RideFast August 2018


August 2018 issue of SA's best motorcycle magazine


This SA EXCLUSIVE Test is brought to you by















• MIRACLE MAN: Jacob rides again

• RAD RACING: Rent-A-Racer

• TECH TIPS: Air Filters


• LATEST NEWS: All the latest

local & international news

AUGUST 2018 RSA R35.00

Dunlop Tyres SA

Voted South Africa’s Number One tyre brand

• 2010/2011 • 2013/2014 • 2014/2015 • 2016/2017

• 2017/2018 in the Icon Brands Survey by TGI TM



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.


It’s been a topic of many discussions all around the

world for a while now and certainly when brought up

gets very heated on the Moto GP Supporters South

Africa Facebook page. Yes, I am talking about Rossi

and Marquez.

Since the big Rossi ‘kickout’ - and yes it was a kick in

my view - at Sepang back in 2015, the ongoing feud

and fan rivalry discussions have been at full tilt. It has

since gone into tilt overload when Marquez knocked

Rossi off at the Argentinian GP earlier this year. It was

a silly move by Marquez who clearly saw ‘blue mist’ in

front and wanted to make a statement by passing Rossi

from an impossible distance. It all went wrong and the

relationship between the two has once again been

damaged and this time to the point of no return I fear.

Why do I bring this up? Well, I have been thinking about

it recently and had this epiphany on the matter.

Rossi fans actually owe Marquez a pat on the back.

Now before you google where I live and come and burn

my house down, because I know Rossi fans can get

easily angered, let me explain why.

Marc Marquez joined the MotoGP class back in

2013 and we all know what’s happened since then.

He has gone on to win all but one world title since

then, fi nishing 3rd in the 2015 championship behind

winner Lorenzo and runner-up Rossi. Since 2013,

Rossi has gone on to fi nish bridesmaid to Marquez on

three occasions – 2014, 15 and 16 seasons. He also

currently sits behind Marquez in the current standings.

So, why would I say Rossi fans should pat Marquez on

the back? Especially after everything that has gone on

between them. Well, let’s look at it this way. Let’s just

say Marquez did not come into MotoGP and dominate

the way he has and Rossi went on to win the 2014 title,

racking up his 10th world championship. Do you think

he would still be racing? I don’t think so. I think that if

Rossi had won the 2014 title he would have probably

called it quits, making it a very sad day indeed. The way

I look at it is that Marquez has helped prolong Rossi’s

career, which in turn has propelled the spectacle that

is MotoGP to heights never seen before. By Marquez

taking the fi ght to Rossi and denying him his 10th title,

which he really deserves and I really hope he can get

before eventually calling it a day, he has kept the hunger,

fi ght, passion and determination in Rossi to stay racing

and go for that illusive 10th title. He has forced Rossi

to keep training hard and keep his mentality strong

enough to still compete at the highest level. Without

the Marquez infl uence I could have easily seen Rossi

hang it up. Over the years he has disposed of the likes

of Biaggi, Gibernau and even Stoner to a point, who

were no match especially mentally for ‘The Doctor’. But

Marquez has been a different challenge, one that even

he has not been able to break and I think that has kept

him going, which means we can still tune in on Sunday

racedays and see one of the greatest ever bless our TV

screens with his undoubted fl air, charisma and talent.

And this is also why they have the relationship they do,

which in my mind is a typical love/hate one.

So, again I ask the question, would Rossi still be around

had Marquez not come to town? Just think about it

and feel free to email me your thoughts on the matter –

rob@ridefast.co.za. I would love to hear from you, but

just please keep it neat and tidy. I am not trying to start

a war just a fan friendly discussion.

In turn with what I have just said, I think Marquez fans

should also give Rossi a massive pat on the back, as if

it were not for ‘The Doctor’, who had a massive impact

on Marquez growing up, we would not be privileged

enough to see the ‘Ant Man’ in action. Rossi’s passion

and dedication for the sport is what made Marquez

and many other riders work so hard to reach the same

goals. Rossi was, and has been a true role model over

the years, inspiring the likes of Marquez to push the

boundaries and never stop trying. The outcome is a

rider that is truly spectacular to watch and enjoy. In fact,

now that I think of it, Rossi only has himself to blame, as

he pretty much is the creator of the monster that he has

been trying to defeat since 2013…

Staying with the MotoGP theme and legends of the

sport, it brought tears to my eyes watching Dani Pedrosa

announce his retirement from the sport at a special press

conference ahead of the recent Sachsenring MotoGP

race. Dani could not hold the tears back as he made

the call, which didn’t come as a complete surprise with

many calling it weeks before. It did look at one stage as if

Dani would be heading to the new Petronas SIC Yamaha

team, which I was excited to see as I think Dani would

have thrived in a team where more of the focus would be

on him. I think he has been in Marquez’ shadow for too

long and that has knocked his confi dence so much, one

of the biggest attributes to him calling it a day in my mind.

Dani went on to say that he did consider the move to

Yamaha, but that his mind was just not in it anymore and

that the fi re of racing was now gone.

Such sad news, but he will always be remembered as

the little man who made such a big impact in the sport

of motorcycle racing. Our exclusive MotoGP columnist,

Matt Birt, gave us a brilliant article on Pedrosa which we

feature in this issue. We also have a pull-out poster in

the center for you to all enjoy.

We really have managed to put together a real “Speciale’

issue for you all this month. Yes, for this month we spell

special the Italian way as I was lucky and privileged

enough to test the very exclusive and limited new Ducati

Panigale V4 Speciale. A big thanks to David Buckham

for letting me test his beauty. I’m sure it was not easy

seeing me thrash his bike around the track, but it was an

honour for me and David was an absolute star. We’ve put

together a nice spread on the test with some amazing

pictures captured by our main man Mr Gerrit Erasmus

from Beam Prodcutions.

David also very kindly sent us an article on his recent trip

to World Ducati Week, which came out great.

Apart from that we have put together a magazine packed

with all kinds of info and variety. We test a British sports

tourer, an iconic Japanese mothership of a cruiser and

even get a bit down and dirty on some scramblers.

We also feature an event which I was proud to be a

part of and witness fi rst hand. Jacob Kruger, a blind

man who got to re-live his dream of riding a motorcycle

again. It’s a touching and very inspirational story and

hats off to Suzuki SA and all the sponsors, fans, family

and friends who got behind the event and made it the

huge success it was.

That’s it from me for this month. I really hope you enjoy

the mag and hope to get some emails regarding the

Marquez, Rossi comments I made. Think there could be

a cool discussion board to feature in next month’s mag.

Cheers, Rob.


A U G U S T 2 0 1 8




EXCLUSIVE SA test on Ducati

Panigale V4 Speciale




























Taking a road going KTM 1290 Super Duke R and new 790 Duke, Team Dunlop / RideFast KTM proved

once again how durable, versatile and reliable the two naked street bikes are by beating a host of

fully prepped racebikes to clinch 4th place overall in the recent 8 Hour race held at Phakisa.

Ducati V4 Streetfighter coming?

It is not a matter of if, but when

Ducati makes a streetfighter

version of the new Panigale

V4 – this much our sources in

Bologna have assured me.

This news makes sense for

the Italian brand, as the sportnaked

segment is heating up,

and there are plenty of offerings

from other brands that make

the Ducati Monster 1200 R look

a bit dated in comparison.

In fact, just about every major

brand has a bike in this space,

except for Ducati.

At least, we hope so. With Ducati’s V4

sportsbike arriving in showrooms, the

bike has already captured the hearts and

minds of many with its familiar Panigale

lines and all-new frame and of course,

state-of-the-art 211bhp V4 powerplant.

However, to recuperate the substantial

financial investment by Ducati it stands to

reason that they will milk the new engine

configuration for all its worth. Looking at

sales of their Italian counterparts at Aprilia

with the naked Tuono V4 clearly outselling

the fully-faired RSV4, it’s not difficult to

imagine what Ducati’s next use of the V4

will be.

It’s our prediction that a naked V4

streetfighter will appear at some point in

2019 with leaked info and development

images later this year. Expect a retuned

version of the Stradale motor, delivering

10% less peak power (who wants to take

a naked bike to 190mph anyway?) but

with a stronger low and midrange for those

fast traffic light getaways. 185-190bhp

wouldn’t be too far from the ballpark and

would leave the 170bhp Tuono, KTM 1290

Superduke R and BMW S1000R covered

in the Bologna factory’s exhaust fumes.

Styling could take a cue from the previous

Streetfighter with a Panigale V4 twist and

the chassis would almost certainly be on

display – Ducati will want to showcase

both the new engine and the alloy frame

and how the engine acts as a stressed

member, and they’ll want to do it in the

most brutal fashion possible, stripped to

the bone, purposeful and compact without

any excess plastic.

It’s likely that there’d be a normal vanilla

version and a specced-up S model with

the usual Ohlins suspension, lighter wheels

and carbon fibre extras.

We love the concept design done by

MotoKandi/Kardesigns and hope that

if Ducati do a V4 naked bike, it will look

something like this.

Go check out the short video for more

images and subscribe to MotoKandi –

Kardesign’s official YouTube channel – if

you want to see more.



Developed with

Powered by

New Panigale V4

A new opera

Here it is, the new Panigale V4 with its MotoGP-derived technology applied to engine, frame and electronics. The most

powerful V4 delivering 214 hp, the brand new “Front Frame” and the total control offered by state-of-the-art electronics.

All this in a stunning, muscular, athletic body. The new Panigale V4 was born to deliver a riding experience closer than ever

to that of a race bike.

Historic Monster

Ducati have done it again by releasing another special edition

Italian Stallion - the Ducati Monster 1200 25° Anniversario

Ducati Monster 1200 25° Anniversario has been characterised by

an exclusive livery featuring the three colours of the Italian flag on the

nose fairing, fuel tank and passenger seat cover, inspired by the 2008

Monster S4RS Testastretta Tricolore.

First presented at the Cologne trade fair in

1992, with production beginning on 5 March

1993, it didn’t take very long for the Ducati

Monster to climb to the status of an icon.

It was pretty much the prodigy child for the

world of Naked Sports motorcycles, building

a community of Monster fans. Over 325,000

of Ducati Monsters have been made ever

since 1993. It has now been 25 years since

the mark 1 Monster was rolled out and to

celebrate the occasion, Italian motorcycle

manufacturer has built the limited edition

Ducati Monster 1200 25° Anniversario.

Ducati Monster 1200 25° Anniversario will be

limited to only 500 units. The limited edition

motorcycle has been characterised by an

exclusive livery featuring the three colours of

the Italian fl ag on the nose fairing, fuel tank

and passenger seat cover, inspired by the

2008 Monster S4RS Testastretta Tricolore.

The new paint job complements the

prestige seat which is embroidered with

the 25th-anniversary logo. The other

distinguishing feature for the 1200 25°

Anniversario is the gold coloured frame and

forged Marchesini wheels with W spokes in

the same colour.

Details machined from solid, such as

the mirrors, frame plugs, handlebar end

weights and the petrol cap will come as

standard fi ttings. The articulated brake and

clutch levers, as well as the plate holder,

are also in aluminium, while the front and

rear mudguards, the keyhole cover and the

exhaust heat guard are in carbon fi bre. The

Monster 1200 25° Anniversario also comes

with a bike cover, decorated with the

particular logo of this special limited edition.

Ducati Monster 1200 25° Anniversario’s

chassis set-up boasts of a tubular steel

trellis frame. It gets a single-sided swingarm

in aluminium, a fully adjustable Öhlins fork

with 48 mm diameter and an Öhlins rear

suspension which is also fully adjustable.

Braking is handled by two 330 mm Brembo

discs paired with Brembo M50 monobloc

callipers up front and a rear 245 mm disk

paired with a Brembo calliper.

The limited edition is powered by the latest

evolution of the Testastretta 11° DS twincylinder

engine that puts out 147 hp at

9,250 rpm and a maximum torque of 124

Nm at 7,750 rpm.

The electronic package for the Ducati

Monster 1200 25° Anniversario features three

different Riding Modes (Sport, Touring and

Urban), as well as an Inertial Measurement

Unit (IMU) which supplies information to the

ABS Bosch Cornering and Ducati Wheelie

Control (DWC) systems. It also gets Ducati

Traction Control (DTC) and Ducati Quick Shift

Up and Down (DQS) for swift gear changes

without using the clutch.

The Monster 1200 25° Anniversario comes

with a colour TFT instrument panel which

allows the rider to regulate the Riding

Mode settings. In addition, the headlight

is equipped with a DRL (Daytime Running

Light) system.

The Monster 1200 25° Anniversario will only

be available in SA via special order with full

payment of R273 000 done upfront through

Ducati SA. www.ducati.co.za


Super cheap insurance

for your super bike

Insurance that’s geared to your needs

King Price insures your motorbike for its agreed value, which includes accessories

and extras, and doesn’t depreciate... Insure your bike for what it’s worth.

More only-with-the-king benefits:

• 4 cover options

• Approved track school days

• Medical expenses after an accident

• Accidental damage while loading and in transit

• Licenced learner riders

• Limited business use

• Roadside and emergency assist

• R1 insurance for motorbike gear worth R10,000

• Optional shortfall cover and car hire

SMS ‘king’ to 31451 for a quote

Standard SMS rates apply

FSP no. 43862 | T’s and C’s apply

KTM Adventure Rally

A true adventure in the beautiful Swaziland from 23-26 August 2018.

You could also win an EXCLUSIVE trip to the Ultimate Race in Morocco

on the all-new, highly anticipated 790 Adventure R.

KTM adventure bike riders are invited to

discover the true meaning of adventure

in Swaziland this month. The annual

KTM ADVENTURE RALLY gives likeminded

riders the opportunity to explore

the rich beauty and extreme territory

from 23-26 August 2018.

Set with the backdrop of Ezulwini Valley,

rightfully described as the “Valley of

Heaven”, each day will start and end at

the Lugogo Sun and offers two skill level


If charging down dirt roads and

powering through uncharted forests

wasn’t enticing enough, KTM has

announced an added bonus for the

2018 event.

Adventure-seekers have been offered

the possibility of earning a place at

the Ultimate Race – an event that

will take place as part of the 2019

Merzouga Rally in Morocco with a fully

supported ride on the all-new KTM 790

ADVENTURE R. Now that’s cool!

The brief is clear, for a shot at winning

the incredible prize, riders need to be

“Ready to Race’.

All participants on a twin cylinder machine

can sign-up to compete in a qualifying

section during the course of each event.

The top two riders overall will be awarded

the Ultimate Race experience.

The fully supported prize not only offers

the excitement of exploring Morocco

on a KTM 790 Adventure R, but also

includes flights, accommodation, entry

fees, and a full race service.

Not done yet…

As the winners wind through some the

world’s most exquisite terrain, they will

be treated like factory riders and given

the opportunity to be coached by some

of the world’s finest and fastest offroad


The Merzouga Rally is a race over five

days with a prologue, and includes a

marathon stage in the Moroccan Desert.

Stages are varied, navigation is key,

and entries come with a wide range of

abilities from amateur rally riders to the

factory pros.

For more details visit www.ktmadventure-rally.com

Traditional Motor Co.

Triumph Specialist & New

Coffee Shop

Formally known as Traditional Triumph,

the newly branded shop is packed with

like-new Triumph motorcycles and has a

wide variety of motorcycle accessories, from

helmets to riding jackets. Their theme is

very much retro and custom and they have

produced some of SA’s finest projects to

date. They have a fully equipped workshop

and a massive range of new and used

Triumph spares. To top it all off they have

now just opened up a coffee bar, serving

a wide range of hot and cold beverages,

sandwiches and treats. Yes, we have

sampled the food and drinks on offer and

yes, they are amazing and well priced.

Visit this very well run family shop at 147

Van Riebeeck Avenue, Edenvale, or call

them on 011 609 4590.


Bike Kings now open in PTA

A massive new motorcycle accessories store has just

opened in Lynwood, Pretoria. They stock everything

you could possibly want or need - from riding gear, road

or dirt, to general accessories such as tyres, chains,

sprockets etc. They have a massive range of exclusive

offi cial MotoGP rider apparel - Marquez, Pedrosa,

Simoncelli, Lorenzo and more.

Great store, nice people - Louis Kraukamp, man with

loads of experience in the game, is at the helm.

Call 012 271 0070 - www.bikekings.co.za

The SCS range

of Bluetooth



Our lot have just taken delivery of two

SCS Bluetooth head sets for a trip that

they have planned for early next week.

New to the SA market, Kyle has already

mounted the S1 to his Just1 adventure

lid and is raving about it. He bluetooths

Madonna and Kylie Minogue while he

cruises around and he can accept calls

while on the go. He says that the clarity

is really good - just ensure that you

mount the spacer that SCS provides.

He phoned his lady friend at least seven

times at all sorts of speeds and she said

that she could, unfortunately, still hear

him clearly in all situations... even young

Siri worked on this unit, which is pretty

cool - voice prompt, no need to even

touch your phone.

He says that the system does not affect

the comfort of his helmet in any way.

We also have the more advanced S3,

which comes with an FM tuner so that

you can listen to Mix FM 93.8 while

you are on the go. Glenn will fi t this to

his helmet for the trip - and the boys

will be able to chat as they go along.

We’ll give a more in depth review in the

next issue but for the time being, they

appear to be great quality units - we

are very impressed...

Watch this space - www.scssa.co.za

Metzeler Roadtec 01

available in SA!

In our big 9 Naked Bike test we did last month,

one of the bikes we tested was the Yamaha MT-

10 SP, which was fi tted with Metzeler Roadtec

01’s. We put in the test how impressed we

were with the sport touring tyre, which offered

massive amounts of grip on all surfaces we

encountered. What we also said was that the

tyres is not yet available in SA, which is incorrect.

The new Roadtec 01’s are available in SA now

from around R4k per set at most good bike

dealerships around SA.

So if you are in the market for a new sport touring

tyre that offers massive amounts of grip in all

conditions and good overall mileage, then look

no further than the Metzeler Roadtec 01’s.


Stofskop 2018

It’s the 3rd dash in the dust held at the Walkerville

Showgrounds flat track, for The Grand Walkerville Stofskop!

It’s a fun family day with a ‘run what you brung’ around the

dirt oval flat track. Literally bring whatever bike you wish to

race around the dirt flat track.

Event Date: Saturday 15 September

There will be a bar, market and vendor stands open from

10:00am and the Stofskop run what you brung from

13:00 commentated by none other than the editor of this

magazine, Rob Portman.

Booking a riding spot is essential - email chris@stofskop.

co.za to secure your spot now.

Spectator entrance is R20 with kids under 12yrs free.

A rider entry, or spectator entry also enters you into the

Grand Walkerville Stofskop Grand Prize Draw, where you

can win a grand prize! For more information check out

www.stofskop.co.za or Stofskop on Facebook.

Suzuki Weekend 2018

The 2018 Suzuki Weekend Away held at Hotel Numbi and Garden

Suites in Mpumalanga, took place from the 29th June – 1st July 2018

and was the eighth annual event.

It all started in 2011 when Suzuki South Africa decided to have a

Suzuki Weekend Away and create an event for the customers to

spend time with Suzuki staff and dealers. It opens up channels of

communication so the head office team can find out what both dealers

and consumers are looking for in the sales and aftersales space.

Suzuki Auto South Africa comes along with demo units which are

available for test rides during the Weekend. There are also cars from

the auto side for test drives.

On the Friday, all guests arrive at Hotel Numbi and Garden Suites

around 14h00. Everyone has dinner together and everyone is briefed

about the activities to take place the following day.

On the Saturday, everyone meets in the morning and the Suzuki Team

hands out route maps with directions for the day. There are a few

stops with fun games along the way, but mostly it’s about riding and

driving in beautiful Mpumalanga.

We cannot share the games and activities that take place at the Suzuki

Weekend Away as they are designed for people who attend, but ask

anyone who has attended one and they will tell you that it is a “must

attend” event. There have been so many repeat visitors over the years

and it’s open to all makes of motorcycles.

Make sure you keep the last weekend of June 2019 available for next

years weekend away, you don’t want to miss out!


Trickbitz news - Powerbronze

The importers of the Powerbronze brand

into SA are running a special on the KTM

1290 Super Duke R screem, available

in light or dark tint. This is the very same

screen we use on our longtermer and love

it. Price - R2100. Call Mark on 011 672

6599 or email mark@trickbitz.co.za.

ARI - The Original Fork Oil Seals

Ariete fork oil-seals are the best you can

get. This claim is justified by the quality of

the materials used, and attention to detail

in their design and manufacture. The ARI

range has more than 160 different seal

sizes. These cover more than 35,000

different motorcycle models with both

traditional and upside-down forks. We have

seals for classic 1960s telescopic forks

extending through to the air forks now

common both on- and off-road. ARI fork

oil-seals - perfection, from Ariete.

Mandela Day Ride

Loads of motorcycle riders rocked up

outside of the Yamaha Lifestyle Centre

in Malboro ready for the annual ride

through to Soweto in remembrance of

Nelson Mandela. It was a very festive ride

and it was so cool to see so many bike

enthusiasts taking to the streets in an

orderly fashion. A Great rolling advert for

motorcycling in SA.

Our Kyle Lawrenson went along, managing

to bum himself a KTM 1090 R for the day

and this is what he had to say:

This is one ride that is open to all brands

of bikes. And they were there in all shapes

and sizes. Yamaha SA kindly supplied the

starting point – a great, central venue for

JHB road events.

I found it a bit strange that there were no

dealers at this event. Ok, it was a Saturday

morning but it was also the perfect

opportunity for them to mingle and chat

with potential customers who they might

not usually get to meet…

The KTM 1090R stood out like a sore

thumb – a great big orange adventure

XNBR - Ariete Fork Oil Seals

Custom-made for your fork!

Ariete fork oil seals are different! The

quality of their execution is matched by

the unique nature of the material used:

the carboxylated elastomer known as


This compound offers unique

characteristics of resistance to

abrasion, to high temperatures, and to

the complex lubricants with numerous

additives, which are used in modern

forks as fitted to motorcycles and

scooters. The reciprocating action of

the fork tube against the seal subjects

it to a notable degree of abrasion, which

is complicated by the heat generated

as a result of hydraulic displacement

within the fork, plus the friction of the

components involved. This mechanical

wear and tear leads to accelerated ageing

of the rubber which is also obliged to deal

with the chemical action of the various

additives in the lubricant. Oil seals are

normally made from a nitrile rubber, known

as NBR. This is used because it is cheap,

and plentiful, not because NBR is the best

material for the job. Our technical staff have

accumulated 70 years of experience in

the rubber industry, and have spent many

years looking for a better material for the

manufacture of oil seals. In our view, the

machine in among all of the crotch rockets.

Ah well - the 1090R just makes so much

sense in so many different ways and it’s just

as quick as most of the supes out there.

A great commuting bike and one of the

carboxylated elastomer known as XNBR

has the following major advantages when

compared with NBR:

Although the cost of XNBR is almost twice

that of NBR, the sophisticated technology

used to make our oil seals enables us

to put them on the market at highly

competitive prices.

In this way, the Ariete Customer enjoys

the benefits of a very high quality product,

which satisfies the most demanding

requirements, at a competitive price.

For more information on pricing and

availablity call Mark on 011 672 6599 or

email mark@trickbitz.co.za.

very best off-road, but this is a road bike

publication isn’t it?

The big wheels do make life easy on our

interesting roads, no worries about hitting

a pothole in this neck of the woods, the

long travels suspension is designed to

take the hits. Power is so smile inducing

with a marvelously torquey Vee Twin motor

delivering great big lumps of power.

Don’t be fooled though, on the highway

she will comfortably sit at 160kph all day

long. How much faster do you want to get

to work? Twist her ear and she’s a lot faster

than that but I know for sure that The Boss

will read this – so we kept it nice and civilized.

In a nutshell, it’s one of those bikes that is

brilliant at, well everything really. Just bear in

mind that you do need long legs, it’s pretty

tall. KTM does have a lowering kit for the

1090R so no stress shorties.

A lekker day out, nice initiative, great bike

and fantastic company.

The rain spoiled the fun so we took off as

the crowds gathered…

With a bit of luck this will all be publicized a

bit better for next years edition – and we’ll

see you there. Definitely a day well spent.





Discover more: 011 437-4699

King Price Motorcycle Insurance

The ‘King’ of insurance is revved up and ready to insure motorbikes. Insurance

for your 2-wheeled wonder... Including cover you’ll only get with the ‘King’.

So, you have a 2-wheeler, you’ve got a serious

helmet, your snazzy leathers make people around

you stop and stare… What’s missing from your

motorbike assemblage? Motorbike insurance,

that’s what. This is, to put it bluntly, the most

important motorbike accessory apart from safety

gear and a valid SA driver’s licence, of course.

The king of insurance noticed that South Africans

are quite into their bikes and decided to create a

specifi c motorbike insurance offering that would

cover the risks that riders face more often than

drivers. This offering gives you more choice and

access to unique savings.

In line with its brand promise ‘You own it, we’ll cover

it’ the insurer has built a number of options into its

motorbike product, to ensure that there’s a level of

cover suitable for every biker’s needs and budget.

The king’s motorbike insurance is structured to

provide comprehensive cover, third party and theft

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On top of this, the comprehensive option includes a

number of benefi ts not offered by any other insurer.

King Price did months of research into the market

and saw that the available motorbike insurance

products don’t really cover a lot of things that their

motorbike experts think are critical. Policies based

on a motorbike’s retail value generally undervalue

the bike, so the fi rst thing we did was devise

a model that allows our clients to insure their

motorbikes for an agreed value, which includes its

accessories and which doesn’t depreciate. This

means that, with King Price, your bike is always

insured for what it’s worth.

Their comprehensive motorbike clients are covered

for accidental damage that happens at track

schools, provided that they approve their visit to

the track school beforehand. They also cover

some medical expenses following an accident,

as well as damage that happens while an insured

motorbike is being on-or off-loaded, or is in transit.

On top of this, the beefed-up King Price

motorbike insurance product covers learner riders

and some business use.

Another King Price innovation enables

comprehensively insured motorbikers to link

their cover to R1 insurance for their motorbike

gear… Allowing them to insure R10,000-worth

of helmets, boots, jackets and other riding gear

for just R1 monthly. These items keep clients

safe and so we’ll keep the items safe. ‘The

safety of all clients, whether they drive cars or

ride motorbikes, is our concern, always.’ says

Wynand van Vuuren, King Price spokesperson.

King Price clients who insure their motorbikes

comprehensively can also add on cover for

shortfall, which closes the fi nancial gap between

what they still owe the bank and what the

motorbike is worth in the event that it’s stolen,

hi-jacked or written off, and car hire, which ensures

that they’ll have 4 wheels to get them from A to B

while their 2 wheels are being repaired or replaced.

Van Vuuren says that the product was, in part,

inspired by King price xtreme’s sponsorship

of the SuperGP: ‘Our involvement with the

championship, though our sponsorship of 3

top riders, made us aware of huge gaps in the

insurance market for motorbike riders. Our product

doesn’t cover full off-road bikes or quad-bikes, but

we’re certain we’ve got all the bases covered for

bikers whose tyres hit the tar.’

We, as RideFast, fi rmly believe in supporting those

that support the industry we love so much, so we

suggest you give King Price a call and get your

pride and joy covered now by a company that is

putting money back into SA motorcycle racing.

Call 0860 50 50 50 or visit www.kingprice.co.za.

Sell your bike

through Bike Buyers

and win R20 000!

Selling your bike? Trading it

in? There has never been a

better time to chat to James

Ridley or Craig Ramsay

from Bike Buyers - You

could stand your chance of

winning R20 000.00 in cash!

From now until the end of

the year, if you sell or trade

your bike in with Bike Buyers

you automatically go into the

draw to win R20k cash.

A live draw on the Bike

Buyers Facebook page will

take place at the end of

every month until the end of

the year where the winner

will be announced.

Call James on 076 827

9676 for JHB or Craig on

082 872 7751 for KZN.

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to you by



Global energy drink company Monster

Energy has upgraded its support behind

the Yamaha Factory Racing MotoGP outfi t

for 2019 where it will become naming

rights sponsor of the team.



Current Bennetts British Superbike

Championship (BSB) leader Leon Haslam will

make a full-time return to the FIM Superbike

World Championship (WorldSBK) in 2019

with the Kawasaki Racing Team.

Haslam, who has fi ve WorldSBK race wins

and 39 podiums to his name, will transition

from his role at the British-based JG Speedfi t

Kawasaki team to join multi-time champion

Jonathan Rea at the factory squad for his fi rst

campaign in the world series since 2015.

“I have to say a big thanks to Kawasaki

for this opportunity,” Haslam commented.

“Returning to the Superbike World

Championship is something I’m really looking

forward to. After scoring race wins, lap

records, pole positions and a championship

runner-up position in my seven years there it’s

going to be great to get back to WorldSBK.”

Haslams’s introduction means Tom Sykes

has been shown the door by KRT after a

successful 9-years together, where he picked

up one world championship, back in 2013.

Sykes also achieved second place status in

2012, 2014 and 2016, with the 2012 attempt

being closest ever runner up fi nish at just 0.5

points between himself and a second world

championship behind Aprilia’s Max Biaggi.

“I feel the time has arrived, the moment

to make a change in my career and seek

new challenges,” Sykes stated. “Having the

motivation to push to your limits and that of

your machine is all the more important when

you look for the victory at every race and I

feel I have given all I can within KRT. I am now

the best rider I have ever been and I have the

experience to keep winning.

“So now I have decided to make a step

away from the KRT project for 2019 and

look for new goals and challenges. I will

now concentrate to fi nish on the podium

for the last four rounds of 2018 and I am

determined to enjoy my racing and making

this announcement effectively ends all


“The timing of this big career decision is never

easy, but it is especially diffi cult as my personal

life also faces big changes. Regarding this I feel

the weight of pressure has been slightly lifted

from my shoulders and I am sure 2019 will

allow me to operate at full capacity.”

At this point in time Sykes has very few

options left in the WSBK Paddock. He was

rumoured to be heading to the Pata Yamaha

squad, but that has all come to an end

after the announcement that Lowes and Vd

Mark will be staying on the big bang R1’s for

another season at least.

A Milwaukee Aprilia ride seems to be the

only door open for the former champion and

pole position record holder, but Savadori

and Laverty have picked up performances of

late so not looking good there. A wild option

could be the 2nd Aruba Ducati spot, which

might be vacated by Melandri, but that is a

long shot.

A return to BSB or retirement could also be

on the cards, but only time will tell.



Brad Binder has put pen to paper on

a one-year deal with Team Ajo Red

Bull KTM. Brad will race in the Moto2

championship again for 2019, which sees

the introduction of the new triumph 765cc

triple engine. Brad sealed the new deal in

style by winning the Sachsenring race and

is a fi rm favourite for next years.

Brad will hope to make the step up to

the MotoGP class for 2020 as Moto2

champ, either with the factory KTM team

or the Sterlitte Tech 3 squad, but we have

a feeling that he signed the one-year

extention in Moto2 as he is waiting to

see how Zarco performs on the orange

machine before making any decisions.

He only wants to move up to the MotoGP

class on a competitve package, so if

Zarco can show that the KTM bike is

ready to run top 5, then we think he will

make the move up.


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to you by



The summer break – if an extra weekend off

can be counted as an actual break – marks

the end of the fi rst half of the 2018 MotoGP

season, but it also marks a signifi cant point in

the MotoGP Silly Season.

With Marc van der Straten telling the riders

and crew of the Marc VDS MotoGP team that

the team will not be competing in MotoGP in

2019 and beyond, the fi nal shape of the 2019

MotoGP grid is almost clear.

There was no offi cial announcement to mark

the withdrawal of the Marc VDS squad, it

was indirectly confi rmed when the team sent

out a press release announcing that they had

extended their deal with Alex Márquez for the

Spaniard, younger brother of Marc, to remain

in Moto2 for another season.

Emilio Alzamora, who manages both

Márquez brothers, had been pushing for Van

der Straten to keep at least one grid slot in

MotoGP for Alex Márquez, a move which had

the strong backing of his brother Marc.

Alex Márquez remaining in Moto2 is tacit

confi rmation that there is no seat in MotoGP

for the Spaniard.

The withdrawal of the Marc VDS team, and

the transfer of the Angel Nieto Team’s grid

slots to the Petronas SIC Yamaha team

(whose existence was confi rmed offi cially

in a press release between the Dutch and

German rounds of MotoGP) means that the

MotoGP grid will be smaller in 2019.

There will be 22 riders lining up at Qatar,

rather than the 24 who started at Losail this

season. The loss of two riders from the grid

will not overly trouble Dorna: with uncertainty

over who will broadcast MotoGP in Spain

next year, saving around €6 million in team

subsidies will create some negotiating room

for the series organizer.

Of the 22 MotoGP bikes on the grid, 17 riders

have already been offi cially announced and

signed up. Of the rest, both Taka Nakagami

at LCR Honda and Tito Rabat at Reale Avintia

are certain to continue, though contracts

have yet to be signed.

That leaves the two Petronas SIC Yamaha

seats still open, and the second seat in the

Avintia squad.

The two Petronas SIC Yamaha seats are also

close to being fi nalized, though here too we

are awaiting offi cial announcements. Franco

Morbidelli will be taking one seat, assisted

by crew chief Ramon Forcada, who will be

leaving Maverick Viñales at the end of this


The saga of the second seat took quite some

time to nail down: fi rst, Jorge Lorenzo turned

down the offer in favour of Repsol Honda.

Then Dani Pedrosa chose retirement over a

late-career switch to Yamaha.

Now, it seems, Fabio Quartararo is to be

brought up to MotoGP at the request of

Yamaha, as they look for a way of channeling

young talent into MotoGP.

Morbidelli is to have a full-factory Yamaha M1 at

his disposal for 2019, while Quartararo will learn

the ropes in MotoGP on a satellite spec bike.

This, and the creation of a test team using a

European former GP rider as a full-time test

rider are part of Yamaha’s plans to improve

their competitiveness in the coming season,

made partly as a result of pressure from

Valentino Rossi.

The role of Yamaha test rider is open, though

Bradley Smith and Jonas Folger have been

linked to the position. Smith may have the

choice of being a test rider for KTM, if Mika

Kallio’s injury, sustained in a crash at the

Sachsenring, proves to be career ending.

Folger, meanwhile, has offers to race in

Moto2. Whether he tests or races depends

on how fi t he feels, and if he believes he is

capable of racing for a full season.

The one truly unknown on the 2019 grid

is who will take the second Avintia seat

alongside Tito Rabat. Though Xavier Simeon

ostensibly has a contract for 2019, he has

failed to adapt to MotoGP.

The Belgian rider has crossed the line either

last or second-to-last in the seven races he

has fi nished so far this season, and despite

the money he is bringing to Avintia, the team

needs results to show to its sponsors.

That opens up the second seat to other

riders, though they will probably have to

bring money with them. Karel Abraham is

currently favourite to take the ride, as he has

the fi nancial backing to pay for the ride and is

losing his ride at the Angel Nieto Team due to

the team selling its grid slots.

At the moment, Alvaro Bautista is also a

candidate for the seat, but Bautista’s problem

is that he wants to be paid, rather than

pay for the ride. “Now where can I go?” he

lamented at the Sachsenring. “A top fi ve rider

with no bike for next year.”

When can we expect formal announcements

of the as yet unconfi rmed riders? It is very

likely that the remaining rides will be offi cially

announced in the next couple of races, either

at Brno, or between Brno and Austria.

The only seat that may remain unclaimed for

a while is the second Ducati at Avintia, as the

team sorts out its fi nancing and its priorities.

Below is the line up for 2019 and beyond:

Movistar Yamaha

Valentino Rossi Yamaha M1 2020

Maverick Viñales Yamaha M1 2020

Repsol Honda

Marc Márquez Honda RC213V 2020

Jorge Lorenzo Honda RC213V 2020

Ecstar Suzuki

Alex Rins Suzuki GSX-RR 2020

Joan Mir Suzuki GSX-RR 2020

Gresini Aprilia

Aleix Espargaro Aprilia RS-GP 2020

Andrea Iannone Aprilia RS-GP 2020

KTM Factory

Johann Zarco KTM RC16 2020

Pol Espargaro KTM RC16 2020

Factory Ducati

Andrea Dovizioso Ducati GP19 2020

Danilo Petrucci Ducati GP19 2019

Pramac Ducati

Pecco Bagnaia Ducati GP18 2020

Jack Miller Ducati GP19 2019

LCR Honda

Cal Crutchlow Honda RC213V 2019

Takaaki Nakagami Honda RC213V

Tech3 KTM

Miguel Oliveira KTM RC16 2019

Hafi zh Syahrin KTM RC16 2019

Petronas SIC Yamaha

Franco Morbidelli Yamaha M1 (factory)

Fabio Quartararo Yamaha M1 (satellite)


The Pure Racing Helmet

With the extreme ventilation performance and the highly sophisticated aerodynamic system,

the X-Spirit III is your perfect companion to take the top place on the podium.

Optimum Safety. SRP from R11 150 ex VAT

The Essence of Riding

Leonardo da Vinci onced said: “Simplicity is the highest sophistication.” With this in mind we

created a helmet that aimed at the pureness of motorcycle riding. No gadgets, no uneccesary

fancy features, just pure riding in mind. You, your bike and the NXR is all it takes to experience

the essence of motorcycle riding.

Optimum Safety. SRP from R8 550 ex VAT

Limited Offer

Receive a free Official Marc Marquez cap with every Marc Marquez X-Spirit III or

Marc Marquez NXR replica purchased. Offer valid while stocks last. E&OE.

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




A Classic Cowboy Style Jean for every day biking, perfect for

every day commuting and even office wear.

Made from 12 ounce raw denim with Ballistic nylon for abrasion

protection and Removable impact-absorbing pads on hips and

knees while Reflective decals on the back of legs are added

for visibility. Features a Raised Seat, Tailored for a comfortable

riding position with a Gusset for added riding comfort.

* Sizes 34 – 46 in Regular leg which can be shortened to

personal preference.

Price: R1620 From: XKulcha - www.xkulcha.com


Dani Pedrosa is one of MotoGP all time great riders

and now, finally, his apparel is available in SA. Bike

Kings have a variety of caps, shirts and hoodies

now available of the man who will be ending his

career at the end of this season.

From: Bike Kings - 012 271 0070


Trickbitz are the importers of Chiaravalli sprockets in SA and have

a massive range of front and rear sprockets available in all sizes

and colours for most makes and model motorcycles. Chiaravalli

sprockets are made from the highest quality raw materials.

Not only are their sprockets produced from the best materials

available, they are also treated using the most advanced

systems, to achieve the reliability and performance goals set.

From: Trickbitz - 011 672 6599




The Motorex 56ml chain lube mini is the most convenient

and perfectly sized cans to sling in your bum bag, tool pack

or jacket pocket. You can use it anywhere at any time on

any road motorcycle! Refillable in seconds, you can simply

connect it with a conventional Motorex 500ml chain lube

can and press down to activate the flow of lube from one

can to another.


– Prevents chain and sprocket wear.

– Special white lubricant strengthened with

Teflon with extreme adhesion.

– Especially suited for X-ring and O-ring chains.

– Extremely resistant to spin, waterproof and


Price: R100 (56ml) R190 (500ml)

From: RAD Moto - 011 234 5007



These gloves are ideal for those who want to keep their hands warm

and dry! Macna’s Proton Heated RTX is thus a glove that is both

electrically heated, with six different heat levels, and waterproof

thanks to a Raintex membrane that does not let in water but that

wicks away moisture and sweat from the hands.

The gloves are equipped with a heating system that you pair with

your motorcycle battery. Connecting them to the cable that has a

waterproof saftey fuse.

Other heated gloves on the market may have rechargeable batteries

that supply the heating system. It limits the time you can use the

heat and you have to think about charging the batteries. With these

gloves, just plug in and go! Optimum combination of features for

keeping the hands warm and dry.

On the index finger there are two great features - one being a touch

tip, which is great for all your touch screen devices, be it a cell phone

or GPS and second a screen cleaner, which is great for cleaner your

visor while riding.

Price: R1492 From: Holeshot Motorcycles - 011 823 5830/1



Finally, what all SA MotoGP fans have been

waiting for. Langston Motorsports, the

official importers of the Bell brand in SA,

are placing orders for the exclusive, limited

edition Brad Binder Replica helmet.

The Bell Star helmet is the latest, extremely

aggressive generation of a helmet that

started a safety revolution in motorsports

has been reborn to serve the two wheeled

masses with even greater performance

and protection. Redesigned with a smaller

profile for a more refined fit and tuned

specifically for the upright riding position,

the Bell Star combines the comfort and

riding characteristics of a touring helmet

with race-bred aerodynamics and


A limited number of these replica lids will

be making their way into SA. Pre-orders

must be made to secure one of the

historic and exclusive Binder replica’s.

Cost is still waiting to be 100%

confirmed but expect to pay

around R12 000 for the replica

helmet, which will come with a

FREE signed poster and visor

by Brad himself, as well as a

A4 Binder sticker kit.

To order your lid, email jp@

langstonracing.co.za along with

contact details and helmet size.

Pre-orders are vital so make

sure you get yours in now to

avoid disappointment!

Price: Around R12 000 From: Langston Motorsports - jp@langstonracing.co.za


Miracle Man


It’s becoming harder

and harder to draw any

positivity or inspiration from

today’s cruel society. It

seems as everywhere you

look there is nothing but

negativity and dispair. The

fiction stories of everyday

super heroes bringing

positivity and hope to all is

just that, fiction.

Until now...

Words: Rob Portman Pics: Gerrit Erasmus

Jacob Kruger is a 46 year old man

who sadly lost his eyesight after

suffering a horrifi c motorcycle

accident in November 2005. A

motorist swerved into him, knocking him

and his wife, who was riding pillion, off. He

sustained serious injuries and was in a coma

for almost a month, taking just over three

months to become lucid again. The serious

physical injuries resulted in his loss of sight.

Sadly, Jacob’s wife was killed in the accident.

Doctors told Jacob that his brain moved

around so much inside his scull during the

accident that his optical nerve tore where it

was attached to his brain – this caused his


He eventually left the hospital in March

2006 and started orientation and mobility

training, which included getting used to

walking around with a white cane, doing

some cooking and so forth. The orientation

and mobility training helped Jacob, however,

the greatest enlightenment for him was

fi nding out how to make use of technology

without his sight and getting back to using a

computer. Since Jacob is a web developer

and had basically lived on the internet since

it became available in South Africa around

1996, re-learning how to use a computer was

very important to him.

Whilst recovering, Jacob did a Google

search on ‘blind motorcyclist’ and came

across a write-up about Billy Baxter, who was

part of the UK army’s motorcycle stunt team

before he became blind. Billy is now in the

Guinness Book of Records for doing 180mph

on a bike after losing his sight. Jacob found

Billy to be very inspiring and wanted to get

back on a bike himself, but just sitting at the

back was never an option for him.

When Jacob recovered, he was back at

work and back in the biking scene. He is a

member of a bike club called the Hell Razors

(named after the Ozzy Osbourne song). The

club members support Jacob in many ways,

including guiding him when he rides his bike.

Ian Bottomley runs Action For the Blind

and Disabled - a company that fi nds work

skills for blind and disabled people. Jacob

is now one of their assistant technology

consultants for their IT department.

Ian and Jacob became really close and Ian

wanted to help Jacob get back to doing what

he loved so much, riding bikes. Ian owns a

WR 250 and he suggested that Jacob take it

for a ride, which he did...

Blind and dirtbike?

Does not really mix, although we’ve seen

some of the racer boys in the dust…

The date was set, Nicks Cycles serviced

the bikes and they headed out to a farm in

the Midvaal area. One with a wide open fairly

fl at, tree free fi eld.

The man tasked with helping Jacob relive

his dream of riding again was Ian Howard,

brother of Joanne from Nick Cycles who is

Jacob’s girlfriend.

Ian is basically like a motorcyclists guide

dog. He undertook the instruction/partnership

for the day. Jacob and Ian are good friends

so they have an understanding, which is so

important for something like this.

Back in March this year and Jacob would

get to ride again.

How did they do it?

Intercom from rider to rider. Jacob hopped

on, hit the starter, fi ddled the clutch and in his

words “it was like meeting an old friend again”.

And it’s really simple – kind of Blind Faith.

Off you go. Left means start going left.

LEFT! LEFT! means left a bit harder. And

LEFT! LEFT! LEFT! means holy cow! Things

are about to go wrong – turn LEFT Dammit!

Ian followed on Nicks Cycles Suzuki

Eiger quad, talking him through the corners

and turns. What a sight it was - once a

motorcyclist always a motorcyclist!

That ride very much got the hunger back

inside Jacob’s belly, so, it was now time to

take it a step further...

Ian with a few more grey hairs after the first ride.



A ride to inspire others

The next step for Jacob was to ride a

motorcycle around a racetrack. This

all became possible after a simple

conversation around a braai.

Jason Wessels, a well known

name in the track riding game, visited

Nick Cycles one day where he was

asked by Joanne if he could maybe

help Jacob fulfi l his dream of riding on

track. A few nights later, Jason had a

braai and visiting was his good mate

Clint Lake, from Suzuki Motorcycles

SA. Jason went on to tell Clint about

Jacob’s desire to ride on track again

and that, as they say, was that.

Clint and the team from Suzuki SA

happily got involved and set in motion

one of the most inspirational days ever

witnessed in SA.

Three months leading up to the

event, Jacob, on board his sponsored

Suzuki SV650, would head out to

Redstar Raceway in Delmas and

practice on certain Mondays and

early morning Sundays with Ian right

by his side, as always. Over 170km

of practice was done before the big

event, which took place on Saturday

the 7th of July out at RSR.

Hundreds of spectators, including

bikers from over 15 different riding

clubs, fl ocked to the circuit paying

the R20 entrance fee which went

towards raising funds for the SA

Guide Dogs Association and Action

For the Blind and Disabled - R25

000 was raised so thanks to all who

contributed! A ceremony will happen

sometime in September where the

money will be handed over, but

donations are still open and coming

in and we will be sure to be at the

ceremony and cover it in and see

what the fi nal amount will be.

Suzuki were the title sponsor of

the event and not only covered the

cost of the track for the day and the

two bikes and fuel used by Jacob and

Ian, but also provided demo bikes

for customers to ride. The Suzuki

Swift car club were also there giving

disabled kids a spin on the skidpan -

was an amazing sight seeing the smile

on their faces.

Bands, which played for free, food

vendors and other stalls made the

atmosphere around the track electric,

but we were all there for one reason

and one reason only, to cheer as loud

as we could for one of the bravest,

most inspirational men I have ever had

the pleasure of meeting.

After all the track rides, where

riders paid R50 to do 3 laps around

the track - all proceeds again going

to charity - it was time for Jacob and

Ian to get geared up and head out on

track for the ride.

Just past 2’o’clock Jacob and Ian

lined up on the starting line. Once all

the gear and communication devices

had been setup, it was time to go.

Jacob set off slowly and

cautiously, with Ian right on his tail

talking him through the process.

Now, RSR is a tough track even

with full eye sight, so it made this

even more special that he was

able to tackle the track in complete

darkness. Jacob and Ian managed

to complete 4 laps around the

4.2km circuit within the allotted

hour, averaging just under 15min

per lap. The Guinness Book of

World Records has been contacted,

but so far with not much response,

to see if it can be made a record.

But that’s not the end goal, Jacob is

happy in his heart with what he has

done and this ride was not about

setting a record but rather inspiring

others to not let their disability hold

them back. It was a message to

those who have been in the same,

or similar situation as him to get

back on and ride again.

It took a lot of concentration

and effort and to do the 4 laps and

crossing the line I could see that

Jacob and Ian were both drained,

but ecstatic at the same time.

The packed pit wall and

grandstands cheered at the top

of their voices with every passing

lap and at the end I’m sure even

Cape Town could hear and feel

the screams, claps and tears. The

Hell Razors lined up on the grid to

welcome home their brother, who

after being drenched in champagne,

headed off for another lap this time

leading his crew around.

It was an amazing day and one

which gave me and all those present

hope, proving that super heroes do

in fact exist. I was proud to be part of

this truly inspirational man’s journey

and wish him nothing but the best for

the future.

Jacob ended the day with a quote

we should all live by;

“There are no limits

other than those you

apply to yourself.”

KCR Motorcycle Fanatix were their

in full support.

Jacob leads his brothers from

the Hell Razors around for a

parade lap.

RideFast fans Blessings, Vanessa,

Jaco and Sheryl enjoying the day.

On this day, this Super Hero

did not have a fancy logo,

or was dressed in spandex

with a cape, but rather

just a set of Berik 2-piece

leathers and a helmet.

Joanne gives her man a big kiss.





The Tiger Sport is reportedly the most popular bike on Triumph’s

employee purchase deal. In other words, this is the Triumph that

Triumph employees are most likely to spend their money on. That

tells you a lot. The Tiger Sport is made in Hinckley, England. Many

of Triumph’s other models are made in its factories in Thailand and

Brazil, so that this one is made “at home” gives it a feeling of being

extra special. Maybe that’s another reason Triumph employees

choose it over other models. Maybe it’s also why those employees

have lovingly equipped the bike with dozens of unique little touches.





Triumph’s all-rounder, the Tiger sport, has gone under the radar for far

too long and after a much needed face-lift back in 2016 it’s now ready to

put itself up as a serious contender in the sports touring market.

Words: Rob Portman Pics: Gerrit Erasmus & Triumph Press

I’m sure you must know by now that Triumph

motorcycles are back in SA and with a full

range of 17 models available in different

colours and styles. I have fi nally ticked off

getting to ride their new 765 Street Triple and

1050 Speed Triple roadsters and now get to ride

another bike I have been very keen to explore –

the new Tiger Sport.

Created fi rst back in 2007, the then called

Tiger Sport 1050 was more an adventure styled

bike created to go up against BMW’s mighty GS.

Since then, adventure bikes like the GS range

have gone off on a tangent, becoming bigger,

more expensive with loads of electronics and

other treats. That put the Tiger Sport 1050 into

the shadows a bit and made it an option not

many buyers would think of or consider.

In 2013, Triumph gave the Tiger Sport 1050

a big overhaul, while keeping it simple, honest

and mechanically brilliant, which ultimately made

it more affordable. Triumph gave the 1050cc

triple motor an extra 10hp while the chassis

got upgraded with a longer swingarm and trail

to make it more stable in the corners. A lower,

narrower seat meant better comfort and opened

itself up to the slightly shorter riders. Up right

bars were brought closer to the rider to make the

overall ride better in every way. They also gave

it more of a street-focused attitude, with fully

adjustable forks added and heavier springs for

more support in the corners and when carrying

a pillion rider.

The more street focused Tiger Sport 1050

was now not aimed at the adventure bike market

anymore, but rather the Sport Touring segment,

which by 2013 had grown massively and

become a big part of every manufacturers plans

and some say purely because of the Tiger Sport.

“Versatility is in vogue in today’s motorcycling world,

particularly among mature riders who like to do big

mileage in comfort, without letting their sportsbike

riding buddies put a gap on them in the twisty

bits. Hence the rise of the adventure sports tourer

and bikes like the Triumph Tiger Sport, which can

commute, tour and attack corners well enough to

earn respect in pretty much any company.”



“Branded mirrors,

footpegs, seat, and so

on show a real attention

to detail. These subtle

touches not only give

the bike a feeling of

quality far in excess of

its competitors but also

suggests that whoever

designed this bike really

cared. He, she, or they

thought about how the

bike would, should, and

could be ridden and

managed to deliver a bike

that is so much better

than you’d ever suspect.”

Rivals moved from the GS to the then new and

class leading KTM 990 Supermoto Touring

bike and Kawasaki’s Versys 1000. The Tiger

Sport 1050 quickly got tagged an adventure

shaped sports tourer with almost one foot in

the super naked category. It’s more aggressive

styling leant towards it’s sportier cousin, the

1050 Speed Triple naked, with whom it shared

its triple-powered powerplant. It gave off

multiple impressions – from everyday street

commuting to naughty, sporty. A bike that was

well reviewed and loved by many in the land of


The problem for Triumph was that although

it was a great bike, it was still heavily underrated

and appreciated by the market. It was

overshadowed in the ever-growing Triumph

range and was tagged a good all-rounder rather

than a stand out star.

The Tiger got new stripes

The Tiger Sport 1050 has always been an

exciting bike to ride, but one that was not always

the first to come to mind in the ever growing and

demanding sport touring segment. Triumph set

out to change that mentality by giving the new

Tiger Sport some fresh new stripes in the form

of engine and electronic updates.

2016 saw big changes made to the now

titled Tiger Sport - Triumph dropping the

1050 from the name, which suggest no other

versions of the bike will be released. While the

chassis remained similar, the already torquey,

fun-loving triple motor was heavily revised with

a reported 104 changes being made – from

new free-flowing exhaust and airbox to fuel

mapping. Peak torque and power had only

increased a fraction but the spread had changed

significantly; there was a 4-6% increase in

torque between 5 and 7000rpm – right in the

midrange where the motor is most used.

The old Tiger lacked some modern-day

electronics, which is one of the main reasons

why buyers did not take it seriously enough.

This was addressed with the addition of traction

control, three riding modes, cruise control and

ABS as standard. They even threw in a 12v

power socket and a USB under the seat for

charging your phone. A manually adjustable,

tinted flip screen made its debut along with new

clocks, hand guards and wind deflectors, which

not only help with aerodynamics but also in

the styling department. New graphics and seat

embossed with the Triumph logo just finish the

bike off perfectly.

Triumph claimed the Tiger Sport to ‘excel at

every aspect of motorcycling from scratching to

touring and more’. Until now, we in SA have not

been able to put this tag to the test but now with

the new importers the Tiger Sport has finally

made its way into SA and I was really excited to

finally swing my leg over it.



Two colour options are available - the Matt Black

with hints of bright yellow is simply stunning, while

the Aluminium Silver is just as appealing.

A new Tiger in SA

To me it just sounds like the perfect combination

– an excitable triple motor in a versatile chassis

with electronics to help keep things in check.

That’s pretty much what the Tiger Sport is and

what attracted me to it.

I simply love the styling, again, just a good

combination of all aspects. Those aggressive

eyes stare right into your soul, luring the naughty

little gremlin inside to come out and play.

Climbing on the bike for the fi rst time I knew it

was going to be enjoyable. The bars are perfectly

placed while the low seat didn’t have me tearing

my groin muscle when trying to climb on. Firing

it up and that oh-so familiar and loved purr

from the triple motor melts my heart – yes, I am

somewhat of a Triumph fan, as I’m sure you all

know by now.

Immediately from setting off things get exciting.

Throttle response is quick and easy, not much

persuasion is needed to get this Tiger roaring.

It instantly and invitingly springs into action

ready to take you on a thrilling ride. Unlike most

thrilling riders, roller-coaster come to mind, this

one is comfortable and kept well in-check by

the electronics package. The traction control

works in conjunction with the three-riding modes

available – Rain, Road, Sport – and provides

ample amounts of play for one to really enjoy the

experience. I had the bike set in Sport mode for

“Immediately from setting off things get

exciting. Throttle response is quick and easy,

not much persuasion is needed to get this

Tiger roaring. It instantly and invitingly springs

into action ready to take you on a thrilling ride.”




“126hp and 106Nm of

torque is available out of

the 1050cc triple motor

and man is it enjoyable.”

most of the ride and I found this the best.

I don’t really think there is even a need to

change into road or wet, as the motor is

so easy to control no matter the ride or


My fi rst couple of hours were spent

hustling through nightmare JHB traffi c. It

was a bad day to be out on the road as

there was stand still traffi c everywhere.

Luckily, I was on a comfy bike, something

more road users should think of doing

with today’s soaring fuel prices and

heavily congested roads. The upright

riding position is confi dence inspiring as

you sit up nice and high so don’t feel

intimidated riding in-between the stand

still traffi c. Throttle response is smooth

and polished and with the extra power

available in midrange and tall gearing you

don’t have to be in-and-out of gears.

I just simply kept the bike in 3rd gear

while riding through at a safe 50kph. As

expected, I would be putting the brakes

to the test on more than one occasion,

as time-and-time again furious none biker

loving motorists would swerve to stop

me from lane splitting. Thankfully, the high

spec Nissin braking system worked like

a charm, as did the hooter, which was

probably the most used item on the bike

over my two-day test.

Not even the threat of these morons

could get the smile off my face. Minute

after minute the Tiger Sport would have

me chuckling in pure delight. The bike

was just as keen as I was to get off the

main roads and fi nd back roads lite up

with twisty bends. It had proven that it

could handle the everyday hustle and

bustle of commuting, it was now time to

fi nd out if the sporty side could keep up

with my enthusiasm – it was time to let

the Tiger out of its cage!

The upright riding position not only

lends itself to an assured and comfortable

ride on the everyday commute, but also

invites a confi dence inspiring relationship

with the front end through corners.

Front end steering is precise, direct and

responsive and the gorgeous singlesided

swingarm is more than happy

to come along for the ride. The bikes

nature quickly and happily transforms

from everyday street to sporty, bend

slaying fanatic. The fully adjustable Showa

suspension along with grippy Pirelli Angel

ST tyres means nothing but solid feel

and grip in-and-out of every turn. The

forks don’t dive excessively under hard

braking and the slipper-clutch assist

system works well, so the bike doesn’t

get out of shape easily when attacking

The dash is set up in a combination of digital speedo with

analog tach. Within this set-up you’ll also get the information

we’ve come to expect from a modern dash: gear indicator, fuel

level, engine temperature, clock, two trip meters, current and

average fuel consumption, range until empty and riding mode.

It’s the small things that make a big differance and the Tiger

Sport has plenty of those. Like the 12v socket for GPS or

heated clothing cleverly tucked into the fairing and a USB port

located under the seat to charge your phone. You can set the

indicators to be self-cancelling, and the tyre valves are angled

to make them easier to access. And how cool is that rear rim?







Matt Black

1,000 km

R 149,000

Extra's: Vance & Hines

Pipes, Flyscreen, Tail tidy



Lucern Blue

14,000 km

R 175,000

Extra's: Top box



Matt Khaki Green

15,000 km

R 159,000



Crystal White

5,000 km

R 169,000



Cranberry Red

45,000 km

R 109,000



Crystal White

11,000 km

R 179,000

Extra's: Top box, Panniers


New R 248,000

Launch Price R 219,000


New R 164,000

Launch Price R139,000

F o r F u r t h e r I n f o r m a t i o n P l e a s e C a l l 0 1 1 4 4 4 4 4 4 1 l e m a i l i n f o @ t r i u m p h b i k e s . c o . z a

w w w . t r i u m p h - m o t o r c y c l e s . c o . z a l F a c e b o o k : T r i u m p h M o t o r c y c l e s S o u t h A f r i c a

C n r S o u t h & D a r t f i e l d R d s , E a s t g a t e E x t 1 3 , S a d n t o n



the turns. Racing through the bends the bike

feels controlled and sporty – the Tiger thrives

when out of its cage. The gearbox is smooth

enough but the addition of a quick-shifter will

make the ride that much more appealing.

Probably the biggest plus I got from the

bike was its fuel economy. I managed just

over 260km out of the 20litre tank, that

included 30km with the fuel light on. And

that was not holding back too much, when

I could, I would twist that throttle as wide

open as it would go, so I was surprised at the

distance I managed out of the tank.

Playtime is over Tiger

Dropping the Tiger Sport back off at Triumph

SA was probably one of the saddest days of

my life. It felt like giving away a long-time pet,

who I had enjoyed and loved every second

we had spent together.

The new Tiger Sport has very much been

put back in the shop window thanks to the

upgrades made. It’s now sportier, more

comfortable and more refined than ever.

Triumph’s claim of the Tiger ‘excelling at every

aspect of motorcycling’ could not be further

from the truth. From town commuting to

open road touring, the Tiger Sport enticed

and proved just why it should be taken more

seriously. Build quality is exceptional and the

attention to detail is resplendent.

The Tiger Sport proved heavenly through

the hell that is everyday JHB while still

satisfying my sporty addiction whenever the

urge presented itself. The motor produces

power everywhere in the rev range. Midrange

power is the motor’s real strength but there

is still more than enough stink at high rpm.

What was pleasantly surprising was the

stability of the bike at top speeds. I reached a

max of 230kph and the front only gave off a

slight bit of movement, much less than some

of its competitors.

The Tiger Sport is a step ahead of the

Kawasaki Versys 1000 (R159 995) in every

way, but has some pretty fierce competition

in the form of the Yamaha Tracer 900 (R139

950), which also features a great triple motor

and is R24k cheaper. Very evenly matched

ride wise, but the Triumph Tiger sport just

has that bit more ‘yes’ factor to it. The more

glamorous BMW S1000XR (R197 900) is

another big rival and will wow a bit more

with its fancy stuff, but the Tiger Sport will

leave you pleasantly surprised with what it

has and how it works. It will also have your

wife, wallet and bank balance loving you a bit

more. Priced very well at R164 000, it’s R34k

cheaper than the BMW S1000XR and does

the job just as well, if not better in some areas.

There were only a few gripes that I could

find on this bike; firstly, you can change riding

modes while on the fly but you have to do so

by taking your hand off the handlebar to press

the mode button situated on the dash. Why

not just have it on the handlebar like most

do? Secondly, as I mentioned in the test, a

quick-shifter as standard really would have

put the bikes riding experience one level up.

Triumph SA have a demo model available

so I suggest you get down there and

experience the bike for yourself. Triumph also

have low mileage demo models for sale priced

from only R139 000. Now that’s a steal!

Triumph SA – 011 444 4441


Engine: 1050cc Liquid-cooled, 12 valve,

DOHC, in-line 3-cylinder

Maximum Power: 126hp @ 9,475rpm

Maximum Torque: 106 Nm @ 7,000rpm

Wheelbase: 1540mm

Seat height: 830mm

Dry weight: 218kg

Price: R164 000





No matter whether it’s a road or track bike, perfect and intact chassis geometry is a must. The RapidLaser is your

professional check-up tool, which will shed light on improper bike set-up and hidden frame and chassis damages/

deviations. One of the biggest advantages of the RapidLaser is that you can diagnose the bike without removing the

fairings/bodywork, which is a real time-robbing exercise. RapidLaser is a must-have kit for workshops, race teams, used

bike dealers and used spare part handlers/breakers as well.


>Rear wheel alignment check

Improper alignment of the rear wheel

results in excessive wear on the sprocket

teeth, drive chain, wheel bearings, cushdrive,

axle and tyre.

>Bent/twisted fork leg check

A simple slow-speed low-side can easily

bend the fork tubes and lower triple clamp

in one go, so this is another crucial area of

bike checks, while again, this has a very

serious impact on handling.

>Bent/twisted headstock check

Motorcycle frames are prone to bending/

twisting in case of a crash, even more

in a frontal collision. Not only will the

smallest deviation compared to the factory

state render the bike useless, it is very

dangerous for street and track riding and

must be taken care of immediately. A frame

damage is considered as one of the most

serious damages of a motorcycle.

>Wheelbase measurement

An altered wheelbase can be a tell-tale

sign of a frontal collision too, as a shorter

wheelbase occurs only when the steering

angle (rake) gets steeper (assuming

stock geometry and factory suspension

settings). In order to carry out a successful

wheelbase measurement, you need

to have the bike in a factory condition

regarding the drive-train! New, oem spec

chain (including chain slack), sprockets

front and rear, as the values given from the

manufacturers only apply in stock trim.


1) Measuring scale

2) Long measuring rods, 3pcs

3) Short measuring rods, 2pcs

4) Laser module

5) Mirror module

6) Magnets, 2pcs

7) Fastener cone 60mm, 2pcs

8) Fastener cone 45mm, 2pcs

9) Fastener cone 30mm, 2pcs

10) Hex. axle adapter M14x1.5

11) Hex. axle adapter M16x1.5

12) Hex. axle adapter M18x1.5

13) Hex. axle adapter M20x1.5

14) M5x60mm puller bolts, 2pcs

15) Wheelbase measuring tape




Always use a rear paddock stand. Lift the

bike up on a flat, horizontal surface.

>Mounting the measuring rods

As bikes differ from each other, for best

mounting results and centralization, the

measuring rods can be fixed in several

ways (depending on the bike’s setup and

mounting possibilities):

a) With the supplied fastener cones

On bikes sporting hollow wheel axles, the

rods can be pushed through. For best

possible centralizing and mounting, we

supply three different sizes of these conical

fasteners. Always use the matching one

in size. Any dirt/imperfections/damages

on the axle surfaces can lead to false

readings. It is very important to examine

the contacting surfaces, making sure they

are nice and smooth. Use sand paper or

grinder if necessary.

b) With the puller bolts

For axles on which the rod can’t be stuck

all the way through, use the puller bolts.

While using a conical fastener on the other

side of the axle/rod, first tighten the puller

bolt in the rod with approximately five full

turns, and then tighten the plastic nut, so

the whole assembly sits snuggly in the axle.

c) With the threaded hexagonal axle


In case the axle is solid or blocked in some

way (and threaded on the outside), use the

suitable size hex adapters. Always remove

the axle nut first, then bolt on the adapter

onto the axle.

d) With the magnets and hex adapters

On solid and/or non threaded axles use the

magnets with the hex adapters. First stick

the magnet onto the end of the axle. It is

very important here as well, that the end of

the axle is intact. Any damages/deviations

will lead to false readings. Use sanding

paper/grinder if necessary to flatten and

smoothen the contact surface. Use one

of the short measuring rods in this case

with the hex adapter. Repeat the checkup

process, if you doubt the results as the

axle’s uneven end can lead to improper

alignment of the laser/mirror module.

Rotate /turn the axle 45 degrees before

doing so.

Note: If you don’t find the necessary part

(a fastener cone or axle adapter) in the

RapidLaser set for a specific bike, please

contact Healtech SA on 011 452 3881 for



With the RapidLaser you can perform five different

measurements/check-ups as detailed in the following chapters.

>Rear wheel alignment check

1) Mount one of the rods on the swingarm pivot axle with the

suitable mounting adapter and fasten it.

2) Slide the laser module on the rod and fasten it with its

fastener bolt at the bottom slightly. Make sure the module is

facing the rear.

3) Mount one of the suitable rods to the rear wheel axle with

one of the suitable adapters.

4) Slide the mirror module on the rod facing the laser module

and fasten its fastener bolt at the bottom slightly. Make sure that

nothing is blocking the laser beam reaching the mirror module.

5) Turn the laser module on. Rotate/fine tune the position and

angle of both modules until the laser beam is reflected onto the

scale on the laser module.

6) The beam should point right to the center of the scale.

Acceptable tolerance is 2mm to either side of the scale.

Anything above that should be corrected, i.e. the rear wheel

needs to be aligned. When adjusting the rear wheel, consult

the bike’s Owner’s Manual for the range of proper chain slack.

(The two most common causes of premature chain wear are

improperly aligned rear wheel and worn sprockets.) Note:

It’s advised to mark the axle or axle blocks’ position in the

swingarm. This way you have some precise guides when

carrying out maintenance tasks in the future.

Watch the tutorial video of the ‘Rear wheel alignment check’




>Bent/twisted swingarm check

Important: Make sure the rear wheel is properly aligned

prior carrying out the swingarm check. Otherwise the

result of the measurement won’t be valid.

1) Mount one of the rods on the swingarm pivot axle with

the suitable mounting adapter and fasten it.

2) Slide the laser module on the rod and fasten it with

its fastener bolt on the lower side slightly. Make sure the

module is facing the rear.

3) Mount one of the suitable rods to the rear wheel axle

with one of the suitable adapters.

4) Slide the measurement scale vertically onto the rod,

facing the laser module and fasten its fastener bolt

slightly. Make sure nothing is blocking the laser beam

reaching the scale.

5) Turn the laser module on. Rotate/fine tune the position

and angle of both the laser module and the measurement

scale until the laser beam is pointing to the middle of the

‘crosshair’ in the lower part of the scale.

6) Now start to rotate the laser module on the rod very

carefully so the laser beam is wandering to the upper part

of the scale until it reaches the markings.

7) The beam should point to the middle of the scale.

The more it is offset from the center, the bent/twisted the

swingarm is. The acceptable tolerance is one marking to

either side, which is 0.25°.

Note: Examine the swingarm bearings and the linkage

assembly first, before proceeding with swingarm repair/


Watch the tutorial video of the ‘Bent/twisted swingarm check’


>Bent/twisted fork leg check

Important: The condition of the

headstock affects the result of this

check-up. To make sure the frame is

intact and you get the most precise

readings, carry out a ‘Bent/twisted

headstock check’. (Otherwise the

result of the measurement can’t be


1) First, you have to adjust the steering

to the very center.

2) Lift the front of the bike with a

paddock stand on a clean and flat,

horizontal surface.

3) Mount one of the rods on the

swingarm pivot axle with the suitable

mounting adapter and fasten it.

4) Slide the laser module on the rod

and fasten it with its fastener bolt on

the lower side slightly. Make sure the

module is facing the front.

5) Mount one of the suitable rods to

the front wheel axle.

6) Slide the mirror module on the rod

facing the laser module and fasten

its fastener bolt at the bottom slightly.

Make sure nothing is blocking the laser

beam reaching the mirror module.

7) Turn the laser module on. Rotate/

fine tune the position and angle of

both modules until the laser beam is

reflected back to the very middle of the

scale on the laser module.

8) The beam should point right to the

center of the scale. 9) Remove carefully

the mirror module from the rod. Slide

the measurement scale vertically onto

the rod, facing the laser module and

fasten its fastener bolt slightly. Make

sure that nothing is blocking the laser

beam reaching the scale.

10) Turn the laser module on. Rotate/

fine tune the position and angle of

the measurement scale until the laser

beam is pointing to the middle of the

‘crosshair’ in the lower part of the scale.

11) Now start to rotate the laser

module on the rod very carefully so the

laser beam is wandering to the upper

part of the scale until it reaches the


12) The more it is oriented from the

center, the bent/twisted the swingarm

is. The acceptable tolerance is one

marking to either side, which is 0.25°.

Note: If the headstock of the bike

is intact according to the headstock

check carried out previously, then the

fork legs are bent/twisted. Should

you need assurance, repeat the


Watch the tutorial video of the ‘Fork leg check’



>Headstock check

On bikes with hollow steering stem, it’s possible to

check the headstock without stripping down the bike

entirely. On some bike types it might be necessary to

remove the handlebar, fairings, etc. to reach specific

areas of the motorcycle.Be sure to examine/adjust the

head bearings prior check-up, otherwise the result of

the measurement won’t be valid.

1) Mount one of the rods on the swingarm pivot axle

with the suitable mounting adapter and fasten it.

2) Slide the laser module on the rod and fasten it with

its fastener bolt on the lower side slightly. Make sure

the module is facing the front.

3) Slide one of the suitable rods through the steering

stem and mount it with the matching size fastener

cones (on top and bottom).

4) Slide the measurement scale onto the rod, so it’s

sticking out the laser module side of the bike. Fasten

its fastener bolt slightly. Make sure nothing is blocking

the laser beam reaching the scale. You might need to

turn the handlebars slightly.

5) Turn the laser module on. Rotate/fine tune the

position and angle of both the laser module and the

measurement scale until the laser beam is pointing to

the scale, hitting the horizontal markings. Rotate the

scale slightly to get the lowest possible value. Take

note of the value.

6) Place the measurement sheet on the upper end of

the rod, above the top yoke /clamp.

7) Turn the laser module on and rotate/fine tune

the position and angle of both laser module and

measurement scale until the laser beam is pointing to

the scale, hitting the horizontal markings. Rotate the

scale slightly to get the lowest possible value. Take

note of the value.

Now compare the two values. The more they differ, the

more bent/twisted the headstock is. If the values differ,

repeat the measurement again, but before doing so,

remove the scale from the rod, push down the front

of the bike a few times (compressing the forks), then

turn the handlebar from side-to-side a few times. This

loosens up the front fork and the headraces. Should

the values differ just as the same in the previous

check, the frame is damaged.

Important: The maximum tolerance between the two

values is 2mm (which equals 0.25°)

Watch the tutorial video of the ‘Headstock check’ - www.healtech-electronics.com/videos/RL04.htm

For more information on

pricing and availability email


or call ITR Motorsport on

011 452 3881





Here at RideFast, we not only love to

RideFast, but also love testing bikes to

their limits, so, what better way than to

enter an 8-hour Endurance race around

one of SA’s most iconic circuits?

We entered our KTM 1290 Super Duke R

long-termer as well as a stock standard

KTM 790 Duke to see just how they

would handle the tough endurance.

Words: Zoe Bosch & Michael Powell

The 2018 MRA 8 hour Endurance

Race was held on Saturday 30 June at

Phakisa Freeway in the Free State.

For the handful that don’t know, it’s

the race track where the MotoGP was

held many years back.

From when the word got out,

excitement started building. This would

be our fi rst time racing the 8-hour

Endurance as team RideFast. We were

determined to make it happen come

hell or high water! We already had a

bike - the KTM 1290 Super Duke R -

but had to make a few more calls and

soon enough we had a big sponsor

in the form of Dunlop SA, who would

be supplying us with their new KR451

slicks and Q3+ tyres as well as some

cash to help cover costs.

Having only one bike, we knew it

would be hard to fi ght for the win, since

it was a relay race - meaning that each

team member could use their own

choice of bike to keep it cost and time

effective. Another call had to be made to

our friends at KTM South Africa, where



we politely asked for the brand new KTM 790

Duke for our C and D group riders to use. KTM

SA, as always, jumped at the opportunity to get

the coverage and show off the capabilities and

reliability of their new naked machine, which

only recently made its way into SA.

With the idea of having these two amazing

bikes at our disposal and Dunlop SA backing

us, it was time to get a team together.

Shaun Portman and Zoe Bosch were

tasked with riding the 1290 beast in the A and

B groups, while brothers Sean and Michael

Powell were tasked with riding the 790 Duke

in the C and D groups.

These classes all had time limits, which

riders had to stick to. Class A meant that

Shaun was not allowed to break out of the

time limit of 1.44, class B could not ride faster

than 1.50, while Sean was not allowed to

ride faster times than a 1.55 in class C and

Michael in class D could not go faster than 2

minutes. If any of the riders found themselves

breaking out of their time limits, this would

count as a penalty lap for the team.

There were 3 categories available to enter

in - the TT Category, for novice riders, the SBK

category for more advanced riders and then

the GP category, for serious riders. Without a

doubt, we entered the GP category but were

shocked to see the teams we were up against

- some professionals were present.

The weekend started off on Friday, when

every rider got two sessions in, just to get the

feel for the bikes and tyres. Shaun Portman

and Zoe were riding the KTM 1290 Super

Duke R, which they struggled a bit with in

terms of setting up the suspension. The real

struggle was getting the setup to a point that

both Shaun and Zoe could ride with, due to

the difference in riding style and weight. Sean

and Mike Powell found setup on the 790 a

quick and easy process.

Saturday and the race day started off

extremely cold. Shaun Portman, as our A rider,

was going to be the one to qualify in the cold

conditions of 6 degrees. Even though it was so

cold, the morning already started off with lots of

laughter and happiness all around. We were all

extremely excited for the race to start.

The race commenced with a “Le Mans”

start, which was done by Shaun as our A

rider and Mike holding the bike on the other

side of the track. Thanks to Shaun, we had a

great start to the race without any problems.

Unfortunately, during this fi rst session already,

the safety car was sent out due to an incident

at turn 2, where the host of the event, Andre

Neethling, tucked the front end at 200km/h.

Shaun was stuck behind the safety car for a

while and we were all waiting eagerly for the

green fl ags to come out for the race to resume.

The end of the session saw Shaun come

in and with our team’s excellent timing Zoe

got to go out in B before the rest of the riders,

gaining massive advantage for the team.

Another terrible incident at the end of the

backstraight saw the safety car coming out

again and Zoe ended up following the safety

car for many laps. Unfortunately, our timing was

not perfect this session around, causing us to

lose out on three laps, dropping us way down

the fi eld after starting strong up in 5th place.

One of the biggest worries we had was

that Sean and Michael would break their time

limits, causing us to get penalised by a lap.

The KTM 790 Duke fi tted with Dunlop Q3+

tyres was a dream around the track, so both

riders had to be careful. Luckily, we managed

to get through the race without a single rider

breaking out of their time limits throughout the

whole 8 hours.

We rode the KTM 1290 on the same front

tyre throughout the whole weekend and we

only had to change the rear tyre once, after

that tyre had completed Friday practice, as

well as the fi rst sessions of the race. The 790

also only required one tyre change on both

front and rear, seeing as the front tyre was not

brand new for Friday practice.

The tyres provided by Dunlop proved to

be of excellent quality, providing us with the

grip and longevity needed to participate in

this event. Endurance races all come back to

time management and the tyres allowed us to

save time, seeing as we only had to change

our tyres once rather than 10 times.

With the incredible focus and

determination of the team, we managed to

fi nish the race in fourth place overall, just 10

seconds behind the guys who placed third

and 0.35 seconds ahead of the guys in fi fth.

Needless to say that it was a tight race and

absolutely everyone who participated rode

their hearts out and enjoyed it.

The slightly modifi ed KTM 1290 Super

Duke R with stock standard suspension

and engine once again proved a real track

weapon, while the new 790 Duke raised more

than a few eyebrows - both giving the fl at out

race spec bikes a real run for their money,

even leaving a few in their tracks. Reliable and

versatile, both bikes earned their status as

top-class naked sportbikes.

Massive thanks goes out to KTM South

Africa, for once again having the confi dence in

their brand and supporting us in an event like

this. Thank you to Dunlop SA for providing us

with such excellent tyres that lasted for so long

with perfect grip. Well worth a look if you are

an avid trackday rider.


RF Garage


Brought to you by

The importance of cleaning

and changing your airfilter.

You might not be aware

of this – but air filter

maintenance is just

as critical as checking

your oil level. And we’ll

explain why.

What does an airfilter do?

Well – it filters a lot of stuff out of the incoming

air so that cleaner air gets to your injectors or


What stuff is filtered?

Solid particles in exhaust fumes, micro

particles in the air and, of course dust.

What happens if you don’t filter that

stuff, won’t it just detonate and pass out

of the bikes exhaust?

Some of it will just pass through for sure – but

some of that stubborn stuff gets into your

carburetor or fuel injection system and clogs

things up. The bits that get past the fuelling

system go into your bikes cylinder head and

over time forms a nice kind of grinding paste

which, over time, will grind your valves down

and ultimately damage your engine. This will

cost you some shekels for sure.

Won’t my bike run better without a filter?

It can, but removing the filter opens a whole

can of tuning issues specifically on carbureted

engines. If you want your bike to run lekker

without a filter – mindful of the potential

damage, you’ll need to jet the bike correctly

for the greater flow of air.

Not recommended, but some performance

bikes and so on are run with Venturi inlets

and no filters. A fuel injected bike will basically

self-compensate – but it’s not recommended.

How do I know if my filter needs


In extreme cases, your bike will run roughly,

use more fuel because it is running richer

and battle to start. But by then – chances

are your filter is already pretty shot. Inspect it

every once in a while. New they are shiny and

clean. Check that there is no visible damage

where the dirty air can get past. It’s a lot like

your favorite underpants, they get dirty and

holy and you can see the dirt. Serviceable

Dirtbike filters need regular cleaning especially

in the winter months when it is dry and dusty.

On most road bikes, the paper filters are not

serviceable and will need to be replaced.

How often do I need to check my filter?

That is directly relative to how often you ride.

On a dirtbike, it’s recommended that your

service is cleaned and oiled after every ride –

especially in the dry months.

Road bikes don’t take as much punishment.

The filters are generally replaced or serviced

at every service interval.

Ok so how do I get to the air filter?

This varies from bike to bike. Some, like

our Triumph XCX are flippen akward to get

to, others are relatively simple to access –

especially dirtbikes, which are designed to be

accessed frequently. Check your workshop

manual, it’s really not that hard.

Left: Paper filters are not

serviceable and need to be

replaced when they are dirty.

Right: Sponge filters

commonly found in dirtbikes

are generally washable and

can be used again and again.

Not too bad but could use a clean.

A rather worn valve. This can be caused by a

dirty airfilter allowing particles though...

Fins on the paper filters collapse over time.


We pay instantly

We buy nationally






Bike Buyers is here to make

your selling experience

as good as your buying





Recommended retail price shown / Only models available in SA shown

Aprilia RSV4 RR

Price: R262 300

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 959 Panigale / Corse

Price: R209 900 / R240 900

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 / GSXR1000 R

Price: R242 300 / R277 750

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

Aprilia RSV4 RF

Price: R337 900

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

Honda CBR1000RR

Price: R228 600

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 GSX1300R Hayabusa

Price: R205 900

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


Price: R255 500

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

Ducati Panigale V4 Speciale

Price: R669 900

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

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 GSXR750

Price: R157 200

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

MV Agusta F3 800 RC

Price: R363 200

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

Yamaha R1

Price: R259 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

Ducati Panigale V4 / V4S

Price: R288 900 / R359 900

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

Kawasaki ZX10R

Price: R229 990

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

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

Pictures shown may differ from actual model. Specs are claimed by manufacturer and not tested. Prices as of May 2018. Prices may change so please contact local dealer.

Now open

in KZN.


Recommended retail price shown

/ Only models available in SA shown

Aprilia Tuono V4 1100 R

Price: R232 000

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 R134 900

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: R157 100

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: R262 300

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 R164 900

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: R210 000

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: 8/10

BMW S1000R

Price: R211 400

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: R146 999

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: R152 000

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: 9/10

Ducati Monster 1200 & 1200 S

Price: R196 900 - R230 900

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: R74 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 R257 900

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: R57 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 May 2018. Prices may change so please contact local dealer.

Call Craig Ramsay

on 082 872 7751


Recommended retail price shown / Only models available in SA shown

Aprilia RS4 125 FDK Replica

Price: R85 700

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 R168 900

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: R72 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: R201 800

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: R203 900

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 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

Yamaha Tracer

Price: R139 950

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: R199 100

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 R182 900

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: R168 350

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: R288 700 / R311 900 (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: R149 550

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 R202 900

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: R69 600 / R70 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: R232 550

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: R69 300

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 999 (R108 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: R31 820

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: R235 350

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 May 2018. 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

KTM 1290 SuperDuke GT

Price: R236 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: R72 999 / R58 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

Triumph Tiger Sport

Price: R164 000

Max Power: 126hp @ 9,475rpm

Max Torque: 106 Nm @ 7,000rpm

Weight (dry): 218kg

Key features: Traction control, riding

modes, cruise control, triple motor

Our test rating: 8/10



Recommended retail price shown

/ Only models available in SA shown

BMW R1200GS Adventure

Price: R256 400

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: R80 400

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 R165 999 / R182 300 (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: R240 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: R244 600

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 R259 900

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: R231 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: R177 850

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: R217 900 / 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: R225 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: R166 700

Price: R155 100

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: R317 900

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: R193 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 R189 900

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: R178 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 May 2018. Prices may change so please contact local dealer.

Suzuki DL1000

Price: R167 550

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: R121 100 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 Tiger 1200 XCx / XCa

Price: R219 000 / R248 000

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 XCx / XCa

Price: R181 000 / R199 000

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

Now buying offroad!


Recommended retail price shown / Only models available in SA shown

BMW R nineT Scrambler

Price: R204 000

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

Price: R299 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: R164 900

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: R196 700

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 R328 900 / R285 900

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: R164 900

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: R180 200

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 R196 900 / R227 900

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 R138 900

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: R175 300

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 R179 900

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: R119 500

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: R168 995

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: R180 350

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: R175 900

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: R147 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 R

Price: R183 000

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 May 2018. Prices may change so please contact local dealer.

Triumph Street Twin

Price: R131 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: 7/10

Triumph Street Twin Scrambler

Price: R153 000

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: 7/10

Triumph Bonneville T100 / T120

Price: R141 000 / R157 000

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 Bobber / Bobber Black

Price: R166 000 / R175 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

• Now Open in KZN Call Craig Ramsay on 082 872 7751

• www.bikebuyers.co.za

• Now buying offroad!

Track Day Fees


1 ST SEPT 2018


EMAIL: entry@redstarraceway.co.za

Office: 076 624 6972

Email info@redstarraceway.co.za .

Groenfontein / Dryden Turn Off

N12 Zonderfout Farm

Portion 5 Delmas 2210

GPS Co-ordinates

S26 04'30.9"

E28 45'20.0"


R550 Wednesday & Friday

R800 Saturday & Sunday




UP ! ! ! !












Revved Up

2 0 1 8 H O N D A G O L D W I N G

The Honda Goldwing is one of the most iconic motorcycles ever released and for 2018 Honda have

revved up their beefy tourer by throwing updated electronics, engine and transmission. We asked

one of our touring freaks to take it for a test ride and let us know what he thinks.

Words: Armando Lourerio Pics: Gerrit Erasmus



Engine: 1833cc Liquid-cooled 4-stroke 24

valve SOHC flat-6

Maximum Power: 125hp @ 5,500rpm

Maximum Torque: 170 Nm @ 4,500rpm

Wheelbase: 1695mm

Seat height: 745mm

Wet weight: 383kg

Price: R392 000 (DCT) - R367 000 (manual)

When I fi rst laid my eyes on the

bike in Spain a few months

ago I ran to the bike. I was so

excited. What a beautiful thing to look at.

It’s no wonder it took so long for Honda to

present this exquisite and iconic bike. Gone

are the days where 2 wheels are attached

to a lump of metal that produced power

to move you forward at a snail’s pace

throwing newspapers onto front porches.

No matter the viewing angle, all of them

are like that of an artist impression of how

a big bike should look. There were people

standing around the bike and I had to wait

my turn to sit on the seat and feel the riding

position. Eventually it was my turn. I sat on

the bike and knew immediately that this is

a serious tourer made for long distance.

The seating position is up right with your

legs and arms both at almost 90 degrees.

Personally, I prefer a tourer with a horse

riding stance where your legs are stretched

out. The horse riding position is in fact the

most comfortable position. Of course, that

is where the Africa twin has its place. Yet

the riding position on this bike is neutral.

Like the baby bears porridge, it’s not too




Honda greatly reduced the button clutter littering the

previous Goldy. The left control pod is a little less crazy

than it used to be, but it’s still a little overwhelming.

And yes, that is an air bag situated on the tank.

hot, it’s not too cold it’s - just right. Not

to the left and not to the right but in

the groove.

Navigation and Radio

The navigation does not work unless

you have a blue tooth system installed

on your helmet. So, unless you do this

whole helmet thing you wont see the

navigation on this futuristic screen on

your dash. Absolutely pointless if you

ask me. What if the battery on your

helmet is not charged, what then? Also,

why you would have a sound system

on the bike if you are forced to have

coms attached to your helmet? The

second you have coms attached to the

helmet you no longer need a big sound

system. Right or wrong? Although the

sound system is impressive while doing

50 km per hour, after that, much of it

is gone with the wind. And then again,

who rides at 50km per hour on any

given highway? I tried getting into the

whole music thing by playing everything

from ACDC to classic music. It just

irritated me and no sooner switched

it all off, put my ear plugs back in

and enjoyed the silence with my own

psychotic thoughts, which let me tell

you is far more entertaining.


Torque is what you are looking for

on a tourer. And let me tell you torque

is intoxicating and addictive. But not

nearly as that of a Triumph Rocket 3. I

want to stab myself in the ankle with a

hunting knife because I sold my Rocket

3. But the Goldwing has plenty torque,

170Nm of it, which is what you need

on a big bike like this. 140 km per hour

was the sweet spot. And on my superfast

pocket rocket naked bike 140 was

also the sweet spot. At one stage when

I owned a 1200 GS and the BMW RT

and again 140 was the sweet spot. So,

with all four bikes I found myself riding

along at 140 km per hour irrespective

of which bike was between my legs,

but the difference between all the

above was that on the Goldwing it

felt like I was going 80km per hour. It

simply means you don’t feel the speed

and that in turn makes you think the

bike is slow. But it’s far from that.

I am not sure how many of us

consistently do 180km per hour

from Johannesburg to Cape Town

regardless of the bike you are sitting on.

Accelerating with this big bruiser is

absolute bliss. Once again torque is

addictive and yes if you not a torque

addict yet it’s because you have not

What’s new:

Upgraded Electronics

All the Gold Wing’s electronics were updated. The switchgear is back-lit

and has been rethought. The dash is a completely new layout with a

7-inch TFT display as its centerpiece. Just sitting in the cockpit will

impress you with how well laid out the controls are for operation while

on the move. The Gold Wing is also the first motorcycle to incorporate

Apple’s CarPlay system, while Android Auto is in the works. Riders who

like to communicate with their passengers can now do so via Bluetooth

– so no more dangly wires! Riders who use CB radios will be happy to

know that a CB is a factory option.

Transmission Choices

Honda thinks everyone would benefit from using the third-generation

Dual Clutch Transmission (DCT), but not everyone agrees with

the engineers. So, riders are given a choice of a 6-speed manual

transmission or a 7-speed DCT (what we tested here). Both have the

same final drive ratio, allowing the Wing’s engine to loaf along at highway

speeds. However, in addition to the smoother shifting, the 7-speed DCT

should give more spirited acceleration – thanks to more closely spaced

gears. Also, the DCT has a new forward and reverse Walking Mode to

make maneuvering into and out of parking spaces much easier. Non-

DCT Wings offer electrically assisted reverse.

More Power And Better Mileage

The GL1800, as it is also known, now displaces 1833cc, but that bump in

displacement and the additional 5 hp Honda claims the engine makes

aren’t the whole story. The engine now has just one 50mm throttle body

and features four-valve heads, which means more responsive bottomend

and mid-range to throttle inputs, which will affect the bulk of the

time riders spend in the saddle and not just when they twist the throttle

to the stop. The greater fuel efficiency of the engine means that Honda

could reduce the tank size to 21 litres (down 4l) and maintain the same

range as with the larger fuel cell.

Keyless Operation

With keyless operation, you no longer have to fumble into your pockets

after you’ve got your gloves on. Just walk up to the Gold Wing and turn

the ignition knob. There’s not even a key slot for the ignition! The luggage

opens electronically at the push of a button if the key fob is within range.

The key fob also has a clever on/off feature that allows you to turn it off

when situations require that you be within range but you want to make

sure nobody can open the bags or start the engine. Finally, there’s a

physical key inside the fob that will allow you to unlock the bags via a

secret key slot hidden on the bike. After that, you can input a code to

start the engine should the fob ever fail you while you are out on the road.











L I M I T E D S T O C K - C A L L F O R P R I C I N G


Brand new africa twin

models from only

r139 000



1000KM only

r189 000

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


The big six is all new, but still feels as

comfy as an old pair of jeans.

been exposed to it. However, I did fi nd that

getting to 170 was pretty easy but was not

as confi dence inspiring as I would have

liked. Passing an 18-wheeler on a narrow

road with a pillion had to be planned. It

wasn’t just open the throttle and go. I found

that it ran out of steam just when you

needed it most. But I am still here

to tell the story so how bad It can

be… not so much I guess!!

The ride in the ice-cold dead of night.

I was meant to be out riding at 11am on

a beautiful sunny day but Rob dropped

the bike late afternoon. So, when I was all

packed up it was heading for early evening

and I had to be in Clarence that same

night. I dressed up in my normal riding kit

not thinking about the drop-in temperature

going through the Free State in winter. So

yes, I was caught out with the cold 2-degree

temperatures heading into the Free State at

8 at night. Interesting I only realised just how

cold it was when I took a break at a fuel

station. I was completely under dressed for

the occasion but thankfully the Goldwing had

my back.

If I were back on my pocket rocket or my

Dual-purpose tourer I might have stayed over

at a nearby motel. But standing there looking

at this beautiful machine with coffee in hand

the strangest feeling came over me. It was

almost as if the bike was saying don’t worry, I

will get you there.

Wind blast can be a real pain when on

long distance riding and then add to that

rain and cold weather and suddenly you

wish you were 20 again. But since I am half

a century already and I have come

to appreciate the fi ner things in

life. I welcome these creature

comforts with both hands.

I left the station in ice cold

conditions at 9pm and within 10 minutes

I understood why a Goldwing is a


The level of comfort when

the chips were down was

incredible. I was under

dressed for the occasion, I

then realised that going to a

wedding dressed as a hardcore

rebel Goth can be acceptable.

Of course, I felt a bit of cold, but only just

enough to realise that I was on a bike and

not in a car.

The screen can be adjusted 1 millimetre

at a time making it possible for you to decide

just how much wind you need or don’t need.

I was cruising along one of the back roads



at around 130 kph when suddenly there is

a pothole. My fi rst reaction was to brake as

hard as possible, but it was too late. Let me

tell you, if there is only a single reason why

you would want to own this bike, it would

be because of how smooth the suspension

is. Before hitting the pothole, I braced my

whole body with my shoulders higher than

my head, one eye scrunched waiting to hear

that terrible bang from the front and a jolt that

would send my teeth a centimetre deeper into

my gums I bit so hard. But nothing, almost

an anti-climax. Not a sound and not even a

feeling that I just hit this hole in the road. This

happened over and over until eventually I just

chilled out with no concern about bumps

and holes I could see, but could not feel.

This bike is smooth and when you ride it

you know something others don’t know. It

must be the number one thing for me about

this bike, smooth, smooth, smooth.

Goldie Locks is by no means an in-andout

of traffi c bike. It’s not meant to be either.

And that is why you should have at least

another bike in your garage.

Now you know the other bike I am

referring to hey? It’s the one that wants to

kill you and can do 300 plus on the clock.

It’s the same little bugger that causes wrist

arthritis, a stiff neck and a sciatic nerve pinch.

It’s the bike we all talk about at the breakfast

run with mates. All this is happening while

Goldie waits at home patiently until you

are ready to sneak off on a one-month ride

across South Africa with your babe on the

back while she sips white wine and watches

Dexter on Netfl ix on her smart phone.

Something I did not like about the bike and

that could be just me. I did some research

and I did fi nd one other post that complained

about the same thing. I felt a pressure from

behind the helmet pushing me forwards the

whole time. It’s the exact opposite to front

end buffeting. But this is more a gentle but

consistent pressure from the rear. It was

annoying and found me playing with the

screen non-stop. I must also add that this

might completely go away if you have a

different helmet. But that would be a different

test all together.

As always with a pillion you need more

input with handling. I did not like the extra

weight of a pillion on an already heavy bike.

With or without a pillion made a remarkable

difference in the feeling of the bike. Without

a pillion the Goldwing is seriously nimble and

easy to move around. The bike handles well

with enough clearance to corner beyond

most road riders ability. I would say that a

BMW GS or a BMW RT are both far superior

with pillions on the back. On these 2 bikes

you don’t even know that there is a pillion. I

found the same issue with the BMW 1600GT.

A pillion somehow makes the big tourers

extra hard to manoeuvre. No sudden moves

come to mind when you have a pillion.

You need to be a minimalist when packing

for long distance trips that involve more

than three or four days. Although it looks as

though you have ample space, you don’t. If

you pack more than just the essentials you

should be in a car with a Venter close behind.

As a tourer I expected to see some packing

space up front. A pack of smokes, a lighter,

cell phone and a charger with a wallet must

now go elsewhere. You can’t quickly stop on

the highway pull out your phone that’s been

charging and while sitting take a quick glance

at messages and so on. Now it’s off the bike

and onto the side stand. Then into the top

box and move stuff around. It’s a bit silly.

Doing a test on a bike automatically sends

one into fault fi nding mode and you forget

to just enjoy what’s beneath you. And so I

imagined that the bike was given to me as

a present and I must now ride it as if all the

complaints I might have would be something I

would have to live with.

It took me a while to understand

this bike. I needed to know

what the fuss was all about and

herewith my experience. This

beautiful machine will take you

from one end of South Africa to

the other in style and comfort.

No matter what the weather

conditions the bike will keep you

safe, warm and dry. Terrible roads

will feel like newly built highways.

The sound of that motor and the torque

is intoxicating. Each time you push the start

button you will smile because it sounds oh so

amazing and when you throttle away from a

starting position, running through the automatic

gears, your pillion will thank you for not ripping

her neck off as the gears change like silk from

fi rst to seventh gear. Yes, seven gears.

When you fl ip the cruise control on at

140km per hour on a long road with heated

seats, front and back, as well as heated grips,

you will love the feeling of freedom and just

giggle and wonder why you punish yourself

with a fast super. You will then understand

why the fi ner things in life cost a little more.

If at the end of your 1000km journey

you want to relax with a good wine and still

chat the night away then this is the bike for

you. Imagine a bike without a single vibration

through the foot rests and a bike that absorbs

all the defects on our roads coasting along as

if you are on a magic carpet dancing on the

clouds. So smooth and so sweet.

I have to laugh when I think about the

reverse gear. I parked on a slight downhill

nose facing downwards. I mount the bike

with my pillion and push a button. The bike

slowly moves backwards by itself. The funny

thing is I was still pushing with my legs out

of habit. But when I fi nally gave up I realised

how amazing the reverse gear was for these

situations. We need it on the big GS bikes. I

bet it will happen soon.

Would I buy this bike?

Yes I would, but there are conditions. My only

condition would be that I must have a naked

bike next to Goldie the Goldwing, just to still

fi t in with my mates on Sunday morning. But

that’s about it.

The new Goldwing is now available in

SA, but is limited. Both DCT (R392 000) and

manual (R367 000) models available.

Contact Shaun at Honda East Rand Mall for

any further questions regarding the bike and

availability - 011 826 4444.






This SA EXCLUSIVE Test is brought to you by

We love nothing more than testing the world’s finest

motorcycles available today and in this SA EXCLUSIVE Rob got

to test a very ‘Speciale’ machine around Red Star Raceway.

Words: Rob Portman Pics: Gerrit Erasmus



D U C A T I P A N I G A L E V 4 S P E C I A L E & V 4 S

Ducati’s new Panigale V4

powered superbike is more

than enough machine for even

the way above average rider.

It punches out a class leading

215hp and tips the scales at a mere 195kg

wet, also class leading. In fact, everything

about the new bike is class leading.

It’s wowed each and every journo or

rider that has been lucky enough to ride

one. It’s a romantic, ramphant and sexual

surge of performance and styling. It ticks

every box more than once and takes the

desirable and iconic Ducati superbike

experience to another level.

So, how could it get better?

Ducati have not stopped there. They

have released another version of their V4

that promises to be even more ‘Speciale’.

But before we get to that let’s recap on the

V4S model, which we have tested before

on a couple of occasions in stock trim but

now has some extra bark and bite with the

slip-on Akro double pipes fi tted. We also




The Pangiale V4S will have you looking

and feeling like a top factory rider.

wanted to get another point of view

from a man who knows a thing or two

about Ducati superbikes.

The new benchmark

Every review or opinion you read

about the new Paniagle V4 will

have the same outcome – it’s the

new benchmark in the production

superbike market. Yes, it broke all

the rules by going with an 1100cc V4

engine but who cares, the end user

wants the biggest and the best and

Ducati have given them just that.

This would be my second time

testing the new red beast here in SA,

but the first with Akro pipes fitted.

Ducati SA very smartly fitted a set of

official Akro slip-on pipes to their demo

model, which not only gives it some

extra power but now also makes it

louder than a hillbilly’s wedding. It roars

louder than anything I have ever heard

before. Still that very distinctive V-Twin

roar at the bottom but from 7000rpm

onwards the V4 comes screaming.

Whenever I test a bike I try and sniff

out those little gremlins that could, or

should be better. The tiniest details can

make the biggest difference and Ducati

more than most understand that.

Honestly, I am still to find something

on the new V4 that I would change or

want better. It blows my mind every

time I get to swing my leg over it. On

the road, on the track, heck even just

parked in my garage it’s impressive.

Could it honestly be that good, or

has someone at Ducati just poisoned

me making me believe that it is? I called

in Clifford Ogle, a Thunder Bike Sub10

class racer who currently races a Ducati

Panigale 1199 to see what he thinks.

Another perspective

To be perfectly honest, when it came

down to the new Panigale V4 I actually

wasn’t really that excited about the bike.

In terms of the looks, I felt the designers

had been quite lazy and left the design

of the V4 right up to the last day, before

the summer vacation began, threw in

some bigger flaring nostrils and were

off to the beach! It felt as though Ducati

had adopted the old Audi mentality, i.e.

change the headlights and grill and it’s

the “all new…..”. So, on the design I felt

a little let down. Don’t get me wrong

the Panigale is still probably the bestlooking

bike in the Superbike class,

but we have been graced with the jaw

dropping design for over 6 years now, I

was hoping for an all-new look not just

a slight makeover.


This SA EXCLUSIVE Test is brought to you by

Then when it came to the motor my initial

thought was that the V4 is likely to fall a little

short. Ducati have decades of experience

developing V-twin motors so as a first attempt

on the V4 it might be a little rough and

rugged, with power delivery all over the place,

intense power surges and the occasional flat

spot to keep it interesting; or to sum it up, just

not deliver, much like Yamaha’s first attempt

at the Big Bang, which honestly didn’t quite

cut the mustard. For buyers, it would be

more of a wait and see, wait for all the recalls

and teething problems to be sorted before

getting too excited about purchasing a new

or “newish model”. I think it’s fair to say up to

this point I was being a judgmental chump…

and you know what they say about ASSume.

For those who already have a V4 in their

garage, or have even just taken one for a

test ride, you are probably reading with a little

smile to yourself. After approximately 1 lap

of the RSR circuit I realized my assumptions

were completely wrong. The New Panigale,

amazingly, gives you a best of both worlds. It

has the torque of a V-twin with the smoothest

power delivery of an inline 4 cylinder, right

through the rev range, up to 15 000 RPM…

which is astonishing! Even when running in a

higher gear at low revs (lazy riding) the bike

sprung to life at the slightest hint of a twist on

the throttle, creating an absolutely wonderful

experience around the tight turns of the RSR

circuit. At corner exit, it felt as though I was

being catapulted out of every corner, with

that volcanic feeling of building momentum

on a good lap which encourages sporty

riding. This by far was my favourite aspect of

testing this bike.

The power range reduced awkward

shifting and looking for gears when leaning

over, which allowed me to focus completely

on hitting my markers, however I did find

myself throwing in a few unnecessary shifts

out of habit from riding the now outdated twin,

luckily for me third gear delivered everywhere.

But don’t think for a second that the ride has

become boring or any less of a theatrical

performance! The head shakes, character

and Italian flair is still somehow engineered

into the Panigale to give you the ride of your

life. The electronics are easy to set up on the

TFT dash, which is faster and more efficient

than its predecessors. A talented and more

daring rider than me could probably make the

necessary changes to the settings whilst riding,

without too much hassle.

The Panigale we tested was the V4S

model, so it’s comes equipped with the

Ducati Electronic Suspension, which is

pretty easy to setup and adjust, but finding a

good base setting is key. Initially I struggled

with the base setting and had an issue with

the rear wheel squatting mid-corner, which

just illustrates how good the chassis and

suspension are at giving the rider feedback

(no matter what rubber is on the bike). Once

the bike is dialed in, the suspension really

does it’s job handling the rolling bumps in

the braking zone and following the line which

gives the rider confidence to ride faster. On

the brakes, the Brembo’s do a fantastic

job of getting the V4 stopped and works

beautifully with the auto-blipper, keeping it

smooth allowing me to carry decent corner

speed before tipping it in. To be honest my

vocabulary doesn’t allow me to find enough

superlatives to describe how good and how

much fun this bike is to ride, I don’t think there

is a rider out there who wouldn’t enjoy riding

this bike (no matter their riding preference).

For me the hefty 359k price for the V4S

model is completely justified.

Ok, so there you have it. It’s not just me

who thinks the new V4 is in a league of its

own. The combination of that amazing V4

engine, that produces V-Twin like torque and

midrange with high rpm screaming 4-cyclinder

madness, the top-grade electronic suspension

and rider aids package that could turn even

the most basic rider into a trackday master.

To top it all off, the bike comes fitted with

Pirelli Diablo Corsa’s - the best tyres possible

to handle all that power and complement

the bikes lightweight, easy to handle precise

handling package. Only the best Italian shoes

for this beautiful Italian model!

So, I ask again, can it get any better?

Well, yes it can…




The sexiest, most desirable object to

ever come out of Italy.

Something extra ‘Speciale’

Ducati are masters at producing mouthwatering

masterpieces that have made the Italian superbikes

the most desirable objects on the planet. They are

also the masters of fi nding different ways of taking

customers money. For as long as I can remember

they have been releasing special editions of their

production superbikes limited to small quantities for

only a certain clientele to acquire. This makes the

brand and their machines even more desirable.

These limited editions are splashed with extra fl air

in the form of high-end race parts along with a very

racy Italian paint job. Ducati have done it again by

taking the sparkling V4 and making a very special

edition – aptly named the ‘Speciale’, which means

special in Italian in case you didn’t know. Only 1500 of

these beauties have been made available world-wide

making this test very Speciale for us indeed.

The V4 Speciale sports a racing colour scheme

topped by a list of exclusive accessories, which

includes a race screen, carbon fi bre front/rear

mudguards, machined upper section of a block

with identifi cation number (this one is number 34

out of 1500), seat alcantara, adjustable foot pegs,

carbon fi bre heat shield and swingarm cover, racing

articulated levers and a brake lever protector. In

addition, in order to take advantage of its performance

on the track, customers receive a racing kit that

includes a full titanium Akrapovic exhaust (priced

around R170k alone), a sports dome, a kit to

remove the license plate support, mechanized

plugs for the hollow of the rear-view mirrors,

an exclusive case, a gas cap and the

Ducati Data Analyzer + GPS. Oh yes,

you also get a very cool bike cover.

For the rest, the Ducati Panigale

V4 Speciale shares the other exclusive

elements of the V4S, such as its Ohlins Smart

EC 2.0 electronic suspension, Ohlins steering

damper, aluminum forged rims and a

lithium-ion battery.

Fitted with the full titanium

Akrapovic exhaust system

that adds another 12bhp

and 7Nm of torque

to its talents, while

shaving off 6kg of

mass, the Speciale

produces 223bhp

and only weighs

188kg fully wet.


This SA EXCLUSIVE Test is brought to you by

This bike was number 34

out of 1500, the lowest

numbered limited edition

model we’ve ever seen.

Those power

figures make it the

most powerful road

bike Ducati have

ever produced.

All that goodness adds up and the

Speciale doesn’t come cheap at

R669 900, but is it worth all that

money? Let’s fi nd out shall we…

Benchmark destroyed!

Every time I climb onto the new Panigale V4

it feels like climbing into bed with my wife

– comfortable, warming, loving, it just feels

right. Swinging my leg very cautiously over the

Speciale and that same feeling hits straight

away. Those wide-open bars just set the mood

so well and the race screen plus lack of mirrors

really give off that racy feeling.

Going into this test I was both really excited

and worried at the same time. The Panigale

V4S model is so good, how could it possibly

get any better? I was afraid that I was going to

ride the bike and not feel anything that much

more spectacular, then have to look at David

Buckham, the proud owner, in the eyes and

tell him his extra R300k was not really worth it.

That worry was quickly kicked out of my head.

From the second I fi red it up, hearing

those sweet sounding Akros roar, twisting the

throttle and riding off I could feel that things

were about to get serious. Immediately I could

feel the throttle was smoother and more

responsive. All of a sudden the perfect V4S

seemed to have a lazy throttle with a lump in

it. The Speciale pulled smoother and faster

through the revs than the V4S. The extra 12hp

can be felt straight away and easily controlled

thanks to the world-class electronics package.

Wheelie and traction

control quickly became

my best friend helping

me keep all that power

in check giving me the

perfect amount of leash

to go and play.




No this is not a picture of a

fast world superbike rider,

it’s just the Speciale making

Rob look fast and factory.

With both set on level one, it gave me room to

savor the power that is available. I’m not a rider

that can wheelie very well, but I looked like a pro

on this bike purely down to how well the aids work.

Powering out of the tight turns the front wheel would

lift and within a split second the wheelie control

would keep me in check allowing me to carry on

powering through.

Power delivery is brutal from

top to bottom, all the way to

15 000rpm, it’s just ridiculous!

Churning through the gears

there’s a charismatic backfire

that becomes addictive. The

quickshifter/blipper is utterly

seamless, even at low speeds.

I found myself shifting gears

whenever possible just to

enjoy the sensory assault.

The Ohlins electronic suspension sets up things

perfectly, no need for spanners or screwdrivers, the

semi-active suspension takes care of everything

and adjusts perfectly to cater for all the tracks slight

imperfections. Through the fast turns it frees up

while through the tight stuff it stiffens making the bike

effortless to fl ick from left to right and hold its line. There

is endless amounts of tweaks that can be made to the

suspension manually through the setup menu on the

dash, but there is no need to even go there, what the

suspension did set in race mode was spot on.

The standard fi tted Pirelli Super Corsa SP tyres

are a perfect match and offer so much grip at every

angle, in-and-out of every turn. Really a case of the

best being fi tted to the best!

Big bikes like this are normally quite a handful

around Redstar Raceway’s technical layout. Big

power is not easy to control, especially through the

tight dog bone section of the track, but the Speciale

just gobbled it all up with ease. Almost an alien feeling

getting all that power around so easily.

The super sticky Pirelli

Super Corsa SP tyres

love working with

the bikes electronic

suspension and

lightweight chassis.


This SA EXCLUSIVE Test is brought to you by

Owner David Buckham looking very

stylish on his masterpiece.

Power a plenty with

very skilful rider aids

means plenty of this is

possible even if you not

really that good at it.


This SA EXCLUSIVE Test is brought to you by



This was the first real time David

got to ride his Speciale in anger

and he loved every second.

Everything about this bike

was precise and controlled. Not

once did I feel out of control

or stressed. No brake fade

whatsoever from the sublime

Brembo’s, which stop better

than anything I have ever tested

before at this track.

2nd Opinion: Clifford Ogle

I knew the Panigale V4 Speciale

was a really racey machine as

soon as I roared down pit lane.

Listening to that V4 symphony

conducted by Akrapovic I just

knew it was on! The bike gave

me so much rider feel on the front

end (which had quite a bit to do

with the owners setup) that it just

inspired total confi dence even in

tricky track conditions.

Through the left and

right hairpins, the

Speciale felt light and

nimble and for once I

didn’t feel like I needed

a hip replacement

after 2 laps.

However, it did turn in a bit quicker

than expected, which caught me

off guard on a few occasions. The

bike defi nitely showed me up a

few times still having 50 meters

to crawl towards before hitting

the apex, which just shows how

capable the bike is on a race

track with very little tweaking. A

brave rider will defi nitely reap the

rewards on this bike.

I’m my opinion, Ducati

have defi nitely pushed the

envelope into another golden

era of superbikes leaving the

competition quite a long way

behind. I predict that the WSBK

championship drought for Ducati

will be over very shortly and

returning back home to Bologna

for quite a while, that is until the

competition up their game. I can’t

wait to see what else they put

that V4 motor into.

Pirelli Diablo Supercorsa SP V3

The Pirelli Diablo Supercorsa SP V3 tyres

are the third generation in a long line of

performance oriented Supercorsa tyres. As

the factory tyres for the Ducati Panigale V4,

the Diablo Supercorsa SP V3 tyres set the

bar for replica racing.

New features developed from Pirelli’s

experience as the tyre supplier for the FIM

World Superbike Championship set the Diablo Supercorsa SP V3 apart

from the previous model. A multi-radius profile ensures uniform

distribution of force over the contact patch.

The new profile maximizes contact at

extreme lean angles. New compounds

take advantage of the new tyre profile

resulting in a tyre that heats up

quickly and grips well in various

conditions. A re-designed “flash”

tread pattern responds better to

lateral forces compared to the

previous tread pattern and improves

stability when riding aggressively.

Riders looking for a high

performance tyre should look no

further. The Pirelli Diablo Supercorsa

SP V3 is the perfect match for your

supersport or hyper naked.



Bell Star MIPS



A4 Sticker Kit


A4 Signed Poster


Signed Visor

Pre-Order yours today to avoid disappointment

Email order to jp@langstonracing.co.za

Trade Enquiries: 011 805 5559 Fax: 011 312 0714



Available now from selected dealers Nation-Wide

This SA EXCLUSIVE Test is brought to you by



Final Thoughts

It’s simple – Ducati have created the best

production motorcycle on the planet. The

Panigale V4 is good, really good and up

till now things just couldn’t get any better.

I have tested some elite bikes - from

Kawasaki’s supercharged H2R to BMW’s

all carbon HP4 race and let me tell you

they don’t come close to the Speciale.

Yes, it’s a lot of money and if I’m being

completely honest it’s maybe not worth

the extra R300k over the S model, but

logic can take a hike. The Speciale is

truly special, it’s that bike you can’t stop

thinking about, dreaming about, wishing

it was in your garage and that’s just after

looking at pictures of it. After riding it I

would, for the fi rst time seriously in my

life, happily sell a kidney or whatever other

body parts I could just to be able to own

one of these machines.

Big thanks to David Buckham for

letting us test his bike. Really means a lot

to let us have this Exclusive fi rst test in SA!


Engine: 1103cc Desmosedici Stradale 90° V4,

rearward-rotating crankshaft, 4 Desmodromically

actuated valves per cylinder, liquid cooled

Maximum Power: 226hp @ 13,750rpm

Maximum Torque: 124 Nm @ 10,000rpm

Wheelbase: 1464mm

Seat height: 830mm

Dry weight: 174kg / 194kg wet

Price: R392 000 (DCT) - R367 000 (manual)








& D U C A T I 1 1 0 0 S C R A M B L E R

With the manufacturers plugging in to the Retro lifestyle, old school look bikes are enjoying amazing

success globally. Triumph is quite possibly the company that started it all way back when. Ducati has

dabbled through the years. They both build modern scramblers. We decided to check them out.

Words: Glenn Foley Pics: Gerrit Erasmus





The Triumph Street Scrambler is a perfect

rendition of the classic model from years gone by.

James Dean himself would have been proud of

what Triumph have produced


Engine: 900cc 8 valve, SOHC, Liquid Cooled,

270° crank angle parallel twin

Maximum Power: 55hp @ 6,000rpm

Maximum Torque: 80 Nm @ 2,850rpm

Wheelbase: 1446mm

Seat height: 790mm

Dry weight: 206kg

Price: R153 000





S21 Hypersport

Your favorite corner will

look completely different

The S20 EVO loved by so many riders has evolved

again. Due to its superior agility, the S21’s ease

of handling and the contact feel when cornering

surpass even that of the S20 EVO. The rear tyre

was developed with Bridgestone’s ULTIMAT EYE

(TM) technology, while the compound succeeds

in generating better traction and while improving

abrasion resistance for longer life. This marks

the birth of a new premium sports radial, one that

brings out the best in machine performance in

pursuit of the joy of riding.

Recommended for:

• Riders who mostly enjoy sports riding

• Riders of supersports motorcycles who want a

combination of performance in the wet and long life

• Riders who are thinking of starting riding on the


T31 Sport Touring

A significant improvements

in wet performance leads to a

feeling of safety.

The ideal sports touring radial, able to cope with a

wide variety of riding conditions.

Provides confidence in riding even in adverse

conditions such as rain or changing road surfaces.

The wet performance of the SPORT TOURING T31

has been greatly improved. In particular, shorter

braking distances on wet road surfaces and

enhanced cornering grip give the rider increased

confidence. Naturally, the tyre also offers handling

accuracy and high-speed stability on dry road

surfaces. The ideal sports radial, capable of coping

with the wide range of conditions that confront

riders over a variety of road surfaces.

Recommended for:

• Riders who enjoy riding on winding road with a

touring motorcycle.

• Riders who enjoy riding a super sports bike with

touring tyres.

• Riders who want high performance in wet


• Riders who want to ride safely even when caught

in unexpected rainfall

A41 Adventure

An Adventure Type tyre that

has evolved in all aspects to

offer outstanding straightline

stability and performance

in the wet, in addition to

satisfactory wear life.

While preserving long tyre life, the ADVENTURE

A41 achieves the conflicting objectives of

performance in the wet, stability in the dry

and improved handling. In particular, shorter

braking distances on wet road surfaces and

enhanced cornering grip make for more

confident riding even in rain. This is a nextgeneration

Adventure type tyre that allows

riders to extract even more enjoyment from

the unique riding that only an adventure bike

can offer, whether it be long-distance touring,

highway cruising or riding on unpaved roads.

Recommended for:

• Riders who have adventure motorcycles, and

enjoy on-road touring.

• Riders who want high wet performance and

long wear life.

Available at dealers Nation-Wide



Engine: 1079cc L-Twin, Desmodromic

distribution, 2 valves per cylinder, air cooled

Maximum Power: 86hp @ 7,500rpm

Maximum Torque: 88 Nm @ 4,750rpm

Wheelbase: 1514mm

Seat height: 810mm

Dry weight: 189kg

Price: R196 900

Scrambler, Three Ways

The Scrambler lifestyle is all about personalization, so

it shouldn’t come as much of a surprise to see three

1100 variants, starting with the 1100 (tested here):

Characterized by its classic similarity to the 800 Icon,

the 1100 is distinguishable by its yellow paint, black

seat, and cast 10-spoke wheels. It is the essence of

no-frills riding enjoyment. Price: R196 900.

Next is the 1100 Special:

The Special is the closest blend of old and new.

Differences between the 1100 and the Special

include the wire-spoke wheels, brown seat, brushed

aluminium swingarm, chrome exhaust, lower,

tapered handlebar, and the “Custom Grey” colour.

Price: R213 900.

And finally, there’s the 1100 Sport:

With the 1100 Sport, the 1100 line gets aggressive.

Black is the dominant theme, with tank, frame,

swingarm, 10-spoke cast wheels, and dedicated

seat all in this colour. A yellow outline on the fuel

tank cover gives some contrast, while suspension is

provided by Öhlins, instead of Kayaba on the 1100

and 1100 Special. Price: R227 900.


“Both bikes are easy to appreciate and enjoy out on the

road. The Ducati is the perfect modern-day Scrambler,

with brute power and top-notch electronics and style

to boot - exactly what a sporty rider like myself would

want. The Triumph was a bit more raw and old school for

me, but I still enjoyed the chilled rides I had on it. Basic,

but still very appealing to look at and ride. I can see why

Scramblers are so loved around the world”. Rob says


A quick stop at Traditional Motor Co.

for a bite to eat before heading off to

do some SCRAMBLER!




The Triumph’s spoke wheels and plush

suspension helped it translate to the dirt

a bit better than the harsh Ducati’s, as

Kyle so happily put to the test.

The Ducati may have lost out to the Triumph on the dirty

stuff, but on the road it came alive as was a bit more

hooligan-ish, as Kyle once again happily demonstrated.


When it comes to riding retro, modern-day classics like

these, you need to look the part. Coming dressed up in

your sportbike gear, like Rob did, just does not go with

the look and feel that these bikes like to portray.

Kyle hit the nail on the head with his gear, rocking up

with Scorpions new EXO-Combat RATNIK lid and Oxford

Kickback reinforced riding shirt.

The new Scorpion lid is ridiculously cool. They took a

perfectly good helmet and made it “badass”…. “We

started with a 3/4 helmet shell and added an integrated

Speedview drop down sunvisor for protection from

sunlight. Then you attach the front mask and you got one

very aggressive looking helmet. EXO-Combat is a real

transformer for whom is looking for a “badass” look.”

That’s what Scorpion has to say about the new lid and

we couldn’t agree more - it’s seriously bad ass!

The same could be said for Oxford’s new Kickback riding

shirts. Not only do they look cool and fit in with any

aspect of riding - sport, retro, street - but they also offer

great protection. In our hot SA conditions it’s not always

fun wearing a thick riding jacket, so something like this

is a great alternative. Available in various colours at

R1750, you really can’t go wrong with one of these.

Both the helmet and riding shirt are available at most

motorcycle accessory stores. For more information on

the helmet you can call Henderson Racing Products on

011 708 5905/6 and for the shirt visit www.dmd.co.za.



Pics by Red Bull Content Pool

MotoGP’s little man who made a big differance

AS the tears rolled down Dani

Pedrosa’s face during an emotional

announcement in Germany that 2018

is to be his farewell in the MotoGP

World Championship, I rolled back the

years and began refl ecting on a career

that promised and delivered so much,

yet failed to land racing’s ultimate prize.

Pedrosa was sublime on a 125cc

machine and he turned the art of riding

a 250cc two-stroke into such a thing of

beauty that watching caress a quarterlitre

machine around a race track was

like watching Michelangelo paint the

Sistine Chapel ceiling.

But he will bow out of racing in

November without a MotoGP title

on his CV. And with the unwanted

distinction of being the most

successful racer in premier class

history never to lift the crown.

Read the roll call of Pedrosa’s career

accomplishments though and it quite

rightly places him in the pantheon of

all-time greats.

As I write this, only Italy’s legendary

duo Valentino Rossi and Giacomo

Agostini have scored more career

podiums. Only Rossi has more in

the premier class. Only seven men

have won more races in their career

and that elite club includes names like

Nieto, Hailwood and Doohan.

And Pedrosa has won at least one

race in every season for the last 16,

which is a unique milestone and one

of a myriad of reasons why he will be

inducted into the MotoGP Legends

Hall of Fame during the weekend of his

fi nal race In Valencia.

“Read the roll call

of Pedrosa’s career


though and it quite

rightly places him in

the pantheon of alltime


As I write this, only

Italy’s legendary duo

Valentino Rossi and

Giacomo Agostini

have scored more

career podiums.”

But an unprecedented 13-year

career as a factory Honda rider has

been interspersed with moments of

jaw-dropping genius, near misses,

rotten luck and almost as many broken

bones as broken lap records.

And yet it all started so promisingly.

A second place on his MotoGP

debut in Jerez in 2006 was quickly

followed by a maiden win in only his

fourth premier class race in the smog

of Shanghai.

He was instantly living up to the

hype as Honda’s new golden boy but

his challenge had already petered out

when he wiped out teammate Nicky

Hayden in a moment of madness in

Estoril later that season.

Pedrosa was vilifi ed for potentially

crushing Hayden’s lifelong dream,

but it’s not well publicized that later

that Sunday night, Pedrosa visited his

distraught colleague’s motorhome for a

private apology and reconciliation.


Proudly brought to you by

There have been numerous close calls along the way.

He was runner-up three times in 2007, 2010 and 2012

and top three overall in 2008, 2009 and 2013.

But injuries have been an almost constant and painful

companion to Pedrosa throughout his career.

Dripping wet, Pedrosa weighs a smidgeon over 50kg.

It defi es logic that one so diminutive in size can muscle

a fi re breathing 270bhp MotoGP machine around that

weighs at least three times as much as he does.

When you’re as physically delicate as Pedrosa, the

occupation of MotoGP racer becomes even more

fraught with danger and his medical history adds

the weight he lacks to that argument.

Pedrosa was leading the title chase in

2008 when injury cruelly intervened at the

Sachsenring following a high-speed crash

out of the lead.

He was in contention for the title again in 2011

when the outcome of a controversial tangle with

Marco Simoncelli in Le Mans left him with a shattered

left collarbone and yet more shattered dreams.

A few months early in 2010, the same collarbone

had snapped like a breadstick when the throttle

jammed open on his Honda in Japan when he still had

an outside chance of the title.

Luck deserted him again in 2012 in a chaotic start

in Misano. Sitting on pole position, a technical issue for

“Dripping wet, Pedrosa weighs a smidgeon

over 50kg. It defies logic that one so

diminutive in size can muscle a fire breathing

270bhp MotoGP machine around that weighs

at least three times as much as he does.”




Karel Abraham instigated a chain of

events that led to Pedrosa’s brake

locking his front wheel solid shortly

before the restart. He had to start the

race from the back of the grid and

being mired down the fi eld he was

skittled out of the race by Hector

Barbera after just six corners.

Few people will recall as well that

Marc Marquez may not have embarked

on his historic rampage to the 2013

MotoGP title had it not been for more

abysmal luck to strike Pedrosa.

Pedrosa was 23-points clear of

Marquez when a slow speed high-side

launched him into orbit in FP3 at the

Sachsenring. He cracked the weak left

collarbone again but it was low blood

pressure that forced his withdrawal and

Marquez never looked back.

Small in stature but colossal in

heart, Pedrosa’s talent and speed is

only dwarfed by his pain threshold.

I’ve never seen anybody with his

mental fortitude to keep returning from

the brutal beatings he gave his body.

It’s just a pity that nature didn’t give

him a body as resilient as his brain.

And now neither his heart or his

head is ready to take the pain and

sacrifi ce anymore.

The decision to retire was not made

hastily. It had occupied his thoughts

for a while and long before it was

confi rmed that his long association

with HRC would cease this year.

I wonder if monstrous crashes in

Argentina and Jerez then pushed him

over the precipice.

“Small in stature but colossal in heart,

Pedrosa’s talent and speed is only

dwarfed by his pain threshold. I’ve never

seen anybody with his mental fortitude

to keep returning from the brutal

beatings he gave his body. It’s just a pity

that nature didn’t give him a body as

resilient as his brain.”


Proudly brought to you by


Throughout his World Championship career

Pedrosa has been plagued by injuries that has

often prevented him from clean seasons that

would allow a shot at the title with a high injury

per crash ratio compared to other top riders.

• 2003 Australian motorcycle Grand Prix (125cc)

Double fracture in the talus bone of the left foot

and a fracture of the right ankle.

• 2005 Japanese motorcycle Grand Prix (250cc)

Fracture of the left humeral head that affected

the supraspinal tendon.

• 2006 Malaysian motorcycle Grand

Prix (MotoGP) Small fracture of the small left toe

and loss of cutaneous matter on the right knee. 5

stitches in that vertical cut.

• 2007 Turkish motorcycle Grand Prix (MotoGP)

Thoracic trauma, blow to the left gluteus and

neck trauma.

• 2007 Japanese motorcycle Grand

Prix (MotoGP) Post-traumatic arthritis with

inflammation to the small toe of the left foot.

• 2008 Sepang test (MotoGP) Fracture of the

second metacarpal in the right hand, with three

diaphyseal fragments, which are the bones that

are found in the middle part of the metacarpus.

• 2008 German motorcycle Grand Prix (MotoGP)

General inflammation of the left hand with

hematomas in the veins of the extensor tendons.

Displaced fracture of the distal phalanx of the

left index finger. A sprain of the interphalangeal

articulation next to the left middle finger.

Fracture of the large bone of the left wrist. Sprain

of the lateral external ligament of the right ankle.

• 2008 Australian motorcycle Grand

Prix (MotoGP) Capsular hematoma on the left

knee that had to be treated two months after.

• 2009 Qatar test (MotoGP) Fracture of the radius

of the left arm and contusion on the left knee

that required a skin graft, because the scar reopened

from an operation before Christmas.

• 2009 Italian motorcycle Grand Prix (MotoGP)

Incomplete fracture of the greater trochanter of

the right femur. A fracture without displacement,

an injury that requires absolute rest and

treatment with painkillers.[51]

• 2009 December (MotoGP) Underwent an

operation to remove a screw from his left wrist.

• 2010 Japanese motorcycle Grand

Prix (MotoGP) Four-fragment chip fracture of the

left collarbone and a Grade 1 ankle sprain.

• 2011 French motorcycle Grand Prix (MotoGP)

Fractured right collarbone.

• 2013 German motorcycle Grand Prix (MotoGP)

Small fracture of left collarbone.

• 2015 Qatar motorcycle Grand Prix (MotoGP)

Arm pump of right hand.

• 2016 Japanese motorcycle Grand

Prix (MotoGP) Fracture of right collarbone

consisting of four fragments, requiring surgery

(the 14th major surgery of his career. Subcapital

fracture of the right fibula with no displacement,

requiring only immobilization. Fracture to the

fourth metatarsal of the left foot.

2018 Argentine motorcycle Grand

Prix (MotoGP) Fracture of the right wrist,

requiring surgery to repair.




Proudly brought to you by

“He may well be remembered for the one prize that eluded

him more than for the three smaller class world titles and

31 MotoGP wins, but I’ll remember him as master of his

craft in a modern era of greats the included the likes of

Rossi, Stoner, Lorenzo and Marquez.”

There’s no doubt the countless list

of injuries has accelerated his path to

towards retirement.

Pedrosa is only 32 and on his day

still capable of mixing it with the best

in MotoGP. But he admitted he just

doesn’t have the intensity now after

nearly two decades on the world

stage to keep dedicating every aspect

of his life to racing.

He had initially intended to

announce his retirement in Barcelona

in early June but he then carefully

considered an 11th hour approach

from the new Petronas Yamaha

project to prolong his career.

But his head had already been

turned. There was no going back.

He may well be remembered for

the one prize that eluded him more

than for the three smaller class world

titles and 31 MotoGP wins, but I’ll

remember him as master of his craft

in a modern era of greats the included

the likes of Rossi, Stoner, Lorenzo and


Hopefully he’s still got at least

one more win in him to extend that

matchless winning record to a 17th

successive season. His last win

was in Valencia at the end of 2017.

Imagine if the last win of his career

was at Valencia in November. Now

that would be a fi tting farewell.


1997 3rd Spanish Pocket Bike Championship

1998 Spanish Pocket Bike Champion

1999 8th MoviStar Activa Joven Honda Cup

2000 4th 125cc Spanish Championship – Honda

2001 8th 125cc World Championship – Honda

2002 3rd 125cc World Championship – Honda

2003 3rd 125cc World Championship – Honda

2003 1st 250cc World Championship – Honda

2004 1st 250cc World Championship – Honda

2004 5th MotoGP World Championship – Honda

2005 1st 250cc World Championship – Honda

2006 5th MotoGP World Championship – Honda

2007 2nd MotoGP World Championship – Honda

2008 3rd MotoGP World Championship – Honda

2009 3rd MotoGP World Championship – Honda

2010 2nd MotoGP World Championship – Honda

2011 4th MotoGP World Championship – Honda

2012 2nd MotoGP World Championship – Honda

2013 3rd MotoGP World Championship – Honda

2014 4th MotoGP World Championship – Honda

2015 4th MotoGP World Championship – Honda

2016 6th MotoGP World Championship – Honda

2017 4th MotoGP World Championship – Honda










Words: Rob Portman Pics: Eugene Liebenberg & RAD Moto

There is no better feeling than racing

a motorcycle around a racetrack,

but just like any good thing in life it

doesn’t come easy or cheap.

RAD Moto, the massive KTM dealership

in Sandton, offers an affordable way to

go and enjoy the road racing experience.

They have a few race prepped KTM RC390

machines which one can hire from them to

go racing at the Short Circuit racing series,

brought to you by Clinton Pienaar from

Superbike Magazine and Michelin SA. Yes,

I did just mention one of my biggest rivals,

but I am a man who believes respect must

be paid when it’s due and Clinton deserves

it with the job he is doing with the short

circuit racing series. He has given SA’s youth

a platform to start out in the sport I love so

much and an excellent breeding ground to

further their skills and careers.

From mini moto pocket bikes, novice and

modified, to the Supermoto Junior, NSF100

and CBR150 cup, all ages, boys and girls are

catered for.

It really is a brilliant series and if you

have not been to one of the rounds yet

this season I suggest you get down there.

I am always present helping out with

commentating duty and love being involved.

Yes, again, Clinton and SBK mag are my

rivals, but we both want the same outcome

– to better our sport – so we come together

to try and make that happen.

Another exciting class is the Clubmans

class, where racers can race just about

anything around the tight kart circuits.

Scooters, powersports, 250 and 300

supersports, they are all welcome.

Within that class is also the KTM RC390

Cup and this is where RAD Moto comes in

and what the main point of this article is.

RAD Moto offers race

prepped RC390 machines

for customers to rent for

the race weekends. It’s

a really affordable, nonhassle

way to go and

enjoy some short circuit

road racing.

R2900 secures you a bike for the Friday

practice and Saturday raceday. That covers

all the main costs for the weekend - fuel, tyres

and race entry. All the rider has to pay on top

of the R2900 is the day racing license, which

is around R150, Friday practice fee if he or

she wishes to practice and crash damage bill

if one takes a tumble.

Sounds like a great idea, one which I was

asked by Clinton and Miguel, the new man in

charge at RAD Moto, to test out.

Round 5 of the short circuit series

headed down to the Idube Kart track in

Pietermaritzburg. I had been to the track once

before when I was 14 years old, but could not

remember much other than it was situated

deep in the woods. I had been told that it is

one of the best circuits in SA, with massive

undulation and tight corners that evoke

good racing. I was very excited to not only

be commentating once again, but this time

actually taking part and racing. I had not done

a sprint race since 2014 so was super keen

to get my race face back on.

On arrival at the track Saturday morning I

was greeted by Keryn from RAD Moto, who



Rob trying to look all clever

while Clinton ‘Smith’ does

the tyre pressures.

Chaos off the start

heading into the tight

turn one right-hander.

pretty much looks after all the needs of the

riders who have hired bikes for the weekends

racing. She got all my entry sorted, as well as

fueled up my bike – felt very factory! Joining me

in the RAD Moto rental team for the race was

former SA motocross rider, Clinton Achadinha,

or Clinton Smith as I call him because I can’t

ever pronounce his surname and one of the

busiest racers in SA, Mr Henk Schuiling who

races in the Red Sqaure ZX10R Masters

Cup and Bridgestone Thunderbikes as well.

Both men highly rate the RAD Moto rental

experience and have so far taken advantage

of the system at every round this year. “It’s an

affordable, fun way to go racing and the team

from RAD Moto make you feel like Rossi, a

proper factory rider. Just rock up, put your

kit on and go race, that’s it!” Henk said to me

while kitting up ready to go out for qualifying.

I was not able to make it up for the Friday

practice so was keen to get out as early as

possible for qualifying so I could learn the

track and bike. Young Tristan Pienaar took

me for a guided walk around the track on the

Friday night, explaining to me the dos and

don’ts of the track. He is only 11 years old

but everything he said to me made perfect

sense and would really be helpful on my

opening few laps. A very mature and fast

rider, watch out for him, one of many young,

fast, talented riders coming through the short

circuit system.

I managed 5 laps in the mornings

qualifying and was surprised to see that I had

qualified in 2nd place in the RC390 class, just

behind Dave Griffen who was on pole. The

track was fantastic. I loved every single corner

and the KTM RC390 was just as excited as

I was, urging me around the track like an

excited dog on a leash.

Race one and I got a great launch and

slotted in just behind Dave heading into

the tight turn one. Turns 2, 3, 4 and 5 are

the trickiest on track and is duly named

the ‘Thunderdome’ section. It’s SA’s

smaller version of the famous Laguna Seca

Corkskrew, so you have to tackle it with

respect otherwise it will happily catch you out.

With every passing lap I was getting more

confidence in the bike and track, sometimes

too confidant. I found myself making a few

mistakes trying to hold onto Dave. Soon my

attention would turn from Dave out front to

the riders right on my tale. Clinton ‘Smith’ was

right on my tail pipe and just behind him was

the very fast Mia Gaspar on her Kawasaki

250 cup bike. I could hear them close up on

me on the brakes and mid turn, but I had the

upper hand driving out of the corners. We

ended up having a race long battle, which I

would win out crossing the line. I managed to

hold them off and finish in 2nd place only 1.5

seconds behind overall winner Dave.

Heading into race two and I knew what I

had to do to go faster and was ultra-confidant

of taking the win. Again, too confidant. I rocked

up to the line with the first two rows being

occupied. So, not to waste any time, as the

day was under a tight schedule, I lined up in

9th place on the grid. I got a belter of a start

and was up into 3rd position heading into turn

one. The leaders ran a bit wide so I pulled

the bike tight and got on the gas hard to try

and take the gap when disaster struck. Yes,

I landed on my ass and went sliding down

the track. Luckily, I was not hurt but the bike’s

right side was so I could not carry on. Clinton

‘Smith’ went on to win the race after a massive

battle with Dave. Henk this time picking up

3rd. Lucky for me there was a third and final

race of the day, so one more chance to go

for the win. Keryn very kindly prepped one of

the spare bikes for me to use and this time I

Left: Rob loