on,
17-inch Split 7 Spoke Black Cast wheels.
As for rubber, the Street Rod uses new
Michelin Scorcher 21 radial tyres.
7. Dual 300mm-diameter front disc brakes
squeezed by two-piston calipers are used
for stopping power. Out back, the Harley
Street Rod uses a single 300mm disc
squeezed by a two-piston caliper.
8. ABS and the Harley-Davidson Smart
Security System are factory-installed
options for the Street Rod.
9. The Street Rod’s seat height was raised
3.7 inches to 29.4 inches. The seat was
also reshaped for added comfort.
10. The 2017 Harley-Davidson Street Rod
gets all new controls. A fl at, drag-style
handlebar puts the rider in a fi st-forward
posture on the bike. The Street Rod also
features new forged foot controls and
aluminium foot pegs.
11. Styling upgrades include a colourmatched
speed screen, a street fi ghterinspired
tail, and all-new LED tail lamp and
12. The Street Rod weighs 236KG’s. Wet.
13. It’s available in three colours: Vivid
Black, Charcoal Denim and Olive Gold.
RIDEFAST MAGAZINE APRIL 2018 67
BUYING ON AUCTION?
BUYERS GUIDE TIPS
Over the course of the year, Motorcycle Market Guru, Mr Craig Langton, will be giving our
readers some helpful tips for buying and selling bikes. This month, he guides us through Part 3
of how to purcase a motorcycle safely from auctions.
The very word ‘Auction‘ gets buyers excited
about a possible bargain to be had. While
there are certainly bargains to be had, you
need to be aware that auctions are often
used to dispose of unwanted stock – where
there is no recourse should something go
wrong. Some advice:
• Take the time to inspect the motorcycle the
day before the auction. If you are not very
familiar with motorcycles, take a friend with
you who knows them well.
• Take your time going through the bike
looking for previous accident damage as
many motorcycles that are accident damaged
are no longer ‘written -off’ by some insurers
and instead, are sold to salvage companies
who repair these motorcycles and put them
on auction for sale. Spotting one of these
bikes can be almost impossible but because
it has such an effect on the value of the bike
it is worthwhile calling the manufacturer to
see if there are any recorded repair quotes on
the system such as ‘uneconomical to repair’.
In some instances this can be because
there is a scratch on the frame and the
cost of replacing the frame is more than the
calculated value. There is nothing wrong with
purchasing a bike like this but the ‘comment’
has an effect on the value so ensure you do
not pay market related prices.
• Please remember that if the bike is a simple
repo, then often the owner did not have the
money to maintain the motorcycle. Look
for evidence of the selling dealer by way of
stickers and/or a key chain or service book
under the seat. Make sure there is some kind
of a service history.
• Check the engine carefully and especially
sign of track use, very often damaged
motorcycles are disposed of on auction.
Unfortunately many bikes are repossessed
because the owner might not have had
the money to repair them. Remember that
an auction and private sales ‘voetstoets’
still applies. Again, call the manufacturer or
dealers and try and establish if the mileage
is genuine. Often in accident damaged
motorcycles the instrument cluster would
have been replaced.
• If there is no key available and you are
unable to start the motorcycle, my advice
would be to stay away unless you are
purchasing it as a project and paying
• One of the biggest mistakes buyers at
auctions make is that they forget to calculate
the additional fees such as VAT, sellers
commission and buyer’s fees. These fees
can often add 20% to the price the hammer
• Be wary of fake buyers bidding you up so
that you end up overpaying for the bike you
wanted. Set a max budget and do not be
tempted to go over this figure as emotions
run high at auctions.
• If you have never been to an auction before,
try and go to a couple first so that you get
a feel for the atmosphere. It’s important not
to get carried away on the day that you do
decide to buy.
I have customer examples where some
very special bikes have been bought for an
absolute song and of course many customers
come to us for help after buying a lemon.
Take your time to do your homework on the
bike that you want. If it goes over your budget
or is suspicious let it go, next week there will
be another bargain.
Rob was sent to Redstar Raceway to get a taste of a very special Italian dish. A machine
that was cooked up specially to be a tasty treat out on track.
Words: Rob Portman Pics: Gerrit Erasmus
We really are spoilt for choice when it
comes to top mechanics here in SA. We
have some of the world’s best who are
always cooking up masterful creations in
their race kitchens.
For this test, I managed to get my hands
on a very tasty looking Ducati racebike. Mile
Radovanovic is a top Ducati masterchef. He
has been the go-to man for Ducati servicing,
repairs and race builds since the beginning of
time. He decided to cook up something very
special, using a variety of recipes to produce
what might just be one of the best Italian
dishes to ever hit the racetrack here in SA.
Mile used ingredients he found lying
around his race kitchen. His aim was to
blend a bunch of Ducati pieces that he had
together and see what would happen. He
wanted to build a racebike with a difference
- a combination that had never been
attempted before. He took his previously
track-built Ducati 899 middle-weight racer
and spiced it up a bit. Actually a lot.
A mixed Italian dish
The bike you are looking at here is a
combination on many Ducati sportsbikes
from days gone by. The engine is from the
fi rst generation Panigale superbike, which
was released back in 2011, but this motor
is from a 2012 model. The rest of the bike
is made up primarily from the 899 Panigale,
which was released back in 2013. The
complete chassis is from a 2012 899 model,
so no single sided swingarm as used on the
bigger red machines.
It’s safe to say that the 1199 Panigale was
not a huge hit. While it looked gorgeous,
customers and press found it a bit lazy
engine wise and stubborn on the handling
side. The 899 was also met with mixed
reviews. Some loving it’s user friendly nature
while others wanted more power. This is what
sparked the idea for Mile to try something
different. He wanted to try combine the best
qualities of the two machines he had. More
power, better handling - that was his mission.
So, Mile went shopping at the market.
Not a cent was spared on this project. The
go-fast accessories list on this bike is very
special. Top ingredients such as BST carbon
wheels (Ducati 1098 front and 999 rear),
Braking after-market discs, Andreani fork kit,
Mupo rear shock, H20 radiator, Lightech rear
sets, lightweight fl y wheel and Lithium battery,
MotoMolders subframe and a Sprint air fi lter
were all installed. But wait, there’s more...
To help get more power out of the sluggish
1199 motor, Mile sourced some lightweight
pistons and a head gasket from the special
edition 1199 Superleggera machine, costing
around R30k. Flowed head, Carrillo rods
and a full Akro system also helped gain
some power, while a Rapid Bike EVO fuelling
system was added to help with the fuelling.
The ECU has been fl ashed and a Blip Box
installed to add auto-blip to the quick-shifter.
Front and rear sprockets were changed,
and an original Ducati race kit and race seat
were added to help fi nish off the bike.
70 RIDEFAST MAGAZINE APRIL 2018
RIDEFAST MAGAZINE APRIL 2018 7 1
What’s it taste like?
I fi rst laid eyes on this dish at round one of the
SuperGP championship held at Zwartkops
earlier this year. While commentating, I noticed
a name I had not seen in years at the front of
the BOTTS (Battle of the Twins) class. James
Harper, Mile’s son, entered the race on the
special bike, and was right in the mix for the
win in both races. He picked up a 3rd place
fi nish in race one, having led most of the race,
and 2nd in race two after a hard fought battle
with two-time champ Thomas Brown.
After the days racing, at the prize giving, I
asked Mile about the bike James was racing.
This is when he told me about his tasty
creation, and the rest as they say is history.
Three weeks and a couple of whatsapp
messages later and I would fi nally get the
chance to taste this Italian dish.
After an hour briefi ng from Mile on everything
he had done to the bike, it was time for me
to head out on to the demanding Redstar
Racetrack - the perfect place to sample this
Italian dish. As I clicked the bike into gear, Mile
stopped me to tell me that the back brake is
not operated using the normal foot lever, but
rather a MotoGP/World SBK thumb operated
lever situated just under the left handlebar.
This intrigued me somewhat, as I have always
wanted to try one.
Heading out of pit lane and into the fi rst
tricky little chicane that is turn one, two and
three, I was almost blown off the bike when
accelerating onto the long straight. The power
delivery was insane. It put an instant smile
on my face and skid mark in my rods. Loads
more power than any 1199 I had ever tested.
In fact, more power than any Ducati I have ever
tested, other than the new V4. Mile’s creation
makes a stonking 184.74 HP and 124.82Nm
of torque on a Dynojet dyno, and I could feel
that those fi gures were not made up.
It launched out of every turn faster than a kid
out of an exam room. It’s power was relentless
all the way through to 10,500rpm, that’s when
the rev limiter kicked in. The gearing was not
100% spot on, so I found myself in-and-out of
gears due to the lack of rev range.
Mile’s race kitchen is called Moto Uno Racing,
and this is one very special dish he has created.
It has all the taste and texture you would expect
from a top Italian dish.
72 RIDEFAST MAGAZINE APRIL 2018
The HP is up around 25hp from a
stock 1199 motor, making it even
better than the 1299 model.
It was seriously fast!
The brakes were sharper than a top chef’s
best knife, while the handling was direct and
very user-friendly, even though the setup
was not 100% spot on. There was a slight
disconnect between the front and rear of the
bike, nothing a bit of setup wouldn’t be able
to solve. This bike has only recently been
rolled out on track, so still some spices to be
added to make it the complete dish.
I was really enjoying the thumb operated
rear brake system. No wonder most MotoGP
and World SBK riders use it. So easy to
control, and Mile had it setup perfectly with
just the right amount of bite. I would use it
going into and through every turn, helping me
pull the bike back to the apex with ease, while
also acting as another traction control aid
exiting the turns.
It also worked as a perfect wheelie control
aid, which was a blessing, as the front end,
with all that power, just wanted to spend all
it’s time looking at the clouds.
The electronics package is standard from
the 1199 model, so traction control, engine
braking and the rest all worked like a charm.
Like a perfectly made Italian Lasagne, this
machine was mouthwateringly tasty, satisfying,
and left me wanting more - a perfect blend of all
that is good in Italian cuisine.
Mile proved that he is a true Masterchef
with this dish, and I for one hope that
there will be more fancy dishes
coming out of his race kitchen.
This thing had a
love affair with
REHAB Racing stand
for Red Eyed Hard
Assed BOTTS. Love it.
The sticker kit
design is simply
bikes gorgeous lines
RIDEFAST MAGAZINE APRIL 2018 73
FROM A AND E TO PIZZA
Matthew Birt explores the life of the traveling city that is the MotoGP paddock.
For 18 weekends a year, over 3000
people gather from the four corners of
the globe to play their part in staging
the greatest motorsport show on earth.
And I’m privileged to say that since 1996 I
have been fortunate to be part of the unique
travelling circus that is the MotoGP World
With stopovers in five of the world’s
seven continents, the MotoGP paddock is a
portable city that never sleeps for one week.
And it boasts a truly international flavour,
with people from all walks of life united
in their passion for the pinnacle of World
Championship motorcycle racing.
A 30,000 square metre stretch of tarmac
is transformed into a place to eat, a place to
sleep, a place to meet and greet and a place
to relax and party.
The paddock is the vibrant and diverse
heartbeat of MotoGP where you can get your
hands on anything from pizza to plaster cast.
From surgeons to chefs, tyre fitters to
timekeepers and superstar riders to the
countless unsung heroes behind the scenes,
the MotoGP paddock is an incredibly closeknit
And it doesn’t matter if you clean wheels
or negotiate multi-million dollar contracts for
a rider or the circuit promoter, every single
person is made to feel they make a valued
contribution to the sport.
Monster Yamaha Tech 3 owner and
International Race Teams Association
President Herve Poncharal said: “The guy in
my hospitality who has to clean plates is just
as important to my organisation as my crew
chief in MotoGP because without them we
can’t be visible to the fans and our sponsors
and we can’t survive.”
Covering an area of close to five football
pitches, the paddock never fails to generate
an incomparable atmosphere that is hard to
replicate in any other sport.
It is an explosion of colour, cultures and
Even after all my years of being part of
the paddock, I still feel like it is an attack on
the senses when you walk inside. There’s
the noise of the bikes being warmed-up,
the smell of sumptuous food drifting out
of hospitality unit, and the sight of fans
swarming around praying to catch a glimpse
of their idols.
The paddock is a place packed full of
gleaming race transporters, lavish hospitalities
serving Michelin star standard food and
palatial motorhomes that are like luxurious
seven-star hotels on wheels. It even has
its own mobile hospital in the shape of the
essential and acclaimed Clinica Mobile.
From broken bones to common colds, the
door is always open.
74 RIDEFAST MAGAZINE APRIL 2018
And that’s what the paddock is about.
In the space of a few metres you can have
lucrative sponsorship deals being signed in
top secret behind closed doors, and then
see a delirious young fan beaming from ear
to eat just because they caught a glimpse of
Valentino Rossi or Marc Marquez.
The paddock creates memories to cherish
for a lifetime and the look on their faces of
those two boys when they finally prised that
knee slider off Redding’s leg took me back
to my childhood when I used to tear around
on a bicycle at my parents’ home in the heart
of England dreaming I was Barry Sheene or
Ron Haslam. I was exceptionally lucky when
fantasy became reality in my professional life
and I got to work with both in the paddock.
The paddock is such an enchanting place
to be because you can’t walk more than 10
meters without being reminded how weird
and wonderful people can be.
A personal favourite is one annual visitor to
Germany’s Sachsenring, who attends every
year with a different themed hat that features
moving riders and bikes!
Sometimes he starts working on his
millinery masterpieces three months in
advance of the race.
That’s commitment that extends way
beyond just buying a ticket to the race.
And there is an eccentric Spanish fan
in Jerez who spends all of his time in the
paddock dressed in bright orange overalls
making loud engine noises through a
megaphone strapped to his back.
Poncharal believes it is vital for the future
of MotoGP that a balance is maintained
between corporate professionalism for
sponsors and VIP guest and offering fans the
chance to get up close and personal with
Long gone are the pre-Dorna days of
riders and teams frantically dashing from
one race to the next just to claim a pit box
or secure things taken for granted now like
an electricity and water supply. There are no
small vans and compact caravans battling for
space on grassy fields.
Nowadays, as many as 200 articulated
trucks are required to keep the show on the
road in Europe, and if you parked them nose
to tail they would cover a distance of almost
Close to 50,000 guests pack into the
paddock in a single season. You can see
Hollywood A-list celebrities like Tom Cruise,
Brad Pitt and Keanu Reeves indulging in their
But the aspect I love about the paddock,
which is a unique selling point for MotoGP,
is that the inner sanctum is not an exclusive
playground reserved just for the rich and
I recall bike-mad Reeves visiting the
Circuit of the Americas in Texas in 2015 and
inevitably there was a huge clamour from fans
to get an autograph or photograph.
No more than 60 seconds later, I turned
round to see two young fans stopping Scott
Redding and getting permission from the
British rider to tear a knee slider off his leathers.
RIDEFAST MAGAZINE APRIL 2018 75
“A huge part of a race weekend is the
good atmosphere that is created in the
paddock and we don’t want to lose this. We
can see with events like Day of Champions
at the British Grand Prix how important it is
to keep the fans as close to the teams and
riders as possible. They want to meet their
heroes and see the bike and it is great to be
associated with MotoGP when you see the
reaction of people when they meet the stars.
They have sparkle in their eyes and it is vital
we keep that accessibility because without
their support we wouldn’t have the great
sport we have now,“ said Poncharal.
I recall not so long ago that the factories
requested restricted access to the hospitality
area to try and make it more exclusive.
It didn’t work. The feel good factor
vanished and the atmosphere felt fl at. It was
then you realised how essential it was to
ensure the paddock remained accessible.
There is nothing better than being in the
hospitality area in the evening. Throngs of
people are drinking and joking outside as
the sun is setting and it feels like 20 parties
have converged to create one big carnival
One fond memory in the paddock was
on one scorching hot day in August in Brno.
‘Ferragosto’ is a religious national holiday in
Italy, and a tradition to mark the occasion is
to throw buckets of water over unsuspecting
victims. Rossi was one of the biggest
ringleaders and nobody escaped. Rivals,
senior management, and fans all got soaked.
I think it is in times of great adversity you
really get an understanding of how big the
sense of community inside the MotoGP
How the paddock responded to the
tragic death of Marco Simoncelli perfectly
demonstrated how rivalry quickly evaporates
in times of grief.
I remember standing outside the media
centre at the Ricardo Tormo track in Valencia
watching Kevin Schwantz ride Simoncelli’s
Honda around the circuit, with every single
rider from all three classes behind him.
I had a lump in my throat. Partially in
mourning the loss of such a bright talent and
charismatic person as Simoncelli. But partly
because the MotoGP paddock
had come together in one of its darkest
hours to show to the world what unity,
respect and dignity is all about.
Even after more than two decades
spent in the paddock, I still feel like a kid on
Following the release of Dorna Sports’ Racing Together book
dedicated to the history of the MotoGP World Championship, we
will be running some of the features contributed by some of the
paddocks top journalists.
Racing Together is an eye-catching book that tells the story
of World Championship motorcycle racing with particular
emphasis on the past 25 years and the role of Dorna, the
international sports management and marketing group. Spainbased
Dorna became involved in motorcycle racing in 1992
and set about stabilising the ailing World Championship, which
had run since 1949, and introducing a new era of direction
and harmony, and of sporting and commercial success.
The effect of Dorna’s efforts is abundantly apparent in the
present-day stature of MotoGP throughout the world. In this
book the world’s best motorcycle-racing authors tell the entire
story – of the racing itself and the Dorna backdrop to it – of
those 25 years in a lively style that will appeal not only to those
involved professionally in the sport but also its millions of fans
• The Dorna story, written by Dennis Noyes, is a remarkable
behind-the-scenes insight, especially into those early days
embracing the FIM (Fédération Internationale de Motocyclisme),
Christmas morning when I arrive for race day
You feel part of something momentous,
you feel the tension, you feel the anticipation,
and you feel honoured to be so intimately
There’s a famous saying about there being
no place like home. Since 1996, the MotoGP
paddock has been my second home. I’ve
loved every second I’ve spent there and there
truly is no place like it on earth.
IRTA (International Road Racing Teams Association) and MSMA
(Motorcycle Sport Manufacturers Association). The stories of the
battles, the money and the involvement of Bernie Ecclestone are
brilliantly divulged by the key players.
• The 25-year period from 1992 to 2016 is divided into five main
chapters about the sport, each written by a leading journalist.
• The sporting chapters each cover a five-year period, as
follows, with the first World Champion of each period named:
Wayne Rainey (1992–1996), Mick Doohan (1997–2001),
Valentino Rossi (2002–2006), Casey Stoner (2007–2011) and
Jorge Lorenzo (2012–2017).
• A section called ‘Battles and battlegrounds’ relives some of
the greatest moments of the past 25 years.
• Important national stories also have their own chapters,
covering the history of racing in Britain, Spain, Japan, Italy, the
United States, Australia, Germany and France.
• Technical perspective comes from renowned technical writer
For more, check out Racing Together, which is available at Evro
76 RIDEFAST MAGAZINE APRIL 2018
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