RideFast May 2018


MAY 2018




MAY 2018 RSA R30.00


9 772075 405004





Old & New: Ducati’s new Panigale

V4 with the Panigale 1299 Final

Edition & Aprilia RSV4




A stunning Yamaha 350 hybrid build




Rob Portman


082 782 8240



Kyle Lawrenson


071 684 4546





011 979 5035


Sheridan Morais

Brad Binder

Darryn Binder

Gerrit Erasmus

GP Fever.de

Eugene Liebenberg

Niel Philipson

The Singh

Mieke Oelofsen

Greg Moloney

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.

The motorcycle tyre market has become a very

serious business and ultra-competitive. Never

before in my 15 years as a journo had I been

invited along to a tyre launch. This year so far, I

have been on three.

The technology involved in modern day tyre’s

is so in depth, so much more than just gluing

pieces of rubber together. The end user demands

more than ever - tyre’s that offer more grip, more

stability and agile while still offering massive

mileage. Not an easy combination to get right,

hence why tyre manufacturers have delved deep

into modern day tech that is available to satisfy

customers’ needs and wants.

In this issue, I expose the latest tech from two of

the leading brands in the sports touring segment.

Starting off with Michelins new Road 5, where I

fl ew to Spain and then literally a month later was

off to Morocco for the launch of Bridgestone’s

new T31 sports touring tyre. I also tested their

new A41 adventure tyre which was loads of fun!

The third launch was Pirelli’s new Diablo Rosso

Corsa 2 tyre, and was pleased to see it was held

right here in SA. That full test will be featured in

our next issue.

All the tyres tested were seriously good. My eyes

were truly opened to the technology that is now

put into tyres, and thank goodness, because with

bikes getting stronger and faster, we need tyres to

be at their best to help control all the madness.

Speaking of madness and modern-day bikes,

we have two of the very best ever superbikes

tested in this issue - a world fi rst in fact. Myself

and my fast-little mate, Shez Morais, managed

to get our hands on the new Ducati Panigale V4

S and the very limited-edition Ducati Panigale

1299 R Final Edition. Once again, a case of it’s

not what you know, it’s who you know. Shezza’s

sponsor, Paul Stuart from PRIDE Bulk Logistics,

very kindly and bravely let us test his 1299 R FE

along with the new V4 version - piping the Italian

manufacturers’’ last V-Twin superbike against their

latest 4-cyclinder creation. It was also my fi rst

time testing the new V4 here in SA, after having

ridden it at the world launch in Jan at the Valencia

circuit in Spain. Shez was also very keen to ride

the new red machine, after I had raved about it to

him on more than one occasion.

It’s a great test and I have no doubt you will enjoy

the article we have put together. While we had the

new V4, we decided to put it up against another

Italian V4 - The Aprilia RSV4RR. Big thanks must

go out to DeWet Kruger, one of our readers who

answered our calls on Facebook asking for an

Aprilia to use for the test. Another world fi rst if I’m

not mistaken...?

Our cover story for this month is an interesting,

and different one for us. Husqvarna SA launched

its new range of street bikes down in Cape Town,

the perfect setting for these modern-day retro

styled bikes.

I really enjoyed the test, although not at fi rst if I’m

being honest. My fi rst impressions of the bikes

were somewhat confusing. While I loved the

styling, and build quality of all three new models,

I had to really change my mind set to help

appreciate what they are all about. My sportsbike

cap was put on the shelf for this test, and fl at out

all action mentality traded in for a more open,

free minded one to better help understand and

fairly review the bikes. I think the test came out

perfectly and at the end I can say I enjoyed the

unique riding experience from the bikes and look

forward to a follow up test up here in JHB in next

month’s issue.

We have once again managed to put together

an issue packed with loads of tests, reviews,

custom builds, tips and tricks for you all to enjoy.

Not that much racing in this issue I’m afraid, but

we might have an exciting new exclusive MotoGP

columnist from next month onwards, bringing us

direct news from the paddock and track. Really

excited about this and really hope we can make

it happen.

Until next month, Ride Fast, Ride Safe!

Rob Portman


Contents MAY 2018







2018 YAMAHA MT09
















Packed with gut-wrenching performance and equally

evil looks, this BEAST 2.0 clearly isn‘t for the faint

hearted. If you think you‘ve got what it takes, finance

your brand new KTM 1290 Super Duke R now at prime

less 2%* and challenge yourself to see what real

power and precision can feel like.

Foto: R. Schedl

* Promotion valid from 1 April 2018 to 30 June 2018 on all new, in-stock 1290 Super Duke R 2017 models, while stocks last, at all participating KTM dealers. All information with the

proviso that mistakes, printing, setting and typing errors may occur. Please consult your local dealer for further details. Terms and Conditions apply. Finance is subject to approval.

Initiation fee and service fee may be applicable. KTM Finance is a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services and

Registered Credit Provider. NCRCP20.

Gezeigte Fahrszenen bitte nicht nachahmen, Schutzkleidung tragen und die anwendbaren Bestimmungen der Straßenverkehrsordnung beachten!

Die abgebildeten Fahrzeuge können in einzelnen Details vom Serienmodell abweichen und zeigen teilweise Sonderausstattung gegen Mehrpreis.

2018 YAMAHA MT-07 TO



The 2018 South Africa Bike Festival sets the stage for the reveal of

the updated Yamaha MT-07, happening from 25-27 May 2018 at

the Kyalami Grand Prix Circuit in Midrand, Gauteng.

The new MT-07 comes with a range of improvements that build on

the strengths of this middleweight naked, while also enhancing its

style, fi nish and comfort - as well as underling its excellent value.

Restyled body

Improved riding position

A key feature for 2018 is the improved riding position that delivers

increased riding comfort, and the revised ergonomics are also

designed to accommodate riders of varying sizes.

Refined suspension

Revised front fork settings offer 130mm of plush and predictable

suspension action with a sportier character, and a new

rebound damping adjuster on the rear shock makes it easy to

set the MT-07 up to suit different riding conditions.

The 2018 model’s more mature restyled

body design takes its cue from the larger capacity MTs, and

features a restyled tank with bigger air scoops that give a more

dynamic look - and a bolder headlight design gives a more

imposing face. The new model also benefi ts from an enhanced

fi nish to the new bodywork, underlining the 2018 MT-07’s

outstanding value for money.



Pirelli are giving away a FREE pair of

sunglasses with the purchase of the

following Pirelli COMBO Tyres: Angel

GT, Diablo Rosso 3, Night Dragon,

Scorpion Trail 2, Scorpion Rally

STR, Scorpion MT90, Scorpion XC


While Stocks Last. Valid with

purchase of both front and rear tyre.

Something for nothing. Cool Huh!

Contact Bikewise on 011 566 0333

for a Pirelli Dealer near you.

Deep and linear torque

Developed using Yamaha’s unique cross-plane philosophy,

689cc 2-cylinder engine is equipped with a 270-degree

crank that contributes towards its deep and linear torque

output that gives thrilling acceleration and sporty performance.

Compact and lightweight chassis

The MT-07’s compact chassis and slim tubular backbone frame

- combined with a centralized mass and dry weight of just 164kg -

ensure agile handling and easy manoeuvrability.

Make sure you visit the Yamaha stand to view it in the fl esh.



The massive motorcycle accessory

store, Moto Mate, is hosting the

largest biking and accessory

weekend sale in SA. From the 25th

to 27th of May 2018, the public can

expect 3 days of pricing madness

- 15 to 35% off all motorcycle

accessories. There will also be loads

of competitions and giveaways over

the weekend so don’t miss out!

Call 011 234 5274/5 for more

information or check out the Moto

Mate Facebook page.



Official Sponsor

Developed with

Powered by

New Supersport

Sport, made light.

The SuperSport blends comfort with versatility thanks to solutions that make it perfect for everyday road riding – but

without ever compromising its sporting spirit. The screen (which can be raised by 50 mm to ensure better high-speed

airflow protection), side pannier mounts and long-range 16-litre fuel tank give the SuperSport good touring capability.

Whichever road you take, the three Riding Modes ensure optimised SuperSport control, while special Sport, Touring

and Urban packages mean the bike can be personalised to suit individual taste and requirements.




Austrian bike maker KTM has announced that it has entered into

a joint venture with Chinese two-wheeler maker CFMoto in order

to improve the former’s presence in the market. Both KTM and

CFMoto have been long term partners and the move will see both

companies co-develop product for China as well as for markets

globally. The joint venture is called CFMoto-KTMR2R’, wherein

CFMoto holds a majority stake of 51 per cent while KTM owns the

remaining 49 per cent.

KTM has been retailing its motorcycle range in China in

collaboration with CFMoto for years now. The latter is responsible

for the assembly and distribution of the orange Austrian motorcycles

in the market. CFMoto, on the other hand, has been developing a

variety of two-wheelers and all-terrain vehicles since 1989 and has

partnerships with over 1500 companies.

The move is expected to help KTM expand its presence in China

and also address the market needs with a diverse new range of

products. The alliance will not only help KTM’s profi ts within China

but also on a global scale as well. The manufacturer has been

forging alliances with manufacturers globally which has helped

achieved better penetration in newer markets. With respect to India,

home-grown bike maker Bajaj Auto owns 48 per cent stake in KTM

AG, which has helped provide access to the company’s R&D.

CFMoto V.02-NK Concept: A KTM V-Twin From China?

The CFMoto V.02-NK concept shows off the Chinese fi rms plans

for the future, and hints at an even more promising partnership

with KTM. With each passing day, Chinese manufacturing fi rms

are getting better and better – and leading the charge we have

CFMoto. CFMoto are one of Chinese most convincing motorcycle

manufacturers, and this latest concept is proof that the company

is planning on becoming a legitimate player on the global scene.

While the CFMoto V.02-NK is only a concept model, we like what

we see and hope that the company can develop the idea into a full

on production model. But what is it about the design that gets us

so excited? Well, apart from the obviously impressive bodywork,

it’s the engine that has really caught our eye. In the past, CFMoto’s

more exciting designs were built around a faithful Chinese-copy of

Kawasaki’s rock steady ER-6 650cc parallel twin motor. However,

the fi rm had expressed a desire to work “towards greater

displacement” and it seems that they’ve managed to fulfi ll that

desire by powering the V.02-NK concept with a KTM RC8 V-twin

motor. And depending on which size they opted for, that would

put the concept over 1000cc in capacity, and perhaps as high as

1301cc. A KTM engine copy, you ask? No. The real deal.

It’s obvious that KTM’s regular design bureau Kiska has had some

kind of a hand in the bodywork, since it carries a lot of KTM’s

signature styling and a textbook trellis frame but apart from that

we can see two big air scoops at the front, an underseat radiator

(which we would prefer in the usual “up front” gap instead) and a

single sided swingarm. We can also spy some carbon fi ber brake

discs, though we won’t be seeing those on any viable production

model. There are Brembo brakes and Ohlins suspension in

play too…but even though they’re more realistic than carbon

brake discs, we doubt they’ll make it to a production model. WP

suspension, perhaps…

It’ll be interesting to see the overall build quality of one of these if

it makes it into production. If it can stand the test of time, it might

be a signal that China is ready to bring their commodities to the

international table.



Allan Jon Venter signs up as Dunlop’s offi cial test rider

and development expert here in SA. His LEKKA Racing

Shop is the offi cial Dunlop SA tyre fi tment centre and will

stock the full range including the coverted new Dunlop

KR451 slick and cut slick currently being used in the

highly competitive Moto America Championship.

Contact AJ on 011 238 7666.


CBR 1000

R220 000




CBR 1000 SP



FROM R94 400


2017 NC750







R115 000 R30 000 R31 500




This years Sunday Charity Ride at the SA Bike Festival will

be joining forces with the Rainbow Mzansi Bikers Organisation for

their annual RAMBO Blanket Run.

Last year over 2000 blankets were collected by clubs and their

families and were later distributed to communities along with

groceries and clothing to the under privileged to combat the harsh

winter months in Gauteng.

This year, anyone and everyone can join us with a few options to

participate. For just R250, clubs, associations, charities, dealers

and their friends and families can purchase a festival ticket AND a

200x220 double blanket ahead of time. Those who already have a

festival ticket, can purchase a blanket through the festival website @

cost price for R120 OR donate an amount of their choosing. Visitors

also have the option to bring along their own double blanket and

therefore waive the participation fee of the ride.

Taking place throughout the day will be the festival favourite – The

Circuit Test Rides and Adventure Ride Outs whereby visitors can

test ride over 60 models around the international race circuit or

around a 2km off-road track with trained professional riders and

marshals. Plus NEW for 2018, is the KIDS ACTION area on the Pit

Roof where the young and the young at heart can check out the

latest products, merchandise and toys from exhibitors, as well as try

their hand at the mini pocket bikes!

An important element every year is the Learn to Ride activities for

those who want to give-it-a-go with Harley-Davidson, Zontes,



Ducati has made an interesting announcement, boasting that it

will bring front and rear radar technology to its motorcycles by the

year 2020.

Using radar technology developed with the Politecnico di Milano

University, Ducati will use radar not only to detect vehicles in

the motorcycle’s blind spot, but also to detect the flow of traffic

ahead of the motorcycle, and use that information for an adaptive

cruise control system.

Ducati plans a number of other rider alerts as well, with the fore

and aft radar units, which will help riders know when there is a

fast-approaching vehicle coming from the rear, when there is a

risk of head-on collision in front of the motorcycle, and so forth.

This news is part of a larger movement by Ducati, called “Safety

Road Map 2025”, which aims to bring

additional safety features to the Italian

brand’s range of motorcycles over the next

several model years.

The program has already kicked off, with

Ducati implementing cornering ABS on a

bevy of its models, as well as integrating

its Multistrada 1200 with Dainese’s D-Air

airbag technology.

For motorcyclists, Ducati is clearly trying

to carve out a niche for itself in the public

perception of safety. This could pay

Electron Powersports and the GEES Rider Development team on

their smaller cc Suzuki’s.

All blankets will be on display at the festival with the official

programme of thanks to the clubs and community at 12:30am

on Sunday on the main stage, before and after Joburgs favourite

bands performing throughout the day.

For more information on the Blanket Run, contact info@

southafricabikefestival.com and join the conversation at www.


dividends for Ducati, with the perceived danger of motorcycles

being a large factor that keeps potential riders away from the

two-wheeled lifestyle.

By mitigating some of the dangers that come with riding a

motorcycle, Ducati could change its brand image, and position

itself as the “safer” alternative to an industry full of “murdercycles”.

In the car world, we have seen similar plays made with success,

most notably with the Swedish brand Volvo, which for a long time

was the family vehicle of choice because of its crash ratings and

safety features.

To that vein, Ducati says that it will bring cornering ABS to every

motorcycle in its range, which should already set the Italian brand

apart from its competitors, while also adding a very effective

technology to its products.

With the car world already developing some interesting

technology to help automate cars and make them safer, it will

be interesting to see if Ducati adapts

the same ideas to motorcycles — like

with assisted emergency braking, for


Having a pipeline for technology like

this is surely the benefit of having an

automobile conglomerate as your

corporate overlords, though we once

again have to speculate how long Ducati

will remain part of the Volkswagen Group.

Source: Ducati & Asphault & Rubber






Three months before the launch of the Pirelli Diablo Rosso Corsa

II, Pirelli BU Moto Motorcycle Testing Dept arrived from Italy

with a technical team to assess Bike Tyre Warehouse’s technical

capabilities; equipment & experience with regards to providing the

technical support team on the ground for the event. As is the norm,

these international entities regard our capabilities in Africa as limited

to say the least. BTW passed the initial assessment & inspection

with flying colours and the Pirelli contingent left with happier faces

then when they arrived in SA.

They then appointed Bike Tyre Warehouse as technical team, to fit

the rubber and look after all 40 plus bikes on the launch.

The brief was to put a technical team with the right equipment

together to handle 40 sport bikes for a 10 day period in two

locations. Bike Tyre warehouse has a mobile division that can set

up a full totally self-contained fitment centre within 8 hours in any


The real challenge was the time allocation given - change the tyres

on 20 bikes, in 2 hours twice a day. To put it into perspective, that’s

80 wheels remove/refit; tyres remove - refit and balance all day.

All at the Kyalami race track for journalists to test the new Pirelli

Diablo Rosso Corsa II super sport tyres.

Bear in mind that this was not a motorcycle test event; this was

about the tyre itself, so every tyre had to be fitted perfectly and

every wheel balanced to one hundredth of a gram. Air pressures to

exact inflation specification for the particular bike. There could be no

mistakes because the test journos would take any abnormal feel as

coming from the tyre, so the fitment had to be 100% on every bike

every time.

Bike Tyre Warehouse also ran calibration & heat tests; where two

of the Pirelli test pilots ran 1 lap only on a tyre; whilst two bikes

were out on the track they had to change; fit and balance on spare

wheels and so on throughout a two day period, its all thee did; hot

laps and hot swops, which becomes a monotonous task but a very

important one, so again 100% perfection with no margin for error.

End result - never an issue during this 48 hour high stress cycle the

team delivered constantly.

Initially, there was some shoulder rubbing between the BTW Tech

team and the Pirelli Motorcycle Test Dept team that was sharing the

technical pit area; but after the first day, Pirelli realised that BTW was

able to deliver, so everyone settled into their individual tasks and the

job was done.

This from Bike Tyre Warehouses Bruce:

“Being the crew chief in the pit is a constant; there are no breaks

or sit downs you stand centre pit and rotate because the work is

happening all around you; it’s a flow process when it is happening

so fast and fluid; bike in and on stands or in a sling and winched;

wheels off ; all loose parts in the see through billet; wheel moved

to tyre changer; old tyre off; new tyre on; correct size check; check

valve; check pressure then off the machine to the balancer; chucks

in; wheel rotated; 6-7 wheels rotating on the balancing deck;

balancer checking; fitting weights, spin move to next wheel; come

back double check and make a change if necessary; wheel off

remove chuck and take wheel to wheel fitment tech; fit wheel make

sure billet tray is clean; no loose bolts or clips so everything is on the

bike that should be; all bolts torqued; bike off the stand; wheeled to

final inspection point; tech rechecks inflation pressure and fuel, bike

released to pit crew. The Crew Chief has to watch constantly and

hop in anywhere along the line to stop; recheck or get something

redone; it’s a line and under pressure mistakes can happen, so final

responsibility rests with the crew chief. Yes we had some teething

issues and yes, we had to redo some stuff but nothing was missed

and every bike went out 100%. “

End result: The Bike Tyre Warehouse Technical Team was rated

as up there with the best of the best globally by Pirelli Global

Motorcycle Test Division Head Salvo Pennisi; a feather in the cap

not just for this crew but for SA’s biking industry, showing the

top guys in the world that down South we have the capability to

produce the technical expertise to match those considered the best

in the world of motorcycling.

Nice One Boys!


Balancing Units


Merge with Nature.


Shoei helmets are imported and distributed by AMP. To find your nearest Shoei dealer call 011 259 7750.



During the recently held Digital Day, an event where BMW shows

and explores the ways that digital technologies are changing the

way we look at transportation, the German manufacturer surprised

by showing a 3D printed S1000RR chassis.

In a special section dedicated to the innovations made by using 3D

printing, or additive manufacturing, BMW revealed a complete frame

and swingarm made by using a 3D printer.

The process involves building up three-dimensional shapes using

thin layers of molten material, and this way manufacturers can

create complicated shapes that simply they can’t do it using

traditional methods like machining or casting processes.

BMW didn’t detail what exactly was used in this 3D printed frame

and swingarm. Usually we see all kinds of objects made in some

kind of plastic, but sometimes, and using the right machines,


Although BMW have just released their new 3D printed frame, this is not

the first time #D printing has been used on a motorcycle. Back in 2016,

something very special was created using 3D tech - Meet the Kawasaki Ninja

H2 powered Dagger by Divergent 3D.

It is hard to think how Kawasaki could make the Ninja H2 more modern,

considering the bike’s supercharged engine, radical aerodynamics, and

plethora of electronics. But, that didn’t stop the minds at Divergent 3D, a

company that is specializing on making vehicles with 3D printing technology.

For the Divergent 3D Dagger, you can see that the frame, swingarm, and

fuel tank are built using Divergent’s 3D printing technology, which uses

additive manufacturing to create metal-alloy nodes, and carbon fibre tubes to

connect them, when applicable.

In the case of the Divergent 3D Dagger, our best information is that the

machine’s chassis comprises solely of metals that have been 3D printed,

sans the carbon fibre tubes that can be found on the company’s Blade

supercar, though it wouldn’t be hard to change the design of the frame to

employ carbon fibre.

For now, the Divergent 3D Dagger isn’t meant to be a road-going production

machine. Instead, it is to act as a mouthpiece, to show what Divergent 3D

can achieve.

Divergent 3D must be doing a good job of it, as the startup has landed an

agreement with Groupe PSA, the parent company of Peugeot and Citroën,

to aid in car manufacturing.

Now with Divergent 3D Dagger, it will be interesting to see if any motorcycle

OEMs enlist the Californian company’s services. Or, at the very least, copy its

manufacturing ideas. Time will tell.

manufacturers can produce 3D printed parts in metal. And that

seems to be what BMW did with this S1000RR chassis.

The chassis appears to be made in aluminium, and in fact just by

looking at it we can say that it must be really light!

We’re not sure what to think about this 3D printed frame and


We can look at this from the point of view that BMW is in fact

exploring new ways to produce fast and lightweight parts for

motorcycles, but if we want to be realistic, we don’t believe BMW

will be using 3D printed chassis on motorcycles anytime soon.

Probably the German brand is able to find a way to use 3D printed

parts on motorcycles, but we’re thinking it’ll be only some small

parts and used in limited production motorcycles, or special models.

At Digital Day, BMW said that its Research and Innovation Centre

in Munich already makes as many as 140,000 3D printed parts per

year in both plastic and metal, but those are parts used mainly in

their cars like Rolls Royce or the new BMW i8 Roadster.





The all-new GSX-R1000, the most powerful, hardest

accelerating, cleanest running GSX-R ever, has again

proven its “KING OF SPORTBIKES” status by winning

races already in 2018 with Toni Elias (MotoAmerica)

and Brad Ray (British Superbikes).


NOW R242 300inc VAT

Including a quick shifter




Suzuki Motorcycles South Africa Prices include VAT. Terms and Conditions Apply. www.SuzukiMotorcycles.co.za

Suzuki Motorcycles South Africa Terms and Conditions Apply. www.SuzukiMotorcycles.co.za




Each week, viewers of the popular DSTv

exercise program, Kry daai lyf, had to

submit their answers to a question, and

over a period of 13 weeks, 13 different

weekly winners were chosen. Each week,

the winner won a Yamaha hamper valued

at R1,000 and went into a draw for the

grand prize. At the close of the competition,

the 13 names went into a hat, and a name

was drawn, and the winner was to receive

a brand new Yamaha XMax300 scooter

valued at R69,950.

The lucky winner was, Eleanor Andrews

from Bloemfontein. Sally’s Yamaha, an

offi cial Yamaha dealer in Nelson Mandela

Drive, Bloemfontein, was the closest

Yamaha outlet for the lucky lady to receive

her brand new Yamaha XMax300 scooter.

Eleanor could not contain her excitement

when the XMax300 was unveiled to her for

the fi rst time. A new motorcyclist was born

at this point.

Eleanor was particularly impressed by the

keyless operation of the scooter, and the

attention to detail in the design. Eleanor is

also excited to start with her riding lessons

to get her new journey rolling in the safest

way possible.

We are sure that Eleanor will enjoy many

safe kilometres on her new Yamaha




Developed exclusively by Yamaha and available free of

charge to every rider - whatever brand of motorcycle or

scooter they own - the new MyRide app allows tracking

and storing detailed information about every ride. With the

new Yamaha MyRide app, riders can record everything

from lean angle, acceleration and speed through to

elevation and braking force, making every journey even

more rewarding.

Apart from being able to review and analyse their own

riding experiences, riders can also share their personal

GPS Exchange Format (GPX) fi les* with other MyRide

users. It is also easy to download other users’ fi les to see

how their rides compare to your own. MyRide additionally

enables riders to add pictures to their favourite journeys

and share their stories and adventures via social media.

By storing detailed information about riding style and

destination, MyRide gives users the power to refi ne,

enhance and improve their riding skills and get more out of

every trip. Riders can keep details of every motorcycle they

ride or test - and they are able to check out many new

routes by downloading other MyRide users’ GPX fi les.

You have the bike. Now go get the app! Download the free

MyRide app now from the App Store or Google Play.

*GPX is a fi le format designed to provide GPS data to

software applications such as navigators or GPS viewers.

It can be used to describe waypoints, tracks, and routes.

MyRide App Video (YouTube embedding only): https://


“By storing detailed

information about riding

style and destination,”

says Yamaha, “MyRide

gives users the power

to refine, enhance and

improve their riding

skills and get more out

of every trip. Riders can

keep details of every

motorcycle they ride or

test - and they are able

to check out many new

routes by downloading

other MyRide users’

GPX files.”





Best supersport tyre


Best supersport tyre


Best supersport tyre


Tyre of the Year

2016 - 2017

Best sport touring tyre





Dealers List: Gauteng: • Bikeshop Online-Suzuki East 011 918 7777/6666 (Boksburg) • Moto Tyres 011 918 3921 (Boksburg)

• Shimwells Yamaha 011 362 2182 (Boksburg) • Holeshot Motorcycles 011 823 5830 (Boksburg) • We Sell Parts 011 452 1602 (Edenvale)

• Tyre Man 011 811 3976 (Springs) • Biketyre Warehouse 011 205 0216 (Midrand) • Puzey-Bikers Warehouse 011 795 4122 (Randburg)

• Randburg Motorcycles 011 7926 829/6649 (Randburg) • Sandton Auto 011 676 6600 (Sandton) • Zeeman Suzuki 011 435 7177 (JHB South)

• Bavarian Motorcycles 012 643 1680 (Centurion) • Just Bike Tyre 010 007 4987 (Centurion) • Suzuki Toy Store 012 653 1997 (Centurion)

• Biking Accessories 012 342 7474 (Pretoria) • Zambezi Auto 012 523 3600 (PTA Zambezi) • Just Biking 016 421 1153 / 082 820 9512 (Vereeniging)

Western Cape: • Danie Maritz Racing 082 4434572 (Killarney Gardens) • Trac Mac - Paarden Eiland 021 510 2258 / 071 1703 611 (Montague Gardens)

• Just Bike Tyre 010 007 4987 (Brackenfell) • Suzuki South 021 761 0157 / 021 797 2129 (Plumstead) • Trac Mac -Wynberg 021 761 4220 (Wynberg)

• Trac Mac - Bellville 021 945 3724/5 (Bellville)

Western Cape: • GP Motorcycles 823 591 864 (EL) • Speedyquip 041 484 1506 (PE) • Automotorcycles 041 581 1699 (PE)

Kzn: • Perry Bikes 031 566 7411 (Durban) • Tazman Motorcycles 314 632 565 (Durban) • Suzuki Margate 039 314 9898 (Margate)

• RBS Yamaha 031 701 1311 (Pinetown) • Rocket Racing 031 702 2606 (Pinetown) • Midlands Motorcycle Tyres 083 229 7856/033 386 0679 (PMB)

• Republican Motor Spares 033 304 1689 (PMB) • RIDE HIGH 035 789 1851 (Richards Bay) • SMG UMHLANGA 031 502 9800 (Umhlanga)

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(Nelspruit) • BMW Secunda (Pinnacle Auto) 017 620 8000 (Secunda) • Motos at Klerksdorp 018 468 4546 (Klerksdorp)

• Speedbike Klerksdorp 082 829 8332 (Klerksdorp) • Kalahari Auto Force 053 712 3972 (Kuruman) • Renata 014 597 1066 (Rustenburg)

• Honda Wing Central 051 430 1237 (Bloem) • Pro Bike Suzuki 57 396 4828 (Welkom)

Discover more: 011 437-4699



to you by

Pic by GP Fever.de

Zarco to factory KTM

MotoGP for 2019?

The Frenchman has been linked to a KTM

move since last year, although Honda and

Suzuki are both known to have also been

interested in securing Zarco’s services for

next season.

It is understood the Tech3 Yamaha rider

reached a verbal agreement during

last weekend’s Austin round with KTM

motorsport director Pit Beirer and Thomas

Uberall, who acts as motorsports manager

for the team’s title sponsor Red Bull.

The deal, when formalised, will commit

Zarco to the KTM works team until the end

of the 2020 season.

Bradley Smith is set to lose his KTM seat to

make way for Zarco, while Pol Espargaro

will stay on.

Zarco had been the centre of speculation

during the season opener in Qatar, where

he expressed interest in joining a Honda

“dream team” with reigning world champion

Marc Marquez - who recently concluded a

new contract to stay with the fi rm.

But the prospect of sharing a garage with

Marquez is believed to have put Zarco off

such a move, with one well-placed source

telling us: “Being Marc’s team-mate is not

easy to accept.”

Zarco’s decision to choose KTM comes as

a major boost to Dani Pedrosa’s hopes of

staying on at Honda.

Pedrosa’s run to seventh place at Austin

just 12 days after undergoing surgery on a

fractured wrist will have done no harm to

his prospects of securing a fresh deal with

the team where he has spent his entire

premier class career.

Honda is still keen for Pedrosa to prove

himself worthy of keeping his place as

Marquez’s team-mate in the upcoming

races, and continues to evaluate possible


Moto3 champion Joan Mir remains on

Honda’s radar, and is also a contender to

replace Andrea Iannone at Suzuki should

its bid to lure Jorge Lorenzo away from

Ducati fail.

Zarco is said to have shown no interest

in a Suzuki move, following its decision

to cancel a pre-agreement it had with the

then-Moto2 champion in 2016 and sign

Alex Rins instead.

AJ Venter on a

Suzuki for 2018 TT

South African based AJ Venter will be making

a return to the Isle of Man TT Circuit this year

where he will be riding a Suzuki GSXR1000

in the Superbike, Superstock and the Senior

Races. AJ will be riding under the banner

and guidance of John Burrows’s Cookstown

Burrows Suzuki Team.

Mr Burrows and his team are very well known to

the Road Racing Community with John being a

former competitor around the iconic course in

the past with some really outstanding results.

The team are currently competing in all the

Irish National Road Race Meetings, as well

as the Northwest 200, Isle of Man TT and the

Ulster Grand Prix.

With AJ being the youngest and the only South

African competing at the TT this year, he is really

looking forward to getting back there.

“Having sat out of last year’s TT, I am really

excited to be going back to the Isle of Man this

year. I would also like to say a massive thank

you to Joao Fernandes from CF32 for putting

this whole deal together. Having the opportunity

to learn off someone like John is really a dream

come true! Having seen the results Derek

Sheils has achieved on those bikes is a true

indication of what the team are capable of, and

that will allow me to concentrate on getting to

grips with the course”

This year’s Isle of Man TT event will run from the

26 May up until the 8th June. AJ would like to

thank all his sponsors who have helped make

this opportunity achievable, and if there are

still any companies out there looking for some

really big exposure to contact AJ via email at

ajventer@lekka-racing.co.za or via his athlete

page on Facebook: Allan Jon Venter

Pic by Gerrit Erasmus & FAST



Dual compound technology

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Exceptional straight-line

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Front tyre profile derived

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Rubber compounds

derived from racing

“The best stability during sequences of

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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).“

New technology

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.


As used by many a top racer, including

SA’s Steven Odendaal in the Moto2

class, the new SR2 by Schuberth

offers riders everything required to be

more concentrated, more relaxed and

therefore safer on the road. An improved

spoiler ensures that the head stays calm

in the wind. The new visor out of Formula

1 development creates clarity in every

situation. No matter what type of road is

in front of you..

Price: R11,750

From: DMD - www.dmd.co.za

SIDI Mag 1 boots

Used by many a top MotoGP and WSBK racer, the Sidi Mag

1 boots are an ultra-lightweight yet highly durable boot that

offer a TECNO-3 magnetic closure system with Polyurethane

rear upper construction, micrometric adjuster straps, shock

absorbing heel cup, nylon inner sole with removable arch

support pad, double stitched in impact zones for added

protection, all bolt-on parts are replaceable, TPU shift pad

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You could win a pair of these top-of-the-range boots by

From: Vermont Sales

simply emailing a pic of you with your worn-out old 011 314 7711

boots to rob@ridefast.co.za. Entries close


31st May 2018.

Price: R8,999

From: Dealers Nation-wide

FELO Smart handle


Felo Germany’s new Smart double

ended screw driver kit comes with

their improved construction for onehand

operation, combining screw

driver and lockable T-handle. It´s no

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handle it’s now a quick simple twist.

All pieces in 1/4” size suitable

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component handle has the Felo

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for highest torque. The screwdriver

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refined design, replaces 48 single

tools. The bits are made from highquality

bit-steels, exceeding the DIN/

ISO requirements by up to 100% with

black tips for a precision fit and GS

tested for safety

MOTUL 300V² 10W-50

Motul launches its new engine oil, 300V² 10W-50, for race use. A direct

evolution from the legendary 300V, this new racing oil will bring extra

performances validated by top-tier factory teams in both On-road

and Off-road applications. Formulated using renewable bases, it

is composed of less fossil raw material and offers a lower carbon

footprint during manufacturing process.


• Low oil film friction at high revolution speed offering increased

maximum power output

• Optimized oxidation stability offering increased oil durability

• Improved engine cleanliness offering constant engine performance

As well as offering higher performance, this new product has an

organic base limiting its environmental impact thanks to:

• Use of non-fossil renewable materials

• Carbon footprint lowered 18% during manufacturing process

From: Dealers Nation-wide

RK GXW chains

RK GXW Series are designed to be

the top line for Superbike and Road

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RK’s only technology of XW-Ring

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Applied on both Street Use,

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featuring high performance

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Dunlop’s new highly-rated,

and apporved by SA’s best,

slick racing tyre is finally

available in SA.

It’s a complete mind boggle why more

track day riders don’t use slick tyre’s. They

offer massive amounts of grip with more

longevity than most cut slicks, and are now

even cheaper. Dunlop have fi nally landed their

new top-grade racing slicks - the KR451.

Rob and a couple of other riders headed

out to Redstar Raceway to test the new

superbike range of slicks, which are the exact

same tyres used by SA stars Mathew Scholtz

and Cameron Petersen in the MotoAmerica

Superbike championship.

In order for us to get an in depth analysis

of the new Dunlops, we chose to conduct

the test over a two day period. This allowed

us to not only try a variance of geometry

settings and different tyre pressures, but also

to see the longevity and life we were able to

get out of a single set of slicks. With the 24

Endurance Race being held at Redstar in the

past, AJ Venter, Dunlop’s new tyre tester and

technical advisor, and his team also had a lot

of information on previous tyre’s and tyre life

that we could compare to.

In conclusion to our test, we found that

we were able to conclude 150 solid laps on a

single set of slicks, with the lap times varying

by a single second over the whole time (AJ still

felt there was life in the tyre, but time became

an issue on the day). We also measured the

amount of wear throughout the two days and

we found that the left hand side had worn 0.9

mm and the right hand side had worn 0.3mm.

We were highly impressed with not only the

grip and wear of the new Dunlop slicks but

also the agility and stability offered from the

tyres. Straight off the warmers we were able to

attack the track knowing full grip was available

instantly. The front tyre, despite not having the

best suspension setup on the bike, felt planted

when loading the front and trail braking hard

into the turns. The grip from the rear tyre was

insane, and had the front end pointing to the

sky more often than not.

It’s no wonder Mathew and Cam can do

the things they can on their superbikes with

tyres like these fi tted, and well done to Dunlop

SA for fi nally bringing in tried-and-tested slick

tyres for the masses to enjoy.

The Dunlop KR451 slicks are now available

at Lekka Racing (medium and medium plus

compounds on rear and soft and medium on

front). Priced at only R4500 a set, they really

are excellent value for money. Call AJ now on

011 238 7666 for more info.







It’s been a while since Husqvarna released a 100% street foccussed motorcycle

but for 2018 three new models are set to be let lose on our streets.

Words: Rob Portman Pics: ZC Marketing Consulting

When you think of modern day

motorcycles you think - complex, fast,

high-tech. Road legal motorcycles

are closer to MotoGP and World SBK bikes than

ever before. Things are moving so quickly, with

next week’s pioneer being last week’s mad man.

Pushing boundaries has become the standard, and

if you don’t, you get left behind. Or do you?

Husqvarna has had a complete new approach

with their range of new street bikes. A fresh

approach that might just be what is needed.

Does innovation really need to be so complex? In

our chaotic modern culture, where everyone has

an opinion, who decides what’s wrong or right?

Husqvarna chose to forget about everything they

knew about contemporary street motorcycles.

They trimmed away every little thing that was

not needed and began with a clean slate and

bare essentials. Their goal is to change your

perception of motorcycling, change your maybes

into certainties. In their eyes, the street is missing

something so, born from a very simple idea, comes

the new range of Husqvarna street motorcycles.

Born from a very simple idea, the new range

sets out to make urban motorcycling more

accessible getting everyone to ride. In a recent

article titled “Everything KTM Touches Turns

To Gold: Reinventing Husqvarna As A

High-Style Motorcycle Brand” published in

Forbes magazine, Gerald Kiska, founder

and CEO of Kiska GmbH, the product

design fi rm that since the 1990s has

defi ned the look and feel of KTM

“ready to race” motorcycles and

sports cars, said:

“Husqvarna is a brand that

always looks forward, has

always been highly innovative, a

pioneering spirit. For the last few

years, Kiska has been reinventing

and repositioning KTM’s new

sister brand, Husqvarna, a

company that started out as a

weapons manufacturer before

building the world’s fi rst combustion

motorcycle engine back in 1903.”



The Youngblood

Arts and Cultural

Development Gallery in

Cape Town was the

perfect place to launch

these bikes which

have a culture of

their own.

Kiska goes on to say that he has a freer

rein at Husqvarna, which allows him and

his team to explore more options then they

would under the KTM brand. Since being

purchased by KTM from BMW back in

2013, the Swedish brand has enjoyed much

success, posting record sales in each of

the last 4 years. According to KTM CEO

Stefan Pierer and Kiska, the plan is to place

Husqvarna ahead of Ducati and Triumph

and become Europe’s third most popular

motorcycle brand, behind KTM and BMW,

and to achieve equally great heights in the

global market. To achieve this, they know they

cannot only rely on championship conquering

off-road motorcycles, but they need to create

charismatic road motorcycles with appeal

beyond expert riders who buy the other


Kiska and his team were handed a clean

sheet of paper, and told to design a street

range unrivaled by any on the market today.

Street bikes with a fresh, clean approach,

inviting the masses into the motorcycle game.

A true modern take on motorcycling at its

simplest, but with great effect.

Enter the new Svartpilen 401 (Black Arrow),

Vitpilen 401 (White Arrow) and 701.

Kiska says the new range of Husqvarna

road bikes are a premium product for people

who are on the stylish side and very modern.

Kiska’s inspiration for the new range came

from the dual-purpose 1955 Silverpilen,

the Silver Arrow, a seminal dual-purpose

bike that performed with style on - and offroad.

Kiska’s interpretations of crisp, cool

Scandinavian design is a perfect tribute to the

wellspring of Husqvarna greatness.

Let ’s hit the streets

I jetted off to Cape town for what we knew

was going to be a local launch with a

difference. The bikes were launched to the SA

press and local public at the Youngblood Arts

and Cultural Development Gallery in Cape

Town’s City Bowl district. Hundreds of keen

admirers waited eagerly for Fred Fensham,

Husqvarna SA brand manager, to take the

covers off the three new bikes. I was one of

those admirers, as I had loved the look of the

bikes from the first time I saw the concept

pics a few years ago.

The covers finally came off and we were

not left disappointed. The bikes are stunning.

Overall build quality looked exceptional and

the stylish design is a perfect representation

of modern-day retro. Curves and lines

in unusual places, but they work with

geometric elements never seen before on any

motorcycles. Simple. Progressive. That’s the

tag line for the new street range, and it could

not be better suited.


The next day arrived and it was time for us

to fi nally swing a leg over the new bikes. Up

close, and with the bike off its raised pedestal

from the night before, the Svartpilen and

Vitplien 401 models are small and compact.

Sitting on the Vitplien 401, its size is quite

deceiving. The riding position is broad and

high. You sit on top of the bike and the bars

are low so you crouch over the front. very

racy. The bikes seat height is high, 835mm

in total, which is 5mm higher than the 701. I

was unable to plant both feet on the ground,

which I found a bit strange considering

the bike looked so small. I wouldn’t call it

uncomfortable. Unique is the word I would

use to best describe the riding position.

I set off on the scenic ride mounted on

the Vitplien 401. A smile was soon plastered

all over my face once I opened the throttle

and felt the punch from the 375cc singlecylinder

engine. The full force of the 37Nm

of torque and 44HP was on hand thanks to

Cape Town’s clean sea level air. 80% of the

motors torque is available at low down RPM,

so it does pack a decent punch through all 6

silky smooth gears. Helping deliver the sharp,

refi ned, user-friendly power is the electronic

fuel injection, which is operated by a ride-bywire

system. I loved the nippy feeling of the

throttle, and combined with the lightweight

chassis I carved through the slow Cape Town

“It made quick, easy work of the fastflowing

bends, again highlighting

how good the lightweight chassis is...”

traffi c faster than any superbiker could dream

of. When faced with a Taxi driver trying to

carve his way through stand still traffi c in a

very unapologetic way, the hydraulic ByBre

brakes and state-of-the-art Bosch ABS

system offered controllable and confi dent

braking to help avoid certain collisions.

We all made it safely to entrance of Signal

Hill, where I was excited to thrash all three

bikes through the curves leading up to the

top of the mountain. I was still on the Vitplien

401, and this is where it fl ourished. It made

quick, easy work of the fast-fl owing bends,

again highlighting how good the lightweight

chassis is (148kg unfueled). The top-grade

WP suspension is set quite stiff, which made

for direct precise handling through the turns.

The bike has a very racy, fi rm feel about it.

The aggressive riding position is perfect for

short commutes, but you’ll feel it on the long

roads. But that’s not what the Vitplien 401 is

about. In fact, that’s not what any of these

bikes are about. Potential buyers won’t buy

a bike like this to take it touring. The smallish

9.5l tank also suggests that. It was perfectly

suited to the urban-styled riding we did on the

day, with the more laid back, slower paced

Cape Town lifestyle lending itself perfectly

to this particular bike, as with its brother the

Svartpilen 401 which I sampled next...


Engine: 373.2cc 1-cylinder 4-stroke

engine, water-cooled

Maximum Power: 44 Bhp

Maximum Torque: 37 Nm

Front brake: Four-piston radial fixed

calliper, 320mm brake disc (ABS)

Rear brake: Single-piston floating calliper,

brake disc

Seat height: 835mm

Wheelbase: 1357mm

Tank capacity: 9.5l (approx)

Dry weight: 148kg

Price: R89,699 inc vat


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: R. Schedl





HUMAN SPIRIT. Embrace this age-old instinct

and re-invent your urban environment in a

progressive new way, upon the Husqvarna


The Svartpilen 401

The Svartpilen 401’s riding position feels a

bit more comfortable with the raised MX

styled bars. The suspension setup is soft and

plush and nowhere near as aggressive as

the Vitpilen 401. This bike lends itself more

to the chilled rider looking to explore the

urban environment with a bit more comfort

and versatility. It’s more prone to jumping

pavements, taking those tight back alleys and

even climbing a few stairs if need be.

It shares the exact same engine as the

Vitplien, so good amounts of torque and

The attention to

detail on both the

Vitpilen and Svartpilen

401’s is simply erotic.

A true representation of

what modern-day retro

should look like.

power are available for the urban commute.

Just like its brother, it’s also kept very simple,

with no electronic aids or confusing settings

to juggle. Just a simple plug-and-play system.

Put the key in, start it up and go explore the

urban jungle in both style and comfort.

Our world is overloaded with too much

of everything, so a bit of simple might just

be what we need and are looking for. The

Vitplien and Svartpilen 401’s simple and

progressive approach is refreshing, and

easy to appreciate when looked at with an

open mind. It opens up a new market in the

motorcycling industry.


Engine: 373.2cc 1-cylinder 4-stroke

engine, water-cooled

Maximum Power: 44 Bhp

Maximum Torque: 37 Nm

Front brake: Four-piston radial fixed

calliper, 320mm brake disc (ABS)

Rear brake: Single-piston floating calliper,

brake disc

Seat height: 835mm

Wheelbase: 1357mm

Tank capacity: 9.5l (approx)

Dry weight: 150kg

Price: R89,699 inc vat

The 701

If you are a rider also looking for that simple,

progressive approach, but with a little added

zing, then Husqvarna has the Vitpilen 701 to

offer you.

We are so familiar with Husqvarnas 701

engine. Last year, our sister publication

Dirt and Trail Magazine was loaned the

Supermoto 701 for a few months and much

hooliganism ensued.



Engine: 692.7cc 1-cylinder, 4-stroke

engine, liquid-cooled

Maximum Power: 75 Bhp

Maximum Torque: 73 Nm

Front brake: Four-piston radial fixed

calliper, 320mm brake disc (ABS)

Rear brake: Single-piston floating calliper,

brake disc

Seat height: 830mm

Wheelbase: 1434mm

Tank capacity: 12l (approx)

Dry weight: 157kg

Price: R139,699 inc vat

The bigger, more sophisticated brother

to the 401’s, the 701 utilizes a 690cc liquid

cooled single-cylinder pushing out a rather

decent 75HP. The torque is what makes this

bike so exciting, with all 73Nm of it available

at 6750rpm, so it packs plenty of punch low

down. Like most single cylinder motors, it

does run out of steam a bit at top rpm, but

the torque is so impressive, and those quick

squirts between traffi c where power is needed

is right there - sharp, quick and responsive.

Driving out of turns is fun, and shifting upand-down

through the gearbox using the

standard quick-shifter and auto-blip is so

effective. It’s not the smoothest I have felt but

still plenty good enough, the rawness adds to

the appeal. Traction control is standard and

helped keep me in check when the right wrist

got too excited. It did hamper the wheelies a

bit, but, you can turn it off and wheelie to your

hearts content.

Braking power and suspension setup is a

bit more refi ned and powerful than the 401’s

as you would expect. The 701 features a very

responsive and sharp Brembo braking system,

while the upgraded WP suspension is fully

adjustable and felt well set up even in stock trim.

The riding position lent itself perfectly to

the short sprint ride from Signal Hill down

to Camps Bay. The chassis is narrow, light

(157kg unfueled) and responsive, with a fun,

aggressive side to it. Bags of thrills through the

undulating curves.


Husqvarna, is (Deservedly) thriving and plenty of

resources and marketing have been thrown at

the new range of bikes. They deliver everything

they promise – immaculate, minimalist designed

street bikes with a fresh perspective on

urban motorcycling. You won’t

fi nd big power fi gures or fancy

electronics with these bikes,

but rather, the bare essence of

what a motorcycle should be like.

The brief was to create

motorcycles with a simple

yet progressive design,

which opens a new

gateway to motorcycle culture

and makes urban motorcycling more

accessible and inviting than ever before.

Machines for progressive, freethinking

riders who appreciate exceptional

design and seek new ways to

experience their urban environment.

Kiska and the entire team behind

the new street range have nailed

the brief.

I did leave the launch with

a few questions. I are keen to

ride the bikes again up in JHB,

where they might have a bit less

power on offer thanks to altitude.

These are something a little bit

unique. Go and ride one - Stand

out from the chaotic crowd.

At R89,699 for the 401’s

and R139,699 these bikes

face some stiff competition in the

market. Nevertheless, I now look back

after a day spent on the bikes with a

smile and wanting more. This means

job well done Husqvarna!

Holeshot Motorcycles in Boksburg

have a demo model Vitpilen 401, so

book your test ride now. They also

now have stock of the new 401 range.






Rob was sent over to Spain to test Michelin’s all-new do-it-all sports

touring tyre - The Michelin Road 5.

The sport touring tyre category

is undoubtably the toughest

segment out there. It’s the most

demanding as tyre manufacturers

have to supply ambitious

customers with a tyre that

provides excellent performance

in a wide spectrum of condition.

Solid grip in both wet and dry

conditions as well as good

mileage, that’s what’s expected.

Since 1996, Michelin have

been at the forefront of this

market, with the fi rst release of

their ever popular Pilot Road

series (now simply known as

Words: Rob Portman

the Road series). It has been

a competitive option for those

requiring performance and

mileage, along with all-weather

capabilities. Michelin’s Pilot Road

series has been their best-selling

tyre in their range for a long time

now, and it’s consistently been

every motorcyclist’s favourite goto

road hoop come rain or shine.

The previous Road 3 and 4 were

the best winter tyres out there

according to many. However,

when it came to summer blasts

and the odd trackday, there were

complaints they’d move around

and slide, which is what you’d

expect from a dedicated road tyre.

Improving on a class-leading

tyre isn’t what you’d call an easy

task. Just like a band’s tricky

second album, Michelin had to

fi nd a way of making their bestselling

tyre even better. Designers

and chemists, not the drug or

pharmacy kind, at Michelin had to

really get creative, and delve into

every bit of tech that is available

today. I think you are going to be

quite surprised at the tech that is

behind Michelin’s latest edition to

their Road series - The Road 5.


For the 5th version of the Road series,

Michelin kept everything customers loved

about the best-selling Pilot Road 4 tyre, but

went to work on enhancing grip, in both

wet and dry conditions. The result is a tyre,

that they say, corners and brakes better in

all road conditions – even with thousands of

kilometres on it! I was sent to Seville in Spain

to find out how they did it and if it worked!

Tyre Tech

Michelin has completely redesigned the Road

5, hoping to ingrain it with greater abilities

than its predecessor. They focussed on three

key features to improve the tyres construction

and design.

ACT (Adaptive Casing Technology): Though

invisible to the eye, the carcass of the Road 5

takes a big step forward from the Pilot Road

4. Michelin’s new ACT technology makes the

body plies across the face of the tyre thin, to

maintain lightness, but adds thicker plies at

the sidewalls for added rigidity, feedback, and

cornering confidence.

New 2CT+ Tyre Compound: Both the front

and the rear tyres in the Road 5 use Michelin’s

2CT dual-compound construction, with a

harder, longer-lasting compound in the center

for higher mileage, and a softer compound in

the center for higher grip when cornering. The

down side of this is that the softer compound

on the sides creates a compromise in rigidity,

so the solution is Michelin’s new 2CT+.

This uses a baselayer of the firmer center

compound across the entire face of the

tread, with a top layer of soft compound

over it on the sides, creating a tyre with great

ridigidy and feedback while keeping a grippy

surface. (The 2CT+ construction is used only

on rear Road 5s; front Road 5’s retain 2CT


New XST Evo Siping on Tread: With less

siping for higher dry grip, Michelin had to

make the existing siping work more efficienly

to evacuate water from the tread. To do this,

they designed their revolutionary new XST

Evo siping, which actually has channels in the

shape of an inverted trapezoid (wider toward

the base of the tread) instead of simple

rectangular channels. That not only helps the

Road 5 shed water faster, it retains this effect

for a longer time – Road 5s actually stop just

as hard on a wet road with over 5000km on

them as brand new Pilot Road 4s! (Check out

the video on our Facebook page)

They used a 3D printer?

Probably the biggest introduction on the

Road 5 is the use of 3D printing - a first in the

tyre manufacturing business. No, not the one

you can buy and use in your house. This is a

bit more involved than that.

Michelin acquired unique expertise in

the design and production of the complex

components used for the moulds that make

the Road 5’s siped tread pattern. (Note: Sipes

are the grooves in the tyres that direct water)

In April 2016, Michelin joined forces

with the world-renowned production tool

engineering specialist Fives to create a new

joint venture, namely AddUp. Based near

Clermont-Ferrand, France, AddUp has

every intention of becoming a key player in

the world of metal additive manufacturing,

a form of 3D printing. Although a common

practice already in the plastics industry, 3D

metal additive manufacturing is a recent but

rapidly expanding activity. Aimed initially at

Thanks to new 3D printing, Michelin are able to create tyre mould with much better grooves (sipes), which

helps with holding the water for better grip in the wet even after high mileage.

The XST+ sipe on a new tyre tread (left) versus on a worn one (right) after 5000km. Without the enlarged inner

section the water would completely fill the sipe on the bottom.

To maintain straight-line stability, Michelin stresses that the tyre’s crown needs to remain supple. By utilizing

a casing with cords that are almost 90°, the Road 5 achieves this softness. However, the sidewalls need

stiffness to combat cornering forces. Michelin achieves this by wrapping the casing around the tyre bead

and back onto itself. Since the casing’s cords are not exactly at 90° to the tyre’s rotation, the cords overlap

themselves at an angle (rather than being parallel to each other) for further rigidity.


AprilFools is over!


for real!




R159 900

R156 500


R189 900




R92 900

R102 900

Exclusive to Honda East Rand Mall customers only. T&C’s apply.


Honda Wing East Rand Mall

Tel 011 826 4444. Cnr Jan Smuts & Loizides Streets, Boksburg

Email: ggani@imperialhonda.co.za Gino: 082 475 7714

Shaun: 072 260 9525 Daleen: 076 516 2038

The Michelin Road 5 looks like a slick when you get to the edge of the tyre – all in the name of improved grip.

Note how the two tread compounds are visible. The all-silica is the lighter colour on the left, while the allcarbon

black is on the right. Very clever!

on just how much better the new Road 5 is at

stopping in the wet over the previous Road 4.

After suiting up, I had a wide range of

bikes to choose from for the mornings road

ride. The latest middleweight and litre sport

touring bikes were on hand, and being a

sports bike nutter, naturally I went with the

fastest, sportiest option available - The

Kawasaki Z1000.

the production of one-off, high-added value

parts, its use is currently enjoying spectacular

growth. This high-precision, fully-digitalised

and therefore highly-flexible process allows

Michelin to produce the complex forms

required to make the moulds for its siped

tyres. The technique also facilitates assembly,

results in weight savings, reduces raw material

wastage and provides limitless personalisation

opportunities. The new Road 5 is the first

motorcycle tyre to benefit from metal additive

manufacturing technology like this.

Time to test the tech

This was the first ever tyre world launch I

had attended, so was keen to see just how

Michelin were going to go about showing us

the true capabilities of the new Road 5. After

the mornings briefing, where we were all told

the hectic days schedule, it was time to suit

up and head out on the 3 workshops, as

they called it. A 200km road ride would be

followed by a wet course workshop, and then

a dry course one. We would then be treated

to an demonstration by Michelin’s test rider

The road ride

Out on the road is where the Road 5 will

spend most of its time, and where the vast

majority of customers will ride. For the 200km

road test we were split into two groups,

and naturally I chose the quicker-paced

one led out by ex-GP500 nutter and legend

Dominique Sarron. Even at the tender age

of 60, he showed most of us how it’s done

out on the road, even on his tatty old BMW

K1300. His pace really had us testing the new

Road 5’s, which quickly demonstrated great

agility and stability.

It didn’t take me long to have full

confidence in the tyres, especially after

seeing what they could do in the hands of

a former racing great. They were perfectly

suited to the inconspicuously fast naked

Z1000. The bikes handling is very much all

at the front, and does feel a bit heavy and

lazy but with the Road’s fitted, and set at

the perfect tyre pressures (recommended

2.5bar front and 2.9bar back cold) the

bikes slight imperfections were disguised.

Flicking it through the gorgeous bends

around Monteblanco was a breeze. Knee

slider scrapping was more common than

not, highlighting the tyres brilliant edge grip

capabilities. Braking hard for corners the front


The grip on offer on the wet

track was really impressive.

felt planted and never gave any indication it

would give up. I tried carrying a bit of front

brake into the bends to see how it felt –

loading the front under braking – and the

steering remained stable. Dabbing the back

brake or trailing in hairpins never created any

moments either.

During the 200km road ride we were faced

with many types of asphault, from gorgeous

newly-laid tar to black stuff from the days of

the Flinstones, and the Road 5’s felt at home

on all of it.

The rain in Spain, kind of.

After the road ride we are treated to a nice

lunch before heading to the 2nd workshop of

the day, the wet course. So, while there was

no rain anywhere in sight, I was keen to see

how this was going to be done.

We were at the Monteblanco circuit, and

would be using a smaller version of the 4.5km

track for the wet riding. Sprinklers were

positioned at certain parts of the shortened

track to help wet the tar.

More grip and better water distribution is

what Michelin aimed at getting out of the new

Road 5. In the briefing before heading out on

track, former Moto3 rider, Aleix Masbou, told

us that we could get as much as 35degrees

of lean angle from the new Road 5 tyre in

wet conditions. A look of surprise, respect

and fear greeted all our faces. Thankfully,

before heading out on track and testing it for

ourselves, another test rider did a few laps to

show us just what needed to be done and

put my mind at ease. We are also told to

grab a handful of front brake, release and flick

through a section highlighted by red cones.

We were given two types of motorcycles to

test for the wet course - Yamaha’s ultra good

MT10 and the lighter, more nimble Triumph

Street Triple 765 RS, which I was really

excited to test for the first time.

I headed out on track on the MT10 first.

Turn one was slightly damp, so wasn’t that

hard to commit. Turns 2, 3 and 4 were

drenched so caution was the order of the day.

We were only given 3 laps on each machine,

and after only 1 felt really confidant in the

tyre capabilities in the wet. No movement

upright or leant over, the Road 5’s felt solid

and stable. Jumping on the front brake hard

and flicking not through the cones for the first

time in anger was a lot easier than I thought,

again showing off the new tyres strengths and

proving that Michelin had indeed done their


Not wanting to waste anymore time, I

quickly jumped on the new Triumph 765

RS, eager to experience the new machine,

and especially the new engine that will be

used in the 2019 and beyond Moto2 world



The lighter, less-powered bike was loads

more fun on the wet track. Even though I

was held back a bit by the track conditions,

and couldn’t test the bike to its full potential,

I could feel that the new Street Triple was a

gem of a motorcycle. Everything about the

bike was addictive - from the sound to the

ergonomics. Throttle response was direct and

very user-friendly, while the power and torque

from the new motor was addictive. Overall the

bike felt seductive, even in the wet conditions.

Can’t wait to get one to test properly here in

SA. (Read all about new Triumph SA in our

news section if you haven’t already)

On the tyre, massively impressed. To just

go out, on a new track, on a wet surface,

on bikes with plenty of power and feel so

comfortable is a testament to how good the

new Road 5’s really are.

Dry Track workshop

Finally, the part of the test I was most looking

forward too. 3-laps around a dry shortened

version of the Montebalknco circuit, that would

really test the new tyres handling attributes.

Now, Michelin did express that this is not a

track tyre, but rather a tyre that can be used

on track to a certain extent. At some point,

most road riders do want to experience track

riding. What they don’t want to do is go and

fork out more hard earned money on more

expensive track-focussed tyres, that won’t

offer the same kind of grip in mixed road

conditions or good longevity. They don’t

need a tyre that experienced track day riders

or racers need, but rather a tyre with ample

amounts of grip to get them around the track.

Road 5’s were fitted to the sporty BMW

S1000XR and Ducati Supersport S machines.

Just like the tyre, these are machines not

perfectly suited to the track, but ones that can

adapt and be used to a certain degree.

I headed out on the Ducati first, for my

3 allocated laps. I had attended the world

launch of the Ducati Supersport at this very

same circuit last year, so knew just how good

it felt on more track-focussed rubber. We

didn’t use the same full circuit, but rather a

shortened version with much tighter turns to

really put the Road 5’s to the test.

I was surprised at how quick the tyre

heated up. No tyre warmers were used, so I

did take it easy the first couple of turns. The

tyre didn’t heat up anywhere near as fast as

more track inspired ones, and did feel much

harder as expected.

Once confidant I had enough heat in the

tyre I started to push. Under hard braking,

and in corner entry and exit, the tyres felt solid

but did have a bit of movement. I expected

this from a more road-focussed tyre. While

knee scrapping lean angel was still easy to

get, the feeling wasn’t as inspiring as on a full

track tyre. Again, this was expected.

The same went for my time on the

more powerful, heavier S1000XR. The tyre

handled the track just fine but one can’t

expect the same kind of feel or results as

on a more track-inspired set of rubber. But

for the everyday rider, with little to no track

experience, the new Road 5’s will be just fine.

The wet braking test

The final part of our day was to watch

Michelin’s test rider, Mr Dean Baudart, show

off the true capabilities of the new Road 5’s

stopping power on a wet surface. He would

highlight just how much better the Road 5 is

over the Road 4, taking a 5000km old set and

putting it up against a new set of Road 4’s.

The demonstration was truly epic. Dean,

onboard a Suzuki GSX-S1000 kitted with

ABS, would get up to a speed of 90kph

before hitting the front brakes as hard as

possible on the wet strip. After 3 runs on

each, the result was in the favor of the

new Road 5’s, which stopped a best of

2-metres sooner than the new Road 4’s. Very

impressive indeed.


If you ride a sport, sport touring, or standard

motorcycle and commute or do touring

riding that will take you in varied conditions,

the Michelin Road 5 is going to be an

excellent option for you – and if wet weather

performance is high on your list, this would

be a very high up recommendation from us.

Dry riding may be relative to its precursor but

the wet handling capabilities, coupled with

the Road 5 XST Evo technology, make the

Michelin Road 5 an enticing offer for those

who spend a lot of time on two wheels. I am,

they use 3D printing for goodness sakes!!!

The new Road 5’s are set to be available

soon and will retail for around R3800ex a set.

For more info and availability, visit or contact

your nearest dealer.

Below the Michelin test rider illustrates how much

stopping power is available in the wet with the Road 5.

Notice the back wheel off the ground.

It was incredible to watch.



2013 Yellow Busa

Pipe, screen, levers, 30 000km.

R150 000

2014 GSXR1000. 25000kim

Yoshi pipe, double bubble screen

R135 000

2016 Suzuki DL1000

2014 Yamaha Tenere 660



R125 000

R95 000




Demo 2017 Suzuki GSXR750

1800km. Immaculate

R148 000

Suzuki GSXR1000 2007

25 000km pipe screen, levers,

Rizzla paint job R69 999

2003 Suzuki GSXR1000

25 000km. Screen, pipe, levers

R58 000




011 975 5545 | 011 975 5405 EMAIL: KCRCYCLE@MWEB.CO.ZA




MON - FRI 08:00 - 17:30 SATURDAY: 08:00 - 13:00 E & OE

RF Garage


Batteries and charging

Motorcycles are more likely than other vehicles to be stored in the wintertime and because of that they

need a trickle charger for motorcycles to keep the battery in good shape while they are stored. The

new models of trickle charger for motorcycles are actually smart battery maintainers with built-in

microprocessors, that not only charge and maintain your motorcycle’s battery, but also condition it,

increasing its performance and extending its life.

If you’re reading this article, your bike

ain’t starting, and you can’t take a

ride for at least a few hours and that

makes me sad for you. Hopefully, we

can get you up and running quickly, though.

Charging a motorcycle battery is not hard, but

there are some things you can do to make sure

you are successful. Let’s get to work!

Step 1. Temper your expectations

Small batteries, like the one in your motorcycle,

do not take kindly to being discharged. They really

don’t like being discharged and left that way for a

period of time. Sometimes batteries can be brought

back from the dead, but even when salvageable,

permanent and irreparable damage has been

done by both the discharge and subsequent rapid

charging you’re probably going to attempt. Expect

to buy a new battery, and if yours can be saved,

think of it as serendipity

Step 2. Figure out what kind of battery you have

Lead acid, absorbed glass mat (AGM), and gel

batteries can all be charged in the conventional way.

Lithium-based batteries (lith ion, lith-iron, lithium

phosphate, etc.) need special chargers depending

on manufacturer, which brings us to the next step.

Step 3. Figure out what kind of charger you


There are a few types of battery chargers. The

simplest type is a trickle charger, which converts

the AC power coming out of your wall to DC, and

blindly pumps it into your battery until it is turned off.

Note that this type of charger must be monitored

throughout the charging process. That phrase has

gone out of vogue somewhat, so you may also see

these referred to as “fully manual” chargers.

“Float chargers” are the next type of charger.

Modern float chargers get a battery charged and

then switch on and off automatically to keep the

battery’s charge rate at the optimal charge level. (If

you don’t have and use one of these, it’s probably

a big part of why your battery is dead). A Pro User

Charger is far cheaper than a new battery in most

cases. Just saying.

On the left is a float charger, which has a circuit

that monitors the battery’s state of charge. You

may hear a standard charger referred to also as

a “dumb” charger, because they don’t include an

automatic desulfation mode. In spite of the “dumb”

name, they are wonderful chargers for most battery

construction types. On the right is my ancient old

trickle charger. Rather than relying on circuitry, the

fail-safe here, is the watchful eye of the user. Each

type has their place (though the trickle charger

isn’t necessary if you have — and use — a float


The final type of charger is a smart charger, which

monitors the battery’s charge progress. Normally,

it will charge at different rates in order to minimize

the damage done to the battery. Often these have

what’s known as a “desulfation” mode, which is

usually used to knock sulfur off the lead plates

inside the battery. It usually does this with varying

voltages and electrical “pulses.” Many times

those smart chargers cannot be used with lithium

batteries. The problem is that chemically, lithium

batteries are different from their lead counterparts,

and most have an on-board management system

that cannot cope with the pulsing. Look to your

battery manufacturer for guidance with this style

battery, as not all brands can be treated the same.

Chargers generally have a few different lead styles.

Some are for permanent attachment to a bike, like

the lead on the left. I use one of these on each of

my motorcycles, but I also keep a few of the clipstyle

leads handy for charging batteries off of the

motorcycle. It’s also helpful for friends who need to

borrow a charger

All of these chargers are available in varying

degrees of charging amperages. Charging

at a higher amperage is faster, but more

stressful for the battery and ultimately bad

for its future longevity.

Also note that many types of chargers

have circuitry built in to keep the

charger from applying current to an

object that is not a battery, so if a

battery is really low on juice, a float or

smart charger may not charge the battery.

In these instances, it can help to begin a

charge with a standard “dumb” charger until the

battery voltage is high enough for a float charger to

“see” the battery voltage. Note that two chargers

should never be connected at the same time. While

most people are best served by a float charger to

prevent something from happening to a battery

beforehand, trickle chargers still have a place in the

motorcycle world.

Step 4. Remove the battery

It’s a pain to pull a battery out of a bike. You’ll see

plenty of people hook up a battery charger with the

battery in the bike, but I caution against it for a few


First, by removing the battery, you isolate your

electrical system. A bad battery is a minor problem.

A blown fuse, melted wiring harness, or fried ECU is

not. One good electrical spike is all it takes to make

that a reality. If the battery is out of the bike, it’s

unaffected by blips on the electrical grid.

Get that battery out to charge it! Though not

absolutely necessary, it’s a good precaution when

putting a charge to a battery that might be dead.

Removing the battery is also a good idea because

the temperature of a battery changes when being

charged. A chemical reaction occurs inside the

battery, and that reaction is exothermic — it gives

off heat! The solution inside a battery can even boil


Brought to you by

and melt battery cases in extreme circumstances.

The acid that bubbles out will wreak havoc on

paint, metal, and rubber — nearly anything on a

motorcycle can be damaged badly by sulfuric acid.

If the battery is out of the bike and contained in a

tray, your bike will stay nice even if the battery totally

melts down during the charge process.

If you are considering that fl oat charger we talked

about earlier, that’s a different situation. The amount

of electricity required to maintain a battery is much

lower than the amount required to charge it when it’s

kaput. In these instances, using the charging lead

for your fl oat charger while it’s in the bike is perfectly

fi ne.

If your bike is in the garage, take it outside or

ventilate your work area. Charging a battery gives

off hydrogen gas, which is super-fl ammable.

Overcharging, should it happen, will produce

hydrogen sulphide, which is super-bad-for-you.

Next, attach the charger to the terminals. The order

is unimportant. Triple-check that they are hooked

up correctly! Some new chargers can “tell” when it’s

been attached incorrectly, but a good many cannot.

If you plug the charger in with it hooked up to the

incorrect terminals, you are going to break things.

Make sure the charger leads are fi rmly attached to

the battery. If the electricity can “arc” between the

terminal and a fl opping lead, the arcs can damage

the terminal and the leads. (They’ll look like they

have welding spatter on them.)

We like this charger because it’s constantly

displaying the battery’s state of health, and if things

start to go south, you fi nd out about it when your

bike is asleep in the garage, not 100 Kays from


Once you’re sure it’s attached correctly, plug in

the charger. If you are using a dumb charger, hang

out and watch that baby, and test it every so often

as it’s charging. (Unhook the charger to test it

correctly.) If you are using a smart or fl oat charger,

just let it do it’s thing for a few hours.

If it’s still “bad,” don’t be tempted to pop-start the

bike and run it. That worked fi ne 40 years ago,

but modern bikes have fuel pumps, injectors,

computers, sensors… all sorts of delicate

electrical equipment. Trying to run them with a

bad battery puts them at risk of damage, beats

up your charging system, and puts you at risk of a

breakdown who-knows-where. And if you thought

a new battery was pricy, see what your mechanic

charges to replace your stator and voltage rectifi er.

Step 5. Install the battery

Once your charger says you’re good to go, unplug

the charger. Reinstall the battery and secure the

hold-downs. Then attach the positive cable, and

after that, the negative. (Remember, the order is


Step 7. Find out what went wrong

If your bike just sat in the shed for the winter, the

charging system is probably fi ne. Same deal if you

had a seven-year-old battery in your bike. But if you

have a fairly fresh battery and you were riding your

bike and that battery just up and died, you may

have a charging system problem or a parasitic draw.

Fix the root cause, not just the symptom.

Removing a battery is a fairly simple process on

a motorcycle, but it can vary wildly from bike to

bike. Having a little knowledge can help you better

understand the process before you begin.

First step before you even attempt to remove your

battery is to read the manual (RTFM).

The most important tool in your toolbox lives

between your ears. People have this idea that good

mechanics “don’t need” to use a book. This is a

silly idea. Sure, there are times when a job is familiar

enough that a book is not needed, but those times

are never the fi rst time. Buy a factory service manual

and read it. An aftermarket manual is a great

supplement to a factory manual, but the factory

manual always offers the fi nal word.



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 4

of knowing your rights when buying or selling a motorcycle..

In our previous columns we’ve spent

considerable time focusing on the what to

look out for when buying privately as you

as you have little or no recourse should

something go wrong. I have had many

requests to highlight what customers rights

are that have purchased from a dealer. We’re

all aware of the Consumer Protection Act

and it has been put in place to protect you,

the customer and the dealer. Unfortunately,

it would appear that there will always be

dealers just trying to make a quick buck

operating with no ethos and on the other

side you always get customers trying to take

advantage of dealers.

Here are some important points to

consider if you are a customer or a dealer:

1. If you have paid for a motorcycle but have

not taken delivery i.e. ridden it away or loaded

it on a trailer, the dealer must refund you if you

change your mind. You might, however be

liable for some preparation costs.

2. According to Section 56 (2) of the

Consumer Protection Act (CPA), the

consumer has the right to return a motorcycle

to a dealer within a 6-month period under

certain conditions. However, the CPA only

applies to suppliers who sell motorcycles

during their ordinary course of business and

not to private sales between individuals.

3. If the customer can prove that the

motorcycle sold to him was not fi t for the

purpose which he/she bought it, the buyer

does have a leg to stand on – but the buyer

also must provide the evidence. Section 55(2)

(b) of the CPA provides that the consumer

has a right to receive goods that are of good

quality, in good working order and free from

any defects. However: This section is not

applicable to a transaction if the consumer

expressly agreed to accept the goods in that

condition and knowingly acted in a manner

consistent with accepting the goods in

that condition (please see the note below

regarding a recent ruling by the ombudsman).

4. A recent ruling by the Motor Industry

Ombudsman set the way forward for dealers

selling motorcycles as salvage to avoid

offering any form of warranty. If the bike is

ridden away and roadworthy, the dealer will

have to treat the transaction as a normal

deal – even if the customer signs the offer to

purchase as ‘salvage’ (warning to dealers).

5. The CPA says that if a customer has

bought a motorcycle on impulse, he can

return it, no strings attached. This cooling-off

period does have clear-cut parameters: it

lasts for fi ve business days and can only be

invoked if the buyer has bought a motorcycle

because of direct marketing concerning that

same product from a supplier. For example,

the customer would have received an email,

SMS or other direct marketing material from

the supplier for that specifi c deal, before he is

eligible for the cooling-off period.”

6. Consumers can also return goods to the

supplier for a full refund in circumstances when

the goods are not of the quality perceived by

the customer in the agreement. But consumers

may still be liable for charges of using the

motorcycle during this period, such as adding

to the mileage of the motorcycle or affecting

its condition. Sellers may impose a reasonable

charge for the consumption or depletion of

goods or any costs required for the restoration

of the goods if they have been used.”

7. The old principle of buying a motorcycle

voetstoots no longer applies. False,

misleading or deceptive representations

are also not allowed, and suppliers need to

be wary of making false representations or

failing to disclose a material fact regarding

the condition of pre-owned motorcycles

to a consumer. Consumers have the right

to cancel the sale should they feel they

have been deceived, and to cancel a sale if

obligations with respect to delivery of goods

and supply of services are not met.

8. The Act makes it an implied condition that

every transaction will take place according

to what was agreed between the consumer

and supplier, for example the delivery of a

motorcycle at an agreed time, date and place.

If a consumer has agreed with a dealer that

certain items on a pre-owned motorcycle will

be repaired and functional upon delivery, then

the dealer is under obligation to comply or his

sale may very well be cancelled.

Anyone that might have tried to deal with

the CPA will know that they are fl ooded with

cases and are often slow to respond. There

are many ways to interpret the CPA and

you are welcome to contact us for specifi c

advice (dealers and customers). Our advice

is that it matters more where you buy, than

what you buy. If something goes wrong with

your motorcycle you want to be dealing with

the right dealer. If you fi nd yourself unable

to resolve a situation, refer the matter to the

MIOSA who is very effi cient, effective and fair

to both dealers and customers.

If you would like more advise please feel free

to contact Craig on Tel: (011) 465 4591.







Recommended retail price shown / Only models available in SA shown

Aprilia RSV4 RR

Price: R259 999

Max Power: 201 hp at 13.000 rpm

Max Torque: 115 Nm at 10.500 rpm

Weight (wet): 195kg

Key features: Full electronics, quickshift,

Brembo brakes

Our test rating: 8/10

Ducati 1299 R Panigale

Price: R650 000

Max Power: 209 hp at 11.000 rpm

Max Torque: 142 Nm at 9.000 rpm

Weight (dry): 168kg

Key features: Ohlins suspension,

quickshift & auto-blip, fi nal V-Twin

Our test rating: 9/10

Kawasaki ZX10R

Price: R205 995

Max Power: 200 hp at 10.000 rpm

Max Torque: 113 Nm at 11.500 rpm

Weight (wet): 204kg (206 ABS)

Key features: Balance Free Forks, full

electronics, quickshift

Our test rating: 7/10

MV Agusta F3 675 RC

Price: R329 999

Max Power: 128 hp at 14.500 rpm

Max Torque: 71 Nm at 10.900 rpm

Weight (wet): 188kg

Key features: Full electronics, Brembo

brakes, quickshift, SC Project pipe

Our test rating: 8/10

Aprilia RSV4 RF

Price: R299 999

Max Power: 201 hp at 13.000 rpm

Max Torque: 115 Nm at 10.500 rpm

Weight (wet): 195kg

Key features: Ohlins electronic

suspension, quickshift, full electronics

Our test rating: 9/10

Ducati 959 Panigale / Corse

Price: Starting from R204 000

Max Power: 157 hp at 10.500 rpm

Max Torque: 107.4 Nm at 9.000 rpm

Weight (wet): 200kg

Key features: Full electronics, Brembo

brakes, quickshift & auto-blip (S model)

Our test rating: 8/10

Kawasaki H2

Price: R349 995

Max Power: 200 hp at 11.000 rpm

Max Torque: 133.5 Nm at 10.500 rpm

Weight (wet): 238kg

Key features: Super-charged engine,

Brembo brakes, full electronics, quickshift

Our test rating: 9/10

Suzuki GSXR1000

Price: R239 950

Max Power: 199 hp at 13.200 rpm

Max Torque: 118.0 Nm at 10.800 rpm

Weight (wet): 203kg

Key features: Full electronics, Brembo

brakes, Showa suspension

Our test rating: 9/10


Price: R243 990

Max Power: 200 hp at 13.500 rpm

Max Torque: 113 Nm at 10.500 rpm

Weight (wet): 204kg

Key features: Quickshift & auto-blip, full

electornics, cruise control, heated grips

Our test rating: 8/10

Honda CBR1000RR

Price: R240 000

Max Power: 189 hp at 13.000 rpm

Max Torque: 116 Nm at 11.000 rpm

Weight (wet): 200kg

Key features: Full electronics, Brembo


Our test rating: 8/10

Kawasaki ZX6R & ZX636

Price: R135 995 - R155 995

Max Power: 128 hp at 14.000 rpm

Max Torque: 66.7 Nm at 11.800 rpm

Weight (wet): 192kg

Key features: ABS brakes, Nissin brakes

Our test rating: 7/10

Suzuki GSXR1000 R

Price: R275 000

Max Power: 199 hp at 13.200 rpm

Max Torque: 118.0 Nm at 10.800 rpm

Weight (wet): 203kg

Key features: Balance Free Foks, full

electronics, quickshift & auto-blip

Our test rating: 9/10

Ducati Panigale V4 Speciale

Price: R650 000

Max Power: 226 hp at 13.750 rpm

Max Torque: 133.6 Nm at 11.000 rpm

Weight (dry): 174kg

Key features: That V4 motor, Ohlins

suspension, Brembo, full electronics

Our test rating: 10/10

Ducati Panigale V4 / V4S

Price: R280 000 / R349 000

Max Power: 214 hp at 13.000 rpm

Max Torque: 124 Nm at 10.000 rpm

Weight (dry: 174kg

Key features: That V4 motor, top knotch

suspension, Brembo, full electronics

Our test rating: 10/10

Honda CBR1000RR SP

Kawasaki ZX10RR

Price: R300 000

Price: R239 995

Max Power: 189 hp at 13.000 rpm Max Power: 200 hp at 13.000 rpm

Max Torque: 116 Nm at 11.000 rpm Max Torque: 113 Nm at 11.500 rpm

Weight (wet): 200kg

Weight (wet): 206kg

Key features: Ohlins electronic suspension, Key features: Marchesini wheels, full

quickshift & auto-blip, full electronics electronics, quickshift & auto-blip

Our test rating: 9/10

Our test rating: 9/10

Kawasaki ZX14R (Ohlins/Brembo)

Price: R225 995

Max Power: 200 hp at 10.000 rpm

Max Torque: 158 Nm at 7.500 rpm

Weight (wet): 269kg

Key features: Brembo brakes, Ohilns


Our test rating: 7/10

Suzuki GSX1300R Hayabusa

Price: R194 400

Max Power: 195.7 hp at 9.800 rpm

Max Torque: 154 Nm at 10.200 rpm

Weight (wet): 266kg

Key features: Brembo brakes

Our test rating: 7/10

MV Agusta F3 800 RC

Price: R359 999

Max Power: 148 hp at 13.000 rpm

Max Torque: 88 Nm at 10.600 rpm

Weight (wet): 188kg

Key features: Full electronics, Brembo

brakes, SC Projects pipe

Our test rating: 8/10

Suzuki GSXR750

Price: R154 800

Max Power: 148 hp at 13.200 rpm

Max Torque: 86.2 Nm at 11.200 rpm

Weight (wet): 190kg

Key features: Brembo brakes, riding

modes, Showa Big Piston Forks

Our test rating: 8/10

Pictures shown may differ from actual model. Specs are claimed by manufacturer and not tested. Prices as of April 2017. Prices may change so please contact local dealer.

Yamaha R1

Price: R254 950

Max Power: 200 hp at 13.500 rpm

Max Torque: 112.4 Nm at 11.500 rpm

Weight (wet): 199kg

Key features: Full electronics, Brembo

brakes, quickshift

Our test rating: 9/10

Yamaha R6

Price: R189 950

Max Power: 118 hp at 14.500 rpm

Max Torque: 61.7 Nm at 10.500 rpm

Weight (wet): 190kg

Key features: Selectable Drive Mode,

traction control, Nissin brakes

Our test rating: 9/10




Recommended retail price shown

/ Only models available in SA shown

Aprilia Tuono V4 1100 R

Price: R229 900

Max Power: 175 hp at 11.000 rpm

Max Torque: 121 Nm at 9.000 rpm

Weight (wet): 200kg

Key features: Full electronics, quickshift,

Brembo brakes

Our test rating: 9/10

Ducati Monster 797

Price: From R131 000

Max Power: 75 hp at 8.250 rpm

Max Torque: 68.9 Nm at 5.750 rpm

Weight (wet): 193kg

Key features: Brembo brakes

Our test rating: Not tested yet

Kawasaki Z650 ABS

Price: R115 995

Max Power: 68 hp at 8.000 rpm

Max Torque: 65.7 Nm at 6.500 rpm

Weight (wet): 184kg

Key features: ABS, awesome motor,

great handling

Our test rating: 7/10

Suzuki GSX-S 1000

Price: R151 399

Max Power: 145 hp at 13.200 rpm

Max Torque: 106 Nm at 11.200 rpm

Weight (wet): 209kg

Key features: Brembo/Nissin brakes,

ABS, traction control

Our test rating: 7/10

Aprilia Tuono V4 1100 R Factory

Price: R249 900

Max Power: 175 hp at 11.000 rpm

Max Torque: 121 Nm at 9.000 rpm

Weight (wet): 200kg

Key features: Full electronics, quickshift,

Brembo brakes, Ohlins suspension

Our test rating: 9/10

Ducati Monster 821

Price: From R160 000

Max Power: 112 hp at 9.250 rpm

Max Torque: 89.4 Nm at 7.750 rpm

Weight (wet): 205.5kg

Key features: Brembo brakes

Our test rating: Not tested yet

KTM 1290 Super Duke R (2017)

Price: R212 999

Max Power: 177 hp at 9.750 rpm

Max Torque: 141 Nm at 7.000 rpm

Weight (wet): 205kg

Key features: Brembo brakes,

updated electronics, more power

Our test rating: 9/10

Triumph Speed Triple RS

Price: TBA

Max Power: 148 hp at 10.500 rpm

Max Torque: 117 Nm at 7.150 rpm

Weight (dry): 192kg

Key features: Ohilns front & rear,

Brembo brakes, traction control

Our test rating: Not tested yet

BMW S1000R

Price: R203 990

Max Power: 165 hp at 11.000 rpm

Max Torque: 114 Nm at 9.250 rpm

Weight (wet): 205kg

Key features: Quickshift & auto-blip, full

electornics, cruise control, heated grips

Our test rating: 9/10

Kawasaki Z1000

Price: R135 995

Max Power: 142 hp at 10.000 rpm

Max Torque: 111 Nm at 7.300 rpm

Weight (wet): 220kg

Key features: Great price, ABS, awesome

motor, great handling

Our test rating: 8/10

KTM 790 Duke

Price: TBC

Max Power: 105 hp at 9.000 rpm

Max Torque: 86 Nm at 8.000 rpm

Weight (wet): 189kg

Key features: Brembo brakes, updated

electronics and styling

Our test rating: Not tested yet

Triumph Street Triple 765 RS

Price: TBA

Max Power: 121 hp at 11.700 rpm

Max Torque: 77 Nm at 10.800 rpm

Weight (dry): 166kg

Key features: New 765 triple motor,

Ohlins rear, full electronics

Our test rating: Not tested yet

Ducati Monster 1200 & 1200 S

Price: R191 000 - R224 000

Max Power: 150 hp at 9.250 rpm

Max Torque: 126.2 Nm at 7.750 rpm

Weight (wet): 187kg - 185kg (S model)

Key features: Brembo brakes, great

electronics, seductive motor

Our test rating: 8/10

Kawasaki Z900

Price: R139 995

Max Power: 125 hp at 9.500 rpm

Max Torque: 98.6 Nm at 7.700 rpm

Weight (wet): 210kg

Key features: Great price, ABS, awesome

motor, great handling

Our test rating: 8/10

KTM 390 Duke

Price: R68 999

Max Power: 43 hp at 9.000 rpm

Max Torque: 37 Nm at 7.000 rpm

Weight (wet): 165kg

Key features: Slipper clutch, Split LED

headlamp, ride-by-wire throttle

Our test rating: 8/10

Yamaha MT-10

Price: R199 900

Max Power: 160 hp at 11.500 rpm

Max Torque: 110 Nm at 9.000 rpm

Weight (wet): 210kg

Key features: Traction control, ABS,

slip-assist, quick-shifter

Our test rating: 8/10

Ducati Monster 1200 R

Price: From R250 000

Max Power: 160 hp at 9.250 rpm

Max Torque: 131.4 Nm at 7.750 rpm

Weight (wet): 180kg

Key features: Brembo brakes, Ohlins

suspension, electronics, that motor!

Our test rating: 9/10

Kawasaki Z800 (2016)

Price: R123 995 (R126 996 ABS)

Max Power: 113 hp at 10.200 rpm

Max Torque: 95 Nm at 9.500 rpm

Weight (wet): 229kg

Key features: Great price, ABS, awesome

motor, great handling

Our test rating: 8/10

KTM 125 Duke

Price: R52 999

Max Power: 15 hp at 9.500 rpm

Max Torque: 11.8 Nm at 78000 rpm

Weight (wet): 153kg

Key features: New frame and WP

suspension, New LED headlamp

Our test rating: 7/10

Yamaha MT-09

Price: R137 950

Max Power: 115 hp at 10.000 rpm

Max Torque: 86 Nm at 8.500 rpm

Weight (wet): 193kg

Key features: Traction control, ABS,

slip-assist, quick-shifter

Our test rating: 8/10

Pictures shown may differ from actual model. Specs are claimed by manufacturer and not tested. Prices as of April 2017. Prices may change so please contact local dealer.



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Recommended retail price shown / Only models available in SA shown

Aprilia RS4 125 FDK Replica

Price: R84 999

Max Power: 15 hp at 10.500 rpm

Max Torque: 11 Nm at 8.250 rpm

Weight (wet): 120kg

Key features: Nimble handling, brilliant

chassis and motor, easy on the eyes

Our test rating: 8/10

Ducati Hypermotard 939

Price: From R164 000

Max Power: 113 hp at 9.500 rpm

Max Torque: 98 Nm at 7.500 rpm

Weight (wet): 204kg

Key features: Oh that engine!

Ride-by-wire and good looks!

Our test rating: 8/10

Kawasaki Ninja 650

Price: R119 995

Max Power: 67 hp at 8.000 rpm

Max Torque: 66 Nm at 6.500 rpm

Weight (wet): 193kg

Key features: Awesome styling,

dual ABS, well priced

Our test rating: 8/10

Yamaha R3

Price: R64 950

Max Power: 41 hp at 10.750 rpm

Max Torque: 27 Nm at 9.000 rpm

Weight (wet): 169kg

Key features: Very racy, awesome

styling, Rossi colours... oh yes!

Our test rating: 7/10


Price: R195 990

Max Power: 125 hp at 7.750 rpm

Max Torque: 125 Nm at 6.500 rpm

Weight (wet): 236kg

Key features: Comfortable everyday

ride, so easy to enjoy

Our test rating: 8/10

Ducati Hypermotard 939 SP

Price: R198 000

Max Power: 113 hp at 9.500 rpm

Max Torque: 98 Nm at 7.500 rpm

Weight (wet): 204kg

Key features: Ohlins suspension,

Brembo brakes, just take my money!

Our test rating: 9/10

Kawasaki Ninja 300

Price: R69 995

Max Power: 67 hp at 8.000 rpm

Max Torque: 27 Nm at 10.000 rpm

Weight (wet): 174kg

Key features: Awesome styling,

ABS, very racy

Our test rating: 8/10

Yamaha Tracer

Price: R139 950 / R125 000 (2016)

Max Power: 115 hp at 10.000 rpm

Max Torque: 87 Nm at 8.900 rpm

Weight (wet): 210kg

Key features: Comfort, that seductive

3-cyclinder motor

Our test rating: 8/10

BMW R1200R

Price: R196 990

Max Power: 125 hp at 7.750 rpm

Max Torque: 125 Nm at 6.500 rpm

Weight (wet): 232kg

Key features: Quickshift & auto-blip,

sweet boxer engine

Our test rating: 8/10

Ducati Supersport

Price: From R177 000

Max Power: 113 hp at 9.500 rpm

Max Torque: 97 Nm at 6.500 rpm

Weight (wet): 210kg

Key features: Gorgeous styling, great

electronics, we want one!

Our test rating: 8/10

Suzuki GSX-S1000F

Price: R163 900

Max Power: 150 hp at 10.000 rpm

Max Torque: 108.0 Nm at 9.500 rpm

Weight (wet): 215kg

Key features: Traction control, powerful

Gixer motor, aggressive styling

Our test rating: 8/10


Price: R283 990 / R285 990 (GTL)

Max Power: 160 hp at 7.750 rpm

Max Torque: 175 Nm at 5.520 rpm

Weight (wet): 334kg / 360kg

Key features: The ultimate road touring


Our test rating: 8/10


Price: R137 990

Max Power: 90 hp at 8.000 rpm

Max Torque: 86 Nm at 5.800 rpm

Weight (wet): 202kg

Key features: Ride-by-wire, riding

modes, easy to enjoy

Our test rating: 8/10

Ducati Supersport S

Price: From R197 000

Max Power: 113 hp at 9.500 rpm

Max Torque: 97 Nm at 6.500 rpm

Weight (wet): 210kg

Key features: Gorgeous styling, Ohlins

suspension, we want one!

Our test rating: 9/10

Suzuki GSXR250

Price: R68 900 / R69 200 (MotoGP colours)

Max Power: 25 hp at 8.000 rpm

Max Torque: 23 Nm at 6.500 rpm

Weight (wet): 178kg

Key features: Stunning colours,

awesome styling & enjoyable to ride

Our test rating: 8/10


Price: R226 990

Max Power: 125 hp at 7.750 rpm

Max Torque: 125 Nm at 6.500 rpm

Weight (wet): 276kg

Key features: Great perfromance with

excellent fuel consumption

Our test rating: 8/10


Price: R62 990

Max Power: 34 hp at 7.500 rpm

Max Torque: 28 Nm at 7.500 rpm

Weight (wet): 158kg

Key features: Brilliant build quality,

so easy to enjoy, that price!

Our test rating: 8/10

Honda NC750X & NC750XD

Price: R109 000 (R117 699 DCT model)

Max Power: 55 hp at 6.250 rpm

Max Torque: 68 Nm at 4.750 rpm

Weight (wet): 221kg

Key features: Perfect everyday ride,

excellent fuel consumption

Our test rating: 7/10

Suzuki GSX150F

Price: R30 750

Max Power: 19 hp at 10.500 rpm

Max Torque: 14 Nm at 9.000 rpm

Weight (wet): 131kg

Key features: Great build quality, easy on

the eye, perfect fi rst bike for youngster!

Our test rating: 7/10


Price: R232 990

Max Power: 160 hp at 11.000 rpm

Max Torque: 112 Nm at 9.250 rpm

Weight (wet): 228kg

Key features: One of the best all-round

motorcycles on the market

Our test rating: 9/10

Pictures shown may differ from actual model. Specs are claimed by manufacturer and not tested. Prices as of April 2017. Prices may change so please contact local dealer.

Kawasaki Ninja H2 SX / SE

Price: R259 995 / R299 995 (SE)

Max Power: 200 hp at 11.000 rpm

Max Torque: 137 Nm at 9.500 rpm

Weight (wet): 256kg

Key features: Supercharged touring, top

grade electronics

Our test rating: 8/10

Kawasaki Z1000SX

Price: R155 995

Max Power: 142 hp at 10.000 rpm

Max Torque: 111 Nm at 7.300 rpm

Weight (wet): 235kg

Key features: Superbike performance,

comfortable, amazing price

Our test rating: 9/10

Kawasaki Ninja 400

Price: R75 995

Max Power: 45 hp at 10.000 rpm

Max Torque: 38 Nm at 8.000 rpm

Weight (wet): 168kg

Key features: Everyday sporty


Our test rating: 8/10

KTM 1290 SuperDuke GT

Price: R229 999

Max Power: 170 hp

Max Torque: 144 Nm

Weight (wet): 228kg

Key features: So much power, great

styling, good electronics

Our test rating: 8/10

KTM RC390 & RC125

Price: R70 999 / R55 999

Max Power: 43 hp / 15hp

Max Torque: 37 Nm / 11.8

Weight (wet): 165kg / 153kg

Key features: Slipper clutch, racy look

and feel, ride-by-wire throttle

Our test rating: 8/10


Recommended retail price shown

/ Only models available in SA shown

BMW R1200GS Adventure

Price: R249 990

Max Power: 125 hp at 7.750 rpm

Max Torque: 125 Nm at 6.500 rpm

Weight (wet): 263kg

Key features: Brilliant electonics,

great motor, ultra comfy

Our test rating: 8/10


Price: TBA

Max Power: 33 hp at 9.500 rpm

Max Torque: 28 Nm at 7.500 rpm

Weight (wet): 169kg

Key features: Begginer adventure, a ride

for the masses, loads of fun

Our test rating: Not tested yet

Honda Africa Twin

Price: From R186 500 / R208 500 (DCT)

Max Power: 87 hp at 7.500 rpm

Max Torque: 92 Nm at 6.000 rpm

Weight (wet): 245kg

Key features: Amazing adventure,

easy to enjoy

Our test rating: 8/10

KTM 1290 SuperAdventure T

Price: R237 999

Max Power: 160 hp

Max Torque: 140 Nm

Weight (wet): 249kg

Key features: Soooo much power,

comfortable, superb electronics

Our test rating: 9/10


Price: R225 990

Max Power: 125 hp at 7.750 rpm

Max Torque: 125 Nm at 6.500 rpm

Weight (wet): 244kg

Key features: Brilliant electonics,

great motor, ultra comfy

Our test rating: 8/10

Ducati Multistrada Enduro 1200

Price: From R252 000

Max Power: 160 hp at 9.500 rpm

Max Torque: 136 Nm at 7.500 rpm

Weight (wet): 254kg

Key features: Electronic suspension,

Brembo brakes, big power

Our test rating: 8/10

Honda CRF250 Rally / CRF250L

Price: R84 999 / R74 999

Max Power: 23 hp at 8.500 rpm

Max Torque: 22 Nm at 7.000 rpm

Weight (wet): 144kg / 148kg

Key features: Entry adventure, easy to

use and enjoy

Our test rating: 7/10

KTM 1290 SuperAdventure R

Price: R214 999

Max Power: 160 hp

Max Torque: 140 Nm

Weight (wet): 240kg

Key features: Soooo much power,

superb electronics, offroad weapon

Our test rating:


BMW F800GS Adventure

Price: R172 990

Max Power: 85hp at 7.500 rpm

Max Torque: 80 Nm at 5.750 rpm

Weight (wet): 207kg

Key features: Adventure made easy,

punchy engine, smooth and comfy

Our test rating: 7/10

Ducati Multistrada 1260 & S

Price: R211 000 / from R253 000 (S)

Max Power: 158 hp at 9.500 rpm

Max Torque: 129 Nm at 7.500 rpm

Weight (dry): 225kg

Key features: That engine, comfy,

awesome styling

Our test rating: 8.5/10

Kawasaki Versys 1000

Price: R159 995

Max Power: 120 hp at 9.000 rpm

Max Torque: 102 Nm at 7.700 rpm

Weight (wet): 250kg

Key features: Comfortable, easy to enjoy,

great everyday ride

Our test rating: 7/10

KTM 1290 SuperAdventure S

Price: R210 999

Max Power: 160 hp

Max Torque: 140 Nm

Weight (wet): 240kg

Key features: Soooo much power,

awesome dash, electronic suspension

Our test rating: 8/10



Price: R157 990

Price: R151 990

Max Power: 85hp at 7.500 rpm

Max Power: 75hp at 7.300 rpm

Max Torque: 80 Nm at 5.750 rpm Max Torque: 77 Nm at 5.300 rpm

Weight (wet): 207kg

Weight (wet): 212kg

Key features: Punchy engine, smooth and Key features: Punchy engine, smooth and

comfy, easy to ride

comfy, easy to ride

Our test rating: 7/10

Our test rating: 7/10

Ducati Multistrada 1260 Pikes Peak

Price: R309 000

Max Power: 158 hp at 9.500 rpm

Max Torque: 129 Nm at 7.500 rpm

Weight (dry): 206kg

Key features: The ultimate Multi,

Ohilns electronic suspension

Our test rating: 9/10

Kawasaki Versys 650

Price: R115 995

Max Power: 69 hp at 8.500 rpm

Max Torque: 64 Nm at 7.000 rpm

Weight (wet): 214kg

Key features: Comfortable, easy to enjoy,

great price

Our test rating: 7/10

KTM 1090 Adventure R

Price: R181 999

Max Power: 125 hp

Max Torque: 108 Nm

Weight (wet): 230kg

Key features: Superb motor, great

handling, offroad weapon

Our test rating: 8/10

Our test rating: Our test rating: Our test rating:

Ducati Multistrada 950

Price: From R184 000

Max Power: 113 hp at 9.000 rpm

Max Torque: 96 Nm at 7.750 rpm

Weight (wet): 229kg

Key features: Ultra comfortable,

easy to enjoy, great suspension

Our test rating: 8/10

Kawasaki Versys-X 300

Price: R74 995

Max Power: 39 hp at 11.000 rpm

Max Torque: 27 Nm at 10.000 rpm

Weight (wet): 175kg

Key features: Comfortable, easy to

enjoy, good entry level

Our test rating: 7/10

KTM 1090 Adventure

Price: R167 999

Max Power: 125 hp

Max Torque: 108 Nm

Weight (wet): 230kg

Key features: Superb motor,

great handling, brilliant electronics

Our test rating: 8/10

Pictures shown may differ from actual model. Specs are claimed by manufacturer and not tested. Prices as of April 2017. Prices may change so please contact local dealer.

Suzuki DL1000

Price: R154 700

Max Power: 100 hp at 8.000 rpm

Max Torque: 103 Nm at 4.000 rpm

Weight (wet): 228kg

Key features: Great price, great allround

machine, ABS

Our test rating: 8/10

Suzuki DL650XT

Price: R109 500 XT ABS

Max Power: 69 hp at 8.000 rpm

Max Torque: 69 Nm at 6.400 rpm

Weight (wet): 215kg

Key features: Great price, great allround

machine, ABS

Our test rating: 7/10

Triumph Explorer 1200

Price: TBA

Max Power: 137 hp at 9.300 rpm

Max Torque: 123 Nm at 6.200 rpm

Weight (wet): 279kg

Key features: Heated rider and

passenger seat, ultra comfy

Our test rating: 8/10

Triumph Tiger 800

Price: TBA

Max Power: 94 hp at 9.250 rpm

Max Torque: 79 Nm at 7.850 rpm

Weight (wet): 221kg

Key features: Riding modes, cruise

control, adventure made easy

Our test rating: 8/10

Yamaha XT 1200 ZE

Price: R199 950

Max Power: 112 hp at 7.250 rpm

Max Torque: 117 Nm at 6.000 rpm

Weight (wet): 262kg

Key features: Tough spoked aluminium

wheels, ABS, traction control

Our test rating: 8/10


Recommended retail price shown / Only models available in SA shown

BMW R nineT Scrambler

Price: R197 990

Max Power: 110 hp at 7.500 rpm

Max Torque: 119 Nm at 6.000 rpm

Weight (wet): 220kg

Key features: Excellent build, comfy,

punchy motor, those pipes....

Our test rating: 8/10

Ducati Diavel Carbon / Dark

Price: R291 000 / R249 000

Max Power: 162 hp at 9.500 rpm

Max Torque: 127 Nm at 8.000 rpm

Weight (wet): 239kg

Key features: Oh that engine!

So much torque, brutal!

Our test rating: 8/10

Ducati Classic Scrambler

Price: R160 000

Max Power: 75 hp at 8.250 rpm

Max Torque: 68 Nm at 5.750 rpm

Weight (wet): 193kg

Key features: So much fun, retro

scrambler look and feel

Our test rating: 7/10

Husqvarna Vitpilen 401

Price: R89 699

Max Power: 44 hp

Max Torque: 37 Nm

Weight (dry): 148kg

Key features: Modern day retro styling,

excellent build quality, unique ride

Our test rating: 6/10

BMW R nineT

Price: R187 990

Max Power: 110 hp at 7.750 rpm

Max Torque: 116 Nm at 6.000 rpm

Weight (wet): 119kg

Key features: Excellent build, comfy,

punchy motor, retro spoke wheels

Our test rating: 8/10

Ducati X Diavel S / X Diavel

Price: From R319 000 / R277 000

Max Power: 156 hp at 9.500 rpm

Max Torque: 129 Nm at 7.500 rpm

Weight (wet): 247kg

Key features: Gorgeous styling,

awesome motor and electronics

Our test rating: 8/10

Ducati Full Throttle Scrambler

Price: R160 000

Max Power: 75 hp at 8.250 rpm

Max Torque: 68 Nm at 5.750 rpm

Weight (wet): 187kg

Key features: So much fun, retro

scrambler look and feel

Our test rating: 7/10

Husqvarna Svartpilen 401

Price: R89 699

Max Power: 44 hp

Max Torque: 37 Nm

Weight (dry): 150kg

Key features: Modern day retro styling,

excellent build quality, unique ride

Our test rating: 6/10

BMW R nineT Racer

Price: R171 990

Max Power: 110 hp at 7.750 rpm

Max Torque: 116 Nm at 6.000 rpm

Weight (wet): 220kg

Key features: Awesome retro looks,

solid motor, racy feel

Our test rating: 8/10

Ducati Scrambler 1100 / 1100 Sport

Price: From R191 000 / R221 000

Max Power: 86 hp at 7.500 rpm

Max Torque: 88 Nm at 4.750 rpm

Weight (dry): 189kg

Key features: Easy to enjoy and ride


Our test rating: 7/10

Ducati Icon Scrambler

Price: From R135 000

Max Power: 75 hp at 8.250 rpm

Max Torque: 68 Nm at 5.750 rpm

Weight (wet): 187kg

Key features: So much fun, retro

scrambler look and feel

Our test rating: 7/10

Kawasaki Vulcan S

Price: R99 995

Max Power: 61 hp at 7.500 rpm

Max Torque: 63 Nm at 6.600 rpm

Weight (wet): 225kg

Key features: Comfortable cruiser,

smooth engine

Our test rating: 7/10

BMW R nineT Pure

Price: R166 990

Max Power: 110 hp at 7.750 rpm

Max Torque: 116 Nm at 6.000 rpm

Weight (wet): 119kg

Key features: Excellent build, comfy,

punchy motor, retro

Our test rating: 8/10

Ducati Scrambler Desert Sled

Price: From R171 000

Max Power: 75 hp at 8.250 rpm

Max Torque: 68 Nm at 5.750 rpm

Weight (wet): 207kg

Key features: Easy to enjoy on and

off road.

Our test rating: 7/10

Ducati Sixty 2 Scrambler

Price: R116 000

Max Power: 40 hp at 8.750 rpm

Max Torque: 35 Nm at 3.500 rpm

Weight (wet): 183kg

Key features: Easy to enjoy on and

off road.

Our test rating: 7/10

Kawasaki Z900 RS / RS Cafe

Price: TBC

Max Power: 111 hp at 8.500 rpm

Max Torque: 98.5 Nm at 6.500 rpm

Weight (wet): 215kg / 220kg

Key features: Modern day classic, retro

looks, easy, enjoyable ride

Our test rating: Not tested yet

BMW R nineT Urban GS

Price: TBA

Max Power: 110 hp at 7.500 rpm

Max Torque: 116 Nm at 6.000 rpm

Weight (wet): 221kg

Key features: Diffrent kind of GS, retro,

comfy, fun to ride

Our test rating: Not tested

Ducati Scrambler Cafe Racer

Price: R171 000

Max Power: 75 hp at 8.250 rpm

Max Torque: 68 Nm at 5.750 rpm

Weight (wet): 207kg

Key features: So much fun, handles like a

dream, retro styling

Our test rating: 7/10

Husqvarna Vitpilen 701

Price: R139 699

Max Power: 75 hp

Max Torque: 73 Nm

Weight (dry): 157kg

Key features: Retro styling, traction

control, ABS, quick-shift & auto-blip

Our test rating: 7/10

Triumph Thurxton / Thurxton R

Price: R149 500 / R174 500

Max Power: 96 hp at 6.750 rpm

Max Torque: 112 Nm at 4.950 rpm

Weight (wet): 225kg

Key features: Modern day retro with

superb handling and power

Our test rating: 8/10

Pictures shown may differ from actual model. Specs are claimed by manufacturer and not tested. Prices as of April 2017. Prices may change so please contact local dealer.

Triumph Street Twin / Cup

Price: R129 500 / R134 500 / R139 500

Max Power: 55 hp at 5.900 rpm

Max Torque: 80 Nm at 3.230 rpm

Weight (wet): 212kg

Key features: Modern day retro with

superb handling and power

Our test rating: 8/10

Triumph Street Twin Scrambler

Price: R139 500

Max Power: 55 hp at 5.900 rpm

Max Torque: 80 Nm at 3.230 rpm

Weight (wet): 212kg

Key features: Modern day retro with

superb handling and power

Our test rating: 8/10

Triumph Bonneville T100 / T120

Price: R134 500 / R147 500

Max Power: 66 hp / 79

Max Torque: 68 Nm / 105Nm

Weight (wet): 224kg

Key features: Modern day classics with

superb handling and power

Our test rating: 7/10

Triumph Bonneville Bobber

Price: R165 500

Max Power: 76 hp at 6.100 rpm

Max Torque: 106 Nm at 4.000 rpm

Weight (wet): 228kg

Key features: ABS, ride-by-wire, traction

control, gorgeous styling

Our test rating: Not tested yet

Yamaha XSR900

Price: R160 000

Max Power: 115 hp at 10.000 rpm

Max Torque: 87 Nm at 8.500 rpm

Weight (wet): 195kg

Key features: ABS, traction control, slipper

cluth, unique styling

Our test rating: 8/10


2018 YAMAHA MT-09



One of my oldest mates sayings in life was: “This thing is more fun than a barrel of

One of my oldest mates sayings in life was: “This thing is more fun than a barrel of

Frogs!” While I’m not entirely sure how much fun that barrel would be, I think that

it aptly describes a motorcycle like Yamaha’s new MT-09.

Words: Glenn Foley Pics: Gerrit Erasmus

Ikinda got to ride it by mistake. A

regular army of bikes made their

way past our offi ce this month – duly

despatched to our panel of testers for

appearance in this here quality magazine.

When I got up one sunny Saturday

morning to take my lightie to a soccer

match – I noticed that this one had, very

thoughtfully been left behind. I gave Kyle

the choice of this one – or one of our

regular bikes and he chose the Yammie…

Our route took us from our place on

the east rand, along the N12 all the way

through to the far “Souf” near Klipriver

drive. Then after the match (which our

team won 4-1), we took the long way

round back to the home front. Just for

good measure, we took it for a quick spin

again on Sunday to the famous Que Sera

breakfast run haunt out near Bapsfontein

and pulled quite a few admiring glances

from the crowd.


If you feel that Triumph is the triple cylinder

king – well you’d be correct in terms of

the number of bikes they build with a trip

engine, but there is a brand knocking

on the door in terms of smoothness and

power – and that’s Yamaha.

Yamaha’s “crossplane concept”

powerplant serves as the beating heart

of the MT-09. On paper, the 78 mm bore

and 59.1 mm stroke gives this inline-triple

engine a total displacement of 847 cc.

Dual over-head cams time the valvetrain

with four valves per cylinder to help ensure

low-resistance aspiration and effi cient

waste-gas evacuation. A respectable

115-horsepower and 87Nm of torque is

tucked away in the plant.


That’s quite a bit of power for such a

light bike, and the factory provides you

with a few features meant to supplement

the efforts of the ABS: The Yamaha

Chip Controlled fl y by wire throttle, the

D-Mode function and adjustable traction

control. The throttle helps to reconcile

the difference between demand and

capability for seamless transitions while

the D-Mode provides three separate

profi les for different throttle responses.

A switchable traction control provides

the last layer of protection with two levels

of intervention and an Off setting if you

want to go full-real. A slip-and-assist

clutch reduces the effort at the lever with

backtorque protection and another layer

of safety.


The bones set the tone with a castaluminum

frame that delivers cornering

performance while keeping the weight

relatively low. Flicks and reversals benefi t

from the 192 Kg wet weight, but it’s the

25-degree rake and 4.1-inch trail that

really delivers the goods to make the

MT-09 eager and fun in the corners, yet

stable enough to not be too squirrely on

the straights.

Wheelbase length measures out at

1440mm long — average for the genre

— and the 14cm ground clearance leaves

ample room to lean into the corners for

all you knee (and elbow) draggers out

there. Also typical are the 17-inch, castaluminium

rims that mount a 120/70 hoop

up front and a 180/55 out back.




Manufacturers, now more so than ever, are

listening to customers feedback on their machines

to help improve and iron out certain gremlins.

The first version of the MT-09 naked bike was

released back in 2014. It was well reviewed and

admired by most journos, mainly the hooligan

types, while the everyday, more subtle rider

complained about a slight lack of stability on the

front end and a slight disconnect with the chassis.

The new MT-09 is so much more refined - gone is

the shakey front end and snappy throttle. Yamaha

have managed to iron out those problems while

still keeping the bikes hooligan side.

It’s a lot more calm and collected, but the punk

rocker attitude is very much apparent and happy to

be let loose when called upon.

The gorgeous triple motor, like any good threesome,

leaves you with a cheeky smile on your face

and a trigger happy lower region.


Engine: 847cc liquid-cooled, DOHC, inline

3-cylinder; 12 valves

Maximum Power: 115 hp @ 10,000rpm

Maximum Torque: 87.5 Nm @ 8,5000rpm

Seat height: 820mm

Wheelbase: 1440mm

Tank capacity:


Dry weight: 180kg

Price: R137,950

Dual, 298 mm front discs and radial-mount,

four-pot calipers slow the front wheel with a

245 mm disc and single-piston anchor at the

other end. All-around ABS comes as part of

the standard equipment package, and that’s

just the fi rst layer of contact-patch protection

Yamaha loads onto the bike; there will be

more in the drivetrain.

Ride quality and cornering feel are nearly

infi nitely adjustable due to the updatedfor-’17

suspension systems. Both ends sport

adjustable spring preload and rebounddamping

features. The front end adds to the

fun with adjustable compression as well so

you can tune in for conditions and preference.


If you are looking for a 100 million plus

horsepower superbike – then, maybe this

is not the bike for you. If, however, you

are looking for a powerful, fun, smooth,

comfortable, exciting, fast, controllable ride,

then this one ticks all of the boxes.

The cockpit is roomy with wide bars, and

sensible switches. The seat is really comfy,

with the pegs perfectly positioned for long

and short riders alike. The riding posture is

aggressive yet comfortable and I also liked

the fact that the seat isn’t split, which makes

it easy to move around when you need to.

Hit the happy button and the triple rumbles

to life with a decent roar from the pipe. The

gearbox is smooth, the clutch soft, point the

bike where you want to go – and open up.

I am something of a naked

bike fan – Love the feeling of the

wind in my thinning hair and

all that. Ok not really. I

like the upright seating

and simple, less

cumbersome nature

of a naked. The

bike feels really

small and nippy

– and above all

its enormous

fun to ride.

This one

surprised -

at 140 odd

kays an hour

she feels plenty

comfortable despite the

lack of any screen. Faster than that you

suffer from wind blast – but hey toughen

up buttercup, this is a hooligan bike that

you simply have to ride. She accelerates

smoothly all the way up to 240kph. We

noticed that the front end becomes a bit light

at that warp speed - Fitting a big ass screen

would just spoil the looks in our opinion.

What a bike! And the price is probably

the single most attractive selling point.

R137.950.00 - In this day and age that is

brilliant value.












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







The Ducati superbike is one of the most desired objects of

modern time. In this test, we take two of their best - the last

ever V-Twin version and the all-new V4 dominator - in an

EXCLUSIVE world first test around Redstar Raceway.

Words: Rob Portman Pics: Gerrit Erasmus

When Ducati announced its plan to steer

away from the V-Twin powerplant -

which it had featured in its superbikes

for over 30 years - it was met with mixed emotions.

How can a Ducati superbike have anything but

a big thumper at its core? Old school, die hard

Ducati fans are going to need time to get over the

fact, and adjust to the new V4 powerplant, while

new enthusiasts have been drawn to it like a moth

to a burning red fl ame.

Ducati are experts at releasing gorgeous

superbike works-of-art but even better at stealing

money from customers with limited edition

models. By simply sprinkling some special parts,

livery, momentous occasion stickers and limited

numbers on the headstock, they produce bikes

that are special and highly-desired. Add the word

“Limited edition” to anything these days and

customers - the ones that can afford them - see it as

the perfect way to spend some of that cash they

have lying under the bed hidden away from the

tax man. Bragging rights don’t come better than a

“Limited edition” Ducati superbike.

To help ease the blow for those V-Twin addicts,

and create another reason to take customers

money, Ducati released the appropriately named


1299 Panigale R Final Edition - “A tribute to

the legendary twin-cylinder engine, the most

victorious in Superbike World Championship

history” they said. “That’ll be R650,000”, they

didn’t then whisper.

But this is more than just a fi nal edition

bike with a dedicated colour scheme or with

a few bits thrown on. Oh no, each of these are

individually numbered on the top triple clamp,

they feature a Panigale R chassis, a handful

of race components and a Superquadro

1299 engine – an offshoot from the R1.2m


30 years on and the fi nal Ducati sports

V-twin weighs more than

20kg less than the fi rst

yet makes over double

the power. What

I wanted

to know was how the new generation V4

matches up against the previous 1299

brute… let’s fi nd out.

The Final Edition

I was over the moon to fi nd out from my

mate Shez that his sponsor, Paul Stuart from

PRIDE Bulk Logistics, was the proud owner

of one of the 500 limited edition 1299 R Final

Edition models. So I did what any motorcycle

magazine editor and journo would do, I

begged and pleaded on my hands and knees

for Shez to ask Paul if I could get the bike to

test up against the new V4.

Being the good mate he is, Shez got

on the phone and asked Paul, who

gladly obliged and let us test his

beauty. I won’t lie, rocking up to

Paul’s house and loading

the master-piece was

intimidating to say

the least. The

responsibility of not only driving around with

a R650,000 loaded in the van but also riding

it around the track packed with many a track

day junkie was a big weight to carry. But,

knowing it was a world fi rst test, and one that

our readers would love, helped look past the

insecurities and focus on what was going to

be an epic test.

Like my fi rst time seeing Sharon Stone

cross her legs in the Basic Instinct movie, I

found myself gawping and drooling

at 650-grands’ worth of fi ne Italian

motorcycle. Its striking racy tricalore

colour scheme, red wheels and

twin high dual, standard fi t, Euro-4

compliant Akrapovic silencers

replicating those of Davies and

Melandri in World Superbike,

had the same effect on my

body and mind than that of

the sexual scene from the

iconic raunchy fi lm. Unlike

Sharon Stone, I was going

to get to ride the 1299 R FE,

and hard! Excited? Hell yes!

I am/was a big fan of the

Panigale 1299. It offered me

everything I could want from

a superbike – power a plenty,

racy comfort, direct, responsive

handling with ultimate sophisticated

electronics and stopping power.

Climbing on the 1299 R FE for the fi rst

time and it was that old familiar feeling. Like

a good cuddle from mommy, it sends that

warm-fuzzy feeling racing through my body.

Firing the beast up for the fi rst time was

both rewarding and slightly disappointing

at the same time. Rewarding in the fact I

was starting up and about to ride a piece

of historic art that not many would get the

chance to, and disappointing in the lack


Riding both bikes, we found

ourselves thinking of things to sell -

from body parts to family members

- to buy one of each.

of growl from the twin Akro pipes. I was

expecting a much-loaded roar from the

exhaust. Like that tiny red swin suit on

Pamela Anderson in Baywatch, the Euro

4 compliant cat-converter restricts and

disguises the systems true beauty. Owner

Paul did tell me that he in in the process of

removing the cat-converter to help free the

vocal chords of the stunning titanium throat.

After only a lap I can feel this is the most

race-oriented bike I’d ever ridden, it climbs

quickly through its rev range and, courtesy

of the stunningly advanced, soft-to-touch

and quickest of quickshifters, it piles through

the gears quickly and effortlessly and in a

blink of an eye the 700metre plus straight is

over and I need to climb on the ever present

and inspiring brakes. No superbike has the

capability of scrubbing off speed with such

off the hook, tricep-busting violence, and

stability, as a big Panigale.

Banging down 3 gears and tipping into

the left-hander is easier than ever. It made

easy work of what is normally a very tough

turn to get right, especially on a “road going”

machine. The FE would go on to make quick

and easy work of the entire 4.5km circuit. The

riding position and quality shines on track. The

Panigale feels spiritually at home, and had

me thanking the motorcycle Gods for this

profoundly good offering.

This version takes the already staggering

1299 to another level. It’s a refined gent

with oodles of power to lay down in a

sophisticated manner. Certainly, the Ducati

is phenomenally fast, sturdy on the stoppers

and predictably calm in the corners, it’s also

light as a feather when flicking from side to

side through the dog bone section.

Never before has 209hp and 142Nm felt

so uncomplicated and controlled around a

track. The sophisticated electronics allowed

me to focus on just going fast and enjoying

the experience, while the superior Ohlins

suspension front and rear kept the bike

planted and decisive through every turn and

over every bump.

Aggressive, exotic and full of class-leading

engineering magnificence, the 1299 Panigale

R Final Edition left me feeling like a World

Superbike star and even though it takes

considerable effort to explore its potential,

even riding carefully around makes you

all smug. It’s a fitting tribute to the V-twin

sportsbike era.

The New Edition

This was my first time testing the new V4

monster here in SA. I had an overwhelming

experience in January at the world launch

in Spain when first swinging my leg over

the new V4. Europe’s cleaner, thinner

altitude always brings out the best of

modern-day superbikes, so I was keen to

see if it performed anything close to what I

experienced at the Valencia MotoGP Circuit,

which was nothing short of spectacular!

Straight away I got that tingly feeling when

climbing on the V4. It's a bike perfectly suited

to me and my riding style. Bars are perfectly

aligned and all the components in the

right place. It doesn’t take very long to feel

comfortable on the bike. It’s riding position,

as that of previous Panigale’s, is very inviting.

Firing the new V4 up and that V-Twin growl is

very much there. Like a perfectly orchestrated

seductive heavy metal tune, the growling

twin sound quickly turns into a screaming

sensation. It tears through the revs faster than

anything I have ever tested before. Translating

the class-leading 214hp to the tar is smooth

and straightforward. Just twist the throttle and

let the chassis, Ohlins electronics suspension

and riding aids handle the rest.

Everything about this bike around the track,

and even out on the road, just makes sense.

The Singh will be doing a full road review

in next month’s issue just to confirm that



The Last and First

This world exclusive test saw us take

Ducati’s last ever V-Twin, and their latest V4

creation out on track. While we only got to

test the bikes for a day, it was more than

enough time, as it does not take long to get

comfortable and the best out of both bikes.

The Panigale 1299 R Final Edition is the

perfect expression of the Italian manufacturers

Twin history, highlighting all that is good

from the thumping double-barrel power

plant. Testing the FE, I could not fi nd much


Engine: 1285cc Superquadro:

L-twin cylinder, 4 valve per cylinder,

Desmodromic, liquid cooled

Maximum Power: 209.4 hp @ 11,000rpm

Maximum Torque: 142 Nm @ 9,000rpm

Wheelbase: 1435mm

Seat height: 830mm

Dry weight: 168kg

Price: R650,000


Engine: 1103cc Desmosedici Stradale

90° V4, rearward-rotating crankshaft, 4

Desmodromically actuated valves per

cylinder, liquid cooled

Maximum Power: 214 hp @ 13,000rpm

Maximum Torque: 124 Nm @ 10,000rpm

Wheelbase: 1464mm

Seat height: 830mm

Dry weight: 178kg

Price: R359,900

wrong. In fact, while out on track, I found

myself asking the question “Does it get any

better?”. That question was soon answered

after only a couple of turns on the new V4.

While the 1299 R FE is alluring, romantic,

glamourous, and certainly exclusive, the

new V4 takes not only the Ducati superbike

to the next level, but the entire production

sportbike segment to another spectrum.

The V4 is extraordinary, kinky, outlandish

and enticing. It lures you in with it’s styling

and overall riding sensation. It breeds

confi dence and extracts whatever

emotions you have inside of you. It

even made a top racer speechless.

When Shez eventually got his

sense back, he verbally exploded

the words “It’s the smoothest,

fastest production superbike

I have ever ridden!”

Now I can hear you all

screaming, pointing out

the fact that the V4 is

an 1100cc, so it’s a

bit unfair to compare

against, and say it’s

that much better than its 1000cc rivals. But

the fact is that Ducati’s current production,

off-the-fl oor, available to the masses

superbike just happens to be just that –

1100cc’s of pure power. You can’t fault Ducati

for this. In fact, we should be applauding

them for making this bold and smart move.

Why be restricted to 1000cc? Yes, make a

1000cc version to go racing, which they will

be doing and releasing at the end of this

year, but the masses want more

power so Ducati gave them

just that. It’s now time for

the others to stop playing

by the rules and get in the


“It is the smoothest,

fastest production

superbike I have

ever ridden!” Shez




Ducati’s new V4 goes up against

the original Italian V4 production

superbike - The Aprilia RSV4RR

While we hand our hands on the new Ducati

V4 we decided to put it up against another

Italian steed with a V4-powered engine - The

Aprilia RSV4RR.

I have always admired the Aprilia RSV4 - its

sound and overall feel leaves you feeling as

satisfi ed as a kid after a day at LEGOLAND.

Although both bikes feature V4 engines, they

are confi gured a bit differently. Unlike the

more conventional 180-degree crankshaft

found on the Aprilia, the Ducati employs a

70-degree crank pin offset and a twin-pulse

fi ring pattern that makes it run like two backto-back

V-twins, fi ring with a 1-2 pulse along

one bank, a brief pause, then another 3-4

pulse. The Ducati cheats a bit with its 1100cc

capacity, while the Aprilia sticks to the rules

with its 1000cc. This plays a massive part in

overall power fi gures. The Aprilia pushes out

a healthy claimed 199hp, which is more like

170hp up here in SA on a true Dynojet dyno.

The Ducati’s extra size helps it push out a

class-leading 214hp in best conditions, which

translates to more like 180hp here in SA.

We will have full dyno fi gures along with The

Singh’s’ road report in next month’s issue.

Out on track and it’s clear the Ducati

Panigale V4 is a step ahead of its Italian

counterpart. It’s just better in every way.

Having said that, the Aprilia’s sweet-sounding

tone in stock trim takes the cake. But that’s

about it all it takes. It’s still a sweet ride, one

I can’t fault too much but against the new

Ducati it does feel a bit dated.

Once at the top of the food chain, the

Aprilia V4 is now in need of an update, and

this test against the new benchmark proved

that fact. The masses will still get a big kick

out of the Aprilia and all its goodness, but the

more experienced, racy rider looking for that

edge will fi nd it lacking just a bit.

The Ducati’s overall ergonomics feel more

adaptable, opening itself up to riders of all

shapes and sizes. The Aprilia’s a bit harsher

and less forgiving. Its racy feel puts loads

of pressure on the wrists and shoulders.

Jumping from the Ducati onto the Aprilia just

cements the fact that the Ducati’s overall

aesthetics are streaks ahead.

The Ducati is faster and better in every

aspect – overall speed, handling and

electronics. It does everything that bit sharper

“It puts up a brave fight, and

even after being beaten up and

left wounded, is still well worth

its weight in gold and worthy of

cheesy/heroic slow clap.”

and more ambitiously. It almost bullies the

Aprilia a bit, but the bike from Noale in Italy

does fi ght back and holds its own somewhat.

It puts up a brave fi ght, and even after being

beaten up and left wounded, is still well worth

its weight in gold and worthy of cheesy/heroic

slow clap.

What both bikes did do was highlight how


good the V4 power-plant is. Why more don’t


go this route is still a bit of a mystery but I can

see a few more V4’s coming out in the not too Y

distant future.







RK Chains are imported and distributed by AMP. To find your

nearest RK Chains dealer call 011 259 7750 today.





Here’s a custom build that you will not find every day. Neil Richardson

of Peewee Parts fame has built and amazing little hybrid 350...

This is the story from Neil. Pics: Kyle Lawrenson & Neil

My Love for 2 Stroke bikes,

goes back to the 90’s, my first

bike was a Honda MT-5, then

upgraded to a Suzuki RG50,

I used to spanner on those bikes most

evenings just so they could get me around

the next day.

After leaving school, as an apprentice,

I acquired my fist ‘’big bike’’ a Kawasaki

Z650. plenty of 4-strokes followed for the

next 20 years or so, but I never lost my love

for the strokers.

In 2016, roughly 20 years after owning my

last 2 Stroke, the bug bit again, and I was on

the hunt for a 2 stroke track bike.

I ended up buying a Yamaha TZR250 1KT

Hybrid, which I sorted out and rode all of

2017 on the track. Frankie as she became

known at the track (Frankenstein, due to all

the different parts used) was a great bike, but

it became obvious that I needed a few more

horses to pull my 110KG’s around the track.

Frankie’s 250cc motor was taking strain,

so I decided to build a new track toy , and

the RZ350 Hybrid idea was born.

I started collecting parts around 12

months ago, but the actual build, start to

finish, took around 6 months.

Initially my scope was to build the bike

from old bits and bobs I had lying around the

garage, it was meant to be a very low cost

build……haha! That soon changed,

I thought long and hard about the

direction of the new bike, but the one thing

I knew early on was that the power plant

would be based on the RD/RZ/Banshee

quad 350cc motor. Thanks to the Banshee

guys, there are so many aftermarket parts


and a lot of


available for

the motor, it

seemed the right choice, especially these

days with the old 2 Strokes becoming

scarce, and parts either not available or

extremely expensive.

So the hunt for the 350 donor motor


I found a motor and Carbs on one of

the classifieds in Rustenburg for R5000, I

thought it was a good start, and paid the guy

without seeing it. When it arrived, the crank

was locked up solid, the one barrel was

completely blown (he did disclose this), the

head was drilled out, and the casings were

cracked, not such a great beginning after all.



I contacted the guy and we came to an

arrangement where I kept the blown motor

to use as parts, for around R2000, but that

meant I still needed a motor.

Around this time, I started giving some

thought to the frame and suspension, I had

a TZR250 3MA rolling chassis lying around,

and I mocked the 350 motor up into the

3MA frame. Surprisingly I could get it to work

without too much modifying.

The 3MA uses an 18’’ rear wheel , which

limits tyre options... and the aluminium

frame would really test my limited aluminium

welding abilities.

My 3MA also had conventional front forks,

and I wanted , if for nothing else but asthetics,

upside down forks.

I was offered a RZ350 frame that had been

slightly chopped, one and a half (dont ask),

motors,a fully refurbished crank and brand

new barrels from a friend in the 2 Stroke club.

I thought with this 1 complete motor, plus

a spare sub assembly, plus the parts from

the Rustenburg motor, I could surely build a

good motor.

Turns out that my mate had been taken for

a ride. The ‘refurbished crank’ had not actually

been refurbished, and again we came to an

agreement that saw me take the parts for less

than initially agreed.

It was at this point that the project took

a new direction - not planned, but it just so

happened that I now had a lot of 350 engine

parts and casings. I also had a RZ350 steel

frame and a 3MA Aluminium frame.

I was faced with 2 options, Modify the 3MA

frame to suite to 350 motor or use the RZ

frame, and source newer suspension.

The second option appealed to me more,

as I wasn’t completely sold on the 3MA from

the start, it was merely a part of the original

scope of using whatever I had lying around.

Now that I had settled on the frame, and

motor, I just had to decide on the suspension.

After some thought, I decided that it would

be a nice touch to fit the front and rear of one

of Yamaha’s last 2 stoke sports bikes, the

TZR250 3XV.

After a deal for a 3XV swingarm and

shock, and a separate deal that saw me

swap a Yamaha PW50 for a 3XV complete

front end, I now had all the major parts I

needed to get going...

Up to this point the build had not cost

too much, I had bought and sourced and

swapped bits I needed, but that was about

to change. I now needed to build the motor,

and I got a bit carried away like a kid in a

candy store.


First was the all-important decision of

displacement. A very popular mod with the

banshee boys is a 421cc upgrade, you get

the stock 347cc motor to 421cc with a 4mm

Stoker crank and increase the Standard

64mm bore to 68mm.

The original barrels cannot be bored out to

68mm, so one needs to buy special 68mm

barrels. These are very expensive, and a hard

buy when you have brand new unused stock

barrels lying in a box.

I decided to buy the 4mm stroker crank,

but run it on stock 64mm bore, which

makes 373cc.

The 68mm barrels are nicasil plated, not

cast iron, so any failure is very costly. The

stock barrels run cast iron sleeves which can

be bored out to 66mm (397cc) in future if

needs be at a fraction of the cost of repairing

a plated cylinder.


Frankie, the original was fitted with a Honda

RS125 tail seat unit, and I liked the lines, so

I ordered one up and began with the mock

up stage.

The RZ frame was modified to take roller

taper headset bearings and the new 3XV front

end. Brackets were added for the aftermarket

rearsets, the side stand tab removed, a new

custom sub-frame fabricated, a mount for all

the electrical equipment and steering damper

added, and all unnecessary tabs removed, I

wanted the lines to be very clean.

New tank mounts were fabricated, and a

clock bracket added.

Trying to find a tank that fitted the frame

and seat unit, and one that had the lines I

was looking for, was a challenge, I was on the

hunt for a 3XV tank, but one Sunday morning,

while scratching at the CMC meeting, I came

across a good 3MA tank, I took it home,

offered it up and I was happy.


Then with the help of another 2 Stroke

club member, and with his special handmade

machining tools in hand, I machined the 3VX

swingarm to suit the RZ Frame.

I now had a rolling chassis, and it was

starting to take shape.

At this point I bolted some loose engine

casings together and slotted them into the

frame, and sent the bike to Jeremy Pincus at

Pincus Racing Developments, for a set of pipes.

I wasn’t sure if Jeremy would need some

tabs welding on the frame, so the pipes were

made relatively early.

Whilst at PRD , Jeremy also did the

porting work on the barrels, and specified

the Carb sizes.

When the bike got back from PRD, I

stripped it down, and sent the frame for sand

blast and painting, I also sent all the body

“While everything was out for

painting, I started working on

the motor, in the hope that

when the bits started returning

from paint, I could slot the

motor straight in.

I started by stripping the 2.5

motors and laying all the parts

out on a bench, to see which

were the best bits to build into

the motor.”

work and wheels out for paint and new rubber

and the swingarm was sent for gunkote.

While everything was out for painting, I

started working on the motor, in the hope that

when the bits started returning from paint, I

could slot the motor straight in.

I started by stripping the 2.5 motors and

laying all the parts out on a bench, to see

which were the best bits to build into the motor.

Out of the 3 sub-assemblies I had acquired,

it just so happened that 2 were Banshees,

and 1 was a RZ350 road bike.

The gear ratios are different on the 2

motors. I decided to run the banshee

gearbox over the RZ gearbox, however as

luck would have it, both of my Banshee

gearboxes were damaged, so I ended using

the RZ. As it turned out, the only usable

Banshee bits that ended up on the motor

was the casings, and gearbox.

I chose which casings I thought were best,

and sent them for vapour blasting, and then


Whilst they were in for paint, the shopping

spree for the motor began.


Heres the list:

Hotrods 4mil trued and welded stoker crank,

64mm Wiseco Forged Pistons, V-Force

4 Reeds, 35mm Keihin Air Striker Carb,

Pro design Cool head, Wiseco seals and

gasket kit, electrix world racing Stator, intake

manifolds, air filters, Wiseco Billet clutch

Basket, MSD heavy duty clutch pack, chariot

racing water pump impeller, every single

bearing and seal from Yamaha, and a few

other bits internally.

When the casings came back from

Gunkote, I assembled the motor.

The removable domes in the cool head

had to be machined to accommodate the

stroker crank, which has the pistons crown

2mm over the deck.

All this precision engineering was done

by a good friend Wayne Pieterse at Elite

Performance Centre in Sandton. We

calculated and cut the squish band, and the

combustion chamber to a volume safe for 95

pump petrol, I was not keen on having to run

on AVGAS. We Torqued down the head and

carried out a compression test.

Around 4 weeks later, all the other bits were

starting to come back from paint, and I could

start on the final assembly, and I could finally

place the built motor into the painted frame for

the first time.

At this point I felt I was finally getting

somewhere, and from this point onwards it

was a matter of some electrical , sorting out

the brakes, sorting out the offset sprocket for

the 3XV swingarm and wheel, mounting the

clocks, and cables.

We then fitted the bodywork, and sorted

out the cooling system, mounted a custom

made Radiator, and plumbed in with a Samco

hose kit.

We set the timing on the racing stator, fitted

the pipes, and she was ready to fire up...

We finally fitted some decals, and the usual

cosmetic touches. We dyno tuned the bike,

jetted her, and she was done.

I built this bike with normal tools in my

garage, a vision, and a bit more money than I


I absolutely love the end result, and

wouldn’t change a thing. Those 421cc barrels

still haunt me at night, but that’s a quick

conversion when I can find another R20000.

This bike embodies what a 2 Stoke bike

should be, raw, loud, scary, fun!



Wayne Pieterse – Elite Performance centre – for the

machining of the head, the machining of the little

brackets and bushes I couldn’t do, also the dyno

tuning and Jetting.

Jeremy Pincus – PRD – for the beautiful artwork that

is the stainless steel expansion pipes.

William Norris – Bike Craft – for all the paint work.

Mike Cooper – for the expert knowledge, and for

loaning me special tools to machine the swingarm.

Crank and pistons from Game Services in Benoni.

Racing Stator and hoses imported from the UK.

Lots of other bits and bobs from Syds Racing in Bloem






Bridgestone invited Rob along to Morocco for the launch of their new Sport Touring

tyre - the T31. While he was there he also got a bit dirty with the A41 Adventure tyre.

Words: Rob Portman

Tyre development has never

been more advanced with

tyre manufactures pushing the

boundaries of technology to

offer customers the most cutting-edge tyre’s

for all aspects. No longer are tyre’s restricted

to one specifi c role, but now offer a much

wider range ideal for all aspects needed

for road and track. The sports touring tyre

market has to be the most cut throat, with

riders expecting everything out of their tyres

– mileage, stability, agility and most of all grip

in all conditions. Not only do Bridgestone

designers and developers have to satisfy

the end user, but also make tyres versatile

for the range of motorcycles it’s aimed at –

from lightweight nakeds to high-powered

heavy sports tourers, each coming with

their own criteria.

Bridgestone’s previous sports touring

offering, the T30, was a huge hit with

many riders loving the overall feel out on

the road. But, as with everything, there

comes a time for a fresh new look and

approach. Bridgestone’s design objective

for its all-new Battlax Sport Touring T31

tyre was seemingly simple—increase rider

feel and confi dence without sacrifi cing

wear and durability. However, this is the

equivalent to having your cake and eating it

too, and usually unattainable without some

sort of divine intervention or revolutionary

technological breakthrough—and the latter

is exactly what Bridgestone has developed.

Bridgestone delved deep into the tech

that is now available in the motorcycle tyre

game. New ways of creating grooves and

carcasses that adapt and work at all times

no matter the conditions.


The techy stuff

To understand how the new Battlax tyres

perform, it’s important to know how they

are built. Bridgestone’s new Battlax T31

tyre promises to deliver improved wet

performance and feel. Bridgestone haven’t

concentrated on dry performance, instead

they have focused their efforts on wet grip,

behaviour, traction and overall feel, which

they have done by improving the tyre’s

water drainage. The T31 takes advantage of

mono-spiral belt construction; a single strand

of steel cord is wrapped lengthwise around

the circumference of the tyre, eliminating

seams and crossed belts. Compared to

conventional cross-belt construction, the

result of mono-spiral construction is a lighter

tyre that provides better shock absorption

and generates less internal heat.

Bridgestone’s 3LC (three-layer compound)

is softer and grippier on the shoulders and

stiffer around the center of the tyre. In this way,

the stiffer compound makes up the cap or

center section of the tyre, as well as the base

of the carcass. This provides stability across

the lean-angle spectrum, regardless of which

compound is in contact with the road surface.

The Sport Touring T31 front is constructed

from a single compound utilizing a new

molecular approach to better disperse the

silica (think fine sand) throughout the rubber

for better grip, flexibility and, ultimately,

better rider feedback.

To improve wet weather performance,

Bridgestone has increased the sea/land

ratio on the shoulder tread of the new

Battlax, while slightly decreasing it across

the center of each tyre. The sea/land ratio

refers to the amount of rubber versus

grooves in the contact patch.

By increasing the ratio on the shoulders,

the new rubber can evacuate water at a

higher rate while turning. Bridgestone’s

own internal testing boasts a three percent

improvement in wet weather handling

performance for the T31 when compared to

its predecessors, the T30.

So, it sounds all well and good but

does it all work? I was sent to Ouarzazate,

Morocco to put these new shoes from

Bridgestone to the test on the unforgiving

and relentless terrain on the northern edge

of the Sahara Desert.

Using Bridgestone’s Ultimate EYE technology,

basically a dyno for tyre’s, data shows the

bigger adhesion area and smaller slippage area:

Wet cornering grip improved plus improved dry

handling response. While we got to test the

improved grip in the dry, the typically sunny

African conditions didn’t allow us to test the

improved wet grip theory, so we will just have to

trust the statistics.





S21 Hypersport

T31 Sport Touring

A41 Adventure

Available at dealers Nation-Wide


“Strangely appealing, the luminous

brown rocky wastelands, with the odd

greenery thrown in occasionally, did

have a very beautiful and exotic side to

it. While everything around was poorly

maintained, the road surface was sublime

and the new T31 tyres had a loving

relationship with the Moroccan asphalt.”

The road ride

There was a huge selection of the fi nest

sports touring bikes on the market today for

me to choose from. I had to choose carefully

as the road ride consisted of a 320km ride

where we would be faced with some tricky

obstacles, which not only included tight and

fast bends on slightly degraded roads but

also animals, rocks and even Noah himself

crossing or lying stranded in the road. I

reference Noah as only 50km into the ride

it seemed as if I had travelled back in time.

The harsh Moroccan terrain seemed like a

place time had forgotten, and I am pretty

sure I saw Noah and his disciples on a few

occasions walking with their trusted steed

on the side of the road.

Strangely appealing, the luminous

brown rocky wastelands, with the odd

greenery thrown in occasionally, did have

a very beautiful and exotic side to it. While

everything around was poorly maintained,

the road surface was sublime and the new

T31 tyres had a loving relationship with the

Moroccan asphalt.

The T31 did everything I asked of it, both

under hard acceleration and full braking, and

did so without issue. Its predictable grip and

feedback was encouraging and urged me

into and out of every turn, transforming the

bland Kawasaki Versys 650 I was on into

twisties carving weapon - that in itself makes

the new T31 worth every cent.

Even when I jumped onto the more

powerful robust KTM 1290 GT I never

experienced any movement from the tyres.

I even purposely attempted to the spin the

rear tyre when cold, but to no avail; the

heat-up cycle was impressive. It highlighted

the bikes sporty side and even ironed out

some of the stubbornness I have felt before

on this particular bike.

Except for a singular stretch of brand new

tarmac, I ripped the throttle through dirty,

rough and unpredictable tarmac, a virtual

baptism by fi re for any set of tyres. Both

front and rear were very stable and assumed

the role of wing man to perfection. I spent

the balance of the day pulling and creating

gaps in traffi c so I could attack the tarmac

at full speed. Nothing but high levels of grip,

stability and agility, even the decreasingradius

turns that caught me by surprise were

handled with ease, with superb edge-grip

while heavy on the brakes.

Bridgestone claims that the contact

patch is seven percent larger on the

T31 over its predecessor. That

equates to more bite and

camber-thrust for increased carving power,

and I put it to the test and it passed with

fl ying colours.

With the sun setting and a couple

hundred kays beneath my helmet, I was

certain that the euphoric time I had carving

up the desert tarmac must have been

torturous for the tyres. Upon inspection, I

was surprised to see how well the Battlax

Sport Touring T31 tyres held up nicely. No

signs of torn groove edges or any visible

signs of extreme wear.

Even without the opportunity to test the

new Battlax rubber in wet conditions—it was

the Sahara Desert, after all—I came away

very impressed. The Bridgestone Sport

Touring T31 provides high levels of grip

across a wide spectrum of less-than-perfect

tarmac. The front tyre really stood out for me

with incredible feedback and feel, a great

relationship between road rider and road

surface that is so highly sought after.

“Nothing but high levels of grip, stability

and agility, even the decreasing-radius

turns that caught me by surprise were

handled with ease, with superb edge-grip

while heavy on the brakes.”


Oh yes, I also got dirty.

This world launch was not only about

Bridgestone’s new Road touring tyres. They

also had their new A41 Adventure tyre on

hand for us to test. I spent day two testing

out the new 90% tar and 10% off-road tyre

through a combination of road and trail riding.

Featuring all the new tech from the T31

tyre, the new A41 sets out to offer riders

looking for a gripping adventure experience. A

tyre that will take you places you want to go,

no matter the terrain. The thought of riding

big heavy adventure bikes, especially where

there’s dirt involved, doesn’t always excite me

but when seeing pictures of the 230km plus

route we would be taking I did get a bit eager.

After a short 20km sprint on tar, it was time

to head off onto the dirt for a 60km ride that

was sure going to test not only the tyres, but

mine and the bikes ability. I wanted to climb

on the lighter weight Honda Africa Twin but

was too late so was stuck with the heavier,

more powerful 1200 Triumph Explorer. This

did intimidate me somewhat when climbing

onto the dirt road, but the solid, stable feel

from the tyres soon put my mind at ease.

I was completely satisfi ed with the level of

grip, agility, and most of all stability on offer

from the bike and the A41 tyres. It wasn’t

long before I felt like a real off-road pro,

even thoughts of entering the Dakar passed

through my mind. Those thoughts soon

disappeared when I got it slightly wrong

through one of the tight turns. The terrain

quickly brought me back down to earth, but

never-the-less I was still loving every second.

The 60km ride was spectacular, again I never

thought a wasteland covered in rocks and

nothing but brown degraded houses could

look so beautiful. The dirt section seemed

carved out by a true artist, a perfect test for

the tyres and experience for me.

I was left feeling comfortable and very

impressed with the tyres on the long fl owing

dirt roads, scattered with imbedded rocks

and topped with loose gravel. Under hard

acceleration, the A41 rear would release

predictably and then steadily regain traction,

allowing me to drift the rear end around

sweeping turns. Again, making me feel like a

pro rider such as Alfi e Cox.

Late braking on dirt roads can sometimes

end up in disaster, but blind turns and stray

goats make for a perfect test case. While

under heavy braking loads off-road, the A41

front rubber found an amazing level of grip

across the dry clay surface, even while tipped

sideways, which undoubtedly saved the lives

The gorgeous snow covered mountains in the

distance helped add some colour to the very

brown vast Moroccan terrain. The odd patch of

greenery also added some much needed colour.

of countless young and oblivious goats and

other wildlife.

In the blink of an eye the dirt road came

to an end, and it was time for the road part

of the test. I stayed onboard the very reliable

Triumph Explorer for the fi rst 80km of the road

ride before switching to the Honda Africa Twin

DCT – automatic gearbox basically.

Through the gorgeous twisty roads, even

better than the day before, I had to remind

myself I was on and adventure bike fi tted with

adventure tyres. The handling was sublime

and I quickly transformed from feeling like Alfi e

Cox on the dirt to Guy Martin on the road.

Nothing but grip and stability from the tyres.

Peg scrapping very much the order of the day

– I can certainly say I left my mark in Morocco!

No complaints to report, just two very big

thumbs up!

“Twisty roads that make the Isle of Man

TT course seem safe and very boring.

Simply breathtaking!”







083 280 0042


Team Entry Fee only


| 4 riders per team (may use your own bike)

for more info visit www.motorideracademy.com




2018 KAWASAKI 400 & NINJA 650

“People, it’s time to look at a much

more practical and cheaper option,

that will take away some stress and

keep more money in your bank

account. Eliminate stand still traffic

and frequent visits to the petrol station,

resulting in more time to yourself.”




Every day life is getting very expensive, so why not looking at cutting fuel costs

and saving time in traffic? Kawasaki have two very sporty options that will save

you money and time. Words: Rob Portman Pics: Gerrit Erasmus

With the petrol price going up again

the need for a cheaper transportation

solution is becoming more a reality

for motorists looking/needing to save

money. The cost of living these days

is higher and more stressful than ever,

so saving money and time wherever

possible needs to be looked at. Our

roads are becoming bombarded with

cars, and traffi c has never been worse.

There is nothing more frustrating than

sitting in traffi c, crawling metre-by-metre

wasting valuable time. On second

thought, there is something worse. That

feeling when spending your last R200 on

fuel for your car and seeing the needle

barely move. People, it’s time to look

at a much more practical and cheaper

option, that will take away some stress

and keep more money in your bank

account. Eliminate stand still traffi c

and frequent visits to the petrol station,

resulting in more time to yourself.

In this test, we highlight two very good

commuting options available in SA right

now. Kawasaki’s Ninja 650 and all-new

Ninja 400 – Both aimed at the everyday

person/rider who wants value for money,

practicality, fuel economy and comfort.

Also with the option for the more nutter

rider to go attach the odd breakfast

run and track day without feeling

embarrassed rocking up on a cheapo

fong-kong machine. They cater for both

the new entry-level and experienced


The Ninja 650 is a stunning piece

of kit, and offers so much to

experienced and newcomers alike.


Engine: 649cc Liquid-cooled, 4-stroke

Parallel Twin

Max power: 67hp @ 8000rpm

Max torque: 65.7Nm @ 6500rpm

Tank capacity: 15l

Wet weight: 193kg

Price: R119,995

riders alike, offering

more than enough in all

departments to satisfy all their

needs and wants.

Both bikes are very well

priced, extremely fuel effi cient

and have styling straight from their

bigger, more sportier brothers.

Ninja 650

Since its introduction in 2006,

the Kawasaki Ninja 650 has

grabbed the attention of

riders across the spectrum.

Whether you were someone

who had just proudly

received a learner’s license

or participate in club racing, it

has been a practical way into

the sport world as an affordable,

middleweight bike. In 2017, the Ninja

650 received an upgrade and improved

upon all aspects.

The 4-stroke Parallel Twin motor has

power to satisfy its primary market—new

and intermediate riders—and still has

something for an experienced wrist. When

fi rst fi ring up the new Ninja 650, you’ll be

met with an almost subdued exhaust note,

humming along at idle without upsetting the

neighbors. With a light clutch pull, thanks

to the assist-and-slip clutch, it’s off and on

your way. You can happily take on traffi c

with your newfound commuting pal, zipping

around town with a hearty helping of 67Nm

of torque low and mid-range performance.

Power delivery is incredibly tractable—

meaning that it builds power predictably—

in a direct relationship with how much

throttle is applied. There are no sudden

jumps or surges from the engine, nor are

there any hiccups in the power delivery.

Compounding that already positive aspect

is the truly impeccable fueling, wherein I

found zero faults. It’s crisp and sporty, even

as you push it.

The new 650 is far from intimidating. Its

lightweight chassis is simple and easy to

enjoy. It is a remarkably nimble machine.

Tipping the Ninja into corners requires little

effort any speed. Thought-out movements

pay off and are rewarded, while mid-corner

corrections aren’t met with resistance either.

Despite its nimble characteristics, the

Ninja 650 is quite stable, which could have

been aided by the centrally located mass

of the new Ninja 650. At no point did I

experience headshake while accelerating




2018 NINJA H2 SX

R259 888





R299 888






NINJA 400 Winter Test Replica

R76 888

Includes 2 Brothers Exhaust System.

Limited Edition


2018 Z900RS CAFÉ

R168 888





R59 888


Bargain Buy


2018 GTR1400

R199 888




2018 Z300 ABS

R64 888




2018 Z1000SX ABS

R133 888




2018 ZZR1400 ABS Ohlins

R225 888




2018 Z800 ABS

R113 888








Service Plan Includes:

• All Labour required to performed scheduled services.

• 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 079 494 2404 / James 076 827 9676 / Kyle 074 617 7305 / Donovan 072 933 6525

LANDLINES: 011 465 4591 / 011 465 4212 / 011 465 5351 / 011 467 0737

Shop 3 & 4, Showroom on Leslie, Corner William Nicol & Leslie, Fourways

or feel abnormal chassis flex at speed. All

information is translated through the front, and

rear end, which will give new riders especially

full confidence out on the road.

Safety is also a big key on this bike,

which features ABS as standard. Braking is

confident and doesn’t require excessive effort

to get the job done.

The biggest feature, on not only the 650 but

also the 400 which is up next, has to be the

styling. Drawing from the Ninja ZX-6R and ZX-

10R, the bold, aggressive styling, and tightly

fitting bodywork is impressive. Well worth the

money in itself.

Ninja 400

Kawasaki’s new Ninja 400 represents one of

the most important motorcycles introduced

this year. For many experienced riders, at

least, the smaller 250/300cc displacement

bikes that represented the “entry level”

category in the were simply too slow. They

worked awfully hard traveling at highway

speeds, and generally required wide open

throttle, almost everywhere, to make anything

resembling rapid progress on the street. The

Kawasaki Ninja 400 changes this.

The parallel-twin engine in this motorcycle

offers, arguably, the perfect small

displacement powerband for a street bike that

doubles as a twisties and occasional track

day weapon. That broad powerband makes

the Ninja 400 far more usable in city traffic,

for instance, than any smaller displacement

competition, including its predecessor. This

is a bike that you can ride without feeling you

have to wring its neck constantly. Although

it redlines all the way up at 12,000 rpm, and

makes good power up top, this motor will pull

cleanly from as little as 3,000 rpm and make

reasonable thrust anywhere above 5,000

rpm. Despite the broad, flat torque curve, the

Ninja 400 manages to make a relatively high

peak horsepower number … even slightly

higher than a Honda CBR500R. Nevertheless,

Kawasaki also managed to take close to 9

kilos off the new 400 versus the Ninja 300

predecessor. That’s huge!

At a claimed 173kgs with the 14 litre

fuel tank topped up, this is a seriously light

motorcycle. Dry weight is well below 160kgs.

At the same time, Kawasaki tightened up

the geometry on the new steel trellis frame.

A steep steering head angle and a short

wheel base (53.9 inches) combined with the

light weight hint at the amazing agility I found

during testing.

It isn’t just the larger, remarkably efficient

engine that is new, the surrounding chassis

was essentially designed from scratch.

The trellis frame utilizes the engine as a

stressed member, and attaches a relatively

long swingarm – tech straight of the

supercharged Ninja H2.

The styling is simply stunning. Little things like

the front indicators, which have been integrated

into the side fairing panels beautifully, put some

modern-day sportbikes to shame.


The new increased “largest in its class”

310mm front disc, combined with the

redesigned master cylinder results in braking

power never seen before on any lightweight

machine. ABS is also standard and works

like a gem.

In keeping with the design brief, the Ninja

400 features relaxed, comfortable ergonomics

with high placed clip-ons, and footpegs

lower and further forward relative to a pure

racer replica. The new bodywork is designed

to provide good wind protection as well.

Courtesy of a deeper seat pan, Kawasaki

was able to fit a thicker seat pad (90mm) for

improved rider comfort. I experienced nothing

but ultra-comfort during this test.

The new styling incorporates LED lights

all around. Generously, and contributing to

the practicality of the mount, the headlamps

feature dual low beams and dual high beams

(all four of which illuminate on high) resulting

in good road illumination at night. The

integrated instrument panel includes a large

analog tach and a prominent gear position

indicator. In addition to a digital speedometer,

the following information is available:

odometer, dual trip meters, remaining range,

current and average fuel consumption,

external temperature, coolant temperature,

clock and the Economical Riding Indicator

(alerting the rider that he is operating in a

manner to maximize fuel economy).

The Ninja 400 has a low seat height that

should allow most riders to easily touch down

at stops and the clutch pull (courtesy of the

Assist and Slipper design) is very light and

progressive. Pulling away from a stop, it is

immediately apparent that the Ninja 400 has

abandoned its roots for a higher performance

category completely.

Moderate rpm levels translate to good

thrust on the streets and highways, with

highway cruising speeds requiring remarkably

low rpm levels in 6th gear.

It is on the tight, twisty roads where the

Ninja 400 really shines, however. Handling was

precise, predictable and nimble. Simply sublime!

No wonder it’s sweeping all it its way in the

World Supersport championship. I am tempted

to label the Ninja 400 “the best handling street

bike I have ever tested”. The amazing agility

is combined with very good stability, both in

a straight line and mid-corner. The chassis

provides excellent feedback from the tyres,

and the high bar position gives the rider good

leverage – again just inviting new riders in.

At first glance, you would be forgiven

at thinking the 400 was Kawasaki’s new

600cc supersport racer. The styling is racy

and classy, with decals and curves all in the

perfect spots.


Middle and lightweight bikes play an

important role in motorcycling. These

machines help maintain the sport, and may

very be the way riders enter the fold. In this

case, the Ninja 400 and 650 do the difficult

task of offering something for a huge swath

of riders.

New riders will find their ease of use

inviting, and experienced will ride it to its full

potential with a grin. Kawasaki has improved

upon their mid and lightweight models in

terms of performance, and especially in looks,

without forgetting the core demographic that

this bike supports—the next generation. All

this without costing a fortune.

Save time, money and energy. Get rid of

the everyday stress caused by stand-still

traffic and high petrol prices.

It’s time to go GREEN!

The new Ninja 400 likes corners, a lot! The

lightweight chassis allows you to attack corners

with massive speed and full of confidence.


Engine: 399cc Four stroke, parallel twin

cylinder. DOHC, 4 valves per cylinder

Max power: 45hp @ 10,000rpm

Max torque: 38Nm @ 8000rpm

Tank capacity: 14l

Wet weight: 173kg

Price: R75,995


Words: The Singh


The Singh talks about the his first 1000km experience with our long-term Honda CBR1000

SP. And, of course, Rob also took it to the track and gave it some stick... again.

After my rave appreciative review of

the relatively new Honda SP at BOTY, the

folks at Honda SA wanted RF to give their

fl agship model a more thorough expose.

It’s been way too long since Honda had

introduced a new model to the market and

receiving two at one time was a welcome

surprise. The cool part of this test was

we received a brand new SP, none of the

marks of abuse and disregard that would

be normally associated with a long termer.

The RF team treats each bike with the love

and respect one would normally extend to

privately owned assets, so the new bike was

in good hands.

When Honda debuted its R2 Million

RC213V-S a year ago, the MotoGP-inspired

road bike was met with mixed review. While

many enthusiasts questioned the logic

behind Big Red’s limited market machine,

we viewed this exotic bike as a technology

demonstrator and likely precursor to an

upcoming CBR1000RR model.

As always the build quality and fi nish on

the Honda is exceptional, not a blemish to

be found on its fl awless lines and wellengineered

chassis. The key is a bit bland,

but Honda has always erred on the side on

cautious design.

One of the things that was immediately

apparent after my other bike (let’s not

mention any names) was the large drop

in weight, from walking it to turning it, the

SP just feels lighter. Honda explains it as a

lighter exhaust, engine and some other bits

and pieces. A crazy 15 kilograms in total. In

local terms almost 5 Mcfeast deluxe meals,

upgraded. My old CBR banged out 55000

km of commuting mileage before I changed

her. The only challenge on that bike was

she used bits of oil after 30000

km, either way, build quality and structural

integrity was perfectly maintained.

The SP is widely available, and comes

with a titanium fuel tank, lithium-ion battery,

Brembo brakes, a standard quick shifter,

as well as electronically adjustable Ohlin’s

suspension and different paint scheme.

All well worth the 50 odd k upgrade.

With current model pricing across all

other brands, the SP is very competitive

considering all the bells and whistles. With

enough suspension settings to confuse

a brain surgeon, the SP needs you to

understand what you trying to amend in the

handling and then you need to understand

what has to be adjusted to balance this

marvel of electronic wizardry. I would

recommend dating a Honda sales person to

actually get it right.

Swinging a leg over the 2017 bike, it’s

instantly clear that it has been made more

compact. It’s amazingly narrow in the middle

and feels very light coming off the

kickstand. From the cockpit, it

looks small, too. The upper

fairing is an inch narrower,

and the middle fairing is 2cm

narrower. The windscreen is nearly as

tall as the 2016 bike but comes to a

sharp peak at the top, making for a

narrower and more angular look (as

well as a little less wind protection). A

bright, full-color dash displays all of the

bike’s pertinent data and is controlled

via the left switch cluster. The indicator

and horn are both annoyingly close. So

expect to press the horn every time to

try to change lanes or turn. I wonder

who tests these things.

The engine turned over

seamlessly and the as I left the

workshop the gearbox was

smooth and effortless, in true

Honda precision. The SP has an

auto-blip, clutch less up-and-down

shifts and this worked immediately.

I know I am mentioning every detail

of this event, but it’s a brand new

bike and deserves every subtlety and

nuance mentioned.




The bikes paint is of a high quality and

was actually quiet slippery when gripping the

tank, no doubt an action of an overzealous

sales person prior to delivery. One can never

complain about exceptional service delivery.

The ride-by-wire system is simply

executed and feels far more precise than

its predecessor, cables are so yesterday.

On paper the SP has a host of features

managed by the Bosch IMU. The IMU

works in partnership with the 9-level Honda

Selectable Torque Control (HSTC) which

precisely manages rear wheel traction via

the FI-ECU and Throttle By Wire (TBW). The

new Bosch ABS braking (also managed

by the IMU) offers Rear Lift Control (RLC)

and Wheelie Control. On paper this is an

impressive array of rider aids, but there is

more: There are three rider modes, fi ve

levels of power delivery, three levels of

wheelie control and three levels of engine

braking. Whew, it’s a lot of complicated

electronics. As I mentioned earlier far easier

to just date a Honda Salesman.

It’s a comfortable, plush and

uncomplicated riding experience, I feel this

bike lacks a certain level of bottom end

torque but, the engine is still new and tight,

so its fl exibility and power will improve. I did

pick up a small dice with an older GSXR

and the power difference was apparent

as I pulled away from the opponent with

arrogant ease.

We heading towards the fi rst 1000 km

service. RF is hoping to add a pipe and fi lter

to the SP mix, let’s see where that gets us.

“The SP Blade is one of the most

enjoyable modern-day superbikes I

have ever taken around the track.

Even in stock trim it’s a real weapon.

Enough power to handle and enjoy,

with handling almost unmatched in

the market today.” Rob




Hi everyone. I have just completed the fi rst

offi cial test in Jerez and it was also the fi rst

time we got a chance to ride our bikes

and get it setup for the fi rst race. What an

experience! The level of professionalism of

the Red Bull MotoGP Rookies Cup team is

amazing and no different to one of the top

MotoGP teams.

The test took place over a week from the

Monday to the Friday.

The fi rst day we received our kit and

clothes and we got a chance to meet all

the riders and the whole team. We were

introduced to our rider mechanics. There is

1 professional mechanic for every 4 riders

and then each rider has his own personal

helper who will assist the mechanic for the

rest of the year. We also did some photo

shoots with our new rider gear and we did

the seat adjustment and positioning for

each rider.

Day 2 was when the fun started. We got

to ride the Moto3 for the fi rst time. It is an

incredible motorbike! It is super light but it

also has quite a bit of grunt, so you have

to respect that little Moto3. The fi rst few

sessions I struggled a little bit, getting used

to the bike, but as the day progressed, I

started getting better on the bike. We only

got 3 sessions in on day 2.

Day 3 was the longest day and we got

7 sessions of riding in. Slowly we started

to get better and I started getting more

comfortable on the bike, but I could

only manage 20th position at the

end of day 3 and I left a little

bit disappointed.

Day 4 we spent the whole day fi lming and

doing photo shoots, while the mechanics

and helpers stripped the bikes and got

them all ready for the fi nal day of testing. I

spent a lot of time with the 2 rider coaches,

Gustl and Dani, trying to improve and

getting some advice for the last day.

The last day I was ready to perform and I

wanted to prove myself. I went on out the

fi rst session and I ended up 19th while

riding on my own, so that really boosted

my confi dence and I felt good and ready

for the next session. The second session,

during the race simulation, I unfortunately

had a high speed crash at turn 11 early in

the simulation. Fortunately I wasn’t injured

and we could fi x the bike and carry on

for the rest of the day. It was incredible to

watch how fast the mechanics could sort

out the motorbike and rebuild it. All the

guys improved in that long run while they

were following each other and I fell behind.

Unfortunately I was not able to improve my

time after that crash and ended up 25th on

the time sheets.

I left Jerez disappointed and I feel that I

have a lot more to show, but for now I

will just keep on working hard and try to

improve myself physically, mentally and

on the motorbike. It is a very competitive

championship and the riders are extremely

good. They are defi nitely not going to make

it easy for us this year. We still

have a few weeks

before the fi rst race to try and fi x some of

the problems that I had at the test. I will be

giving it my all at the fi rst race and I think

that we are going to do well.

The fi rst race is on the 5th and 6th of May

in Jerez Spain.

The race can be watched live on the App


Thanks to my SA Sponcers

• Fourways Airconditioning

• JB Levelling

RideFast Magazine

• Cadence Wapadrand

#redbull #givesyouwings






25 - 27 MAY 2018










600’s & 1000’s






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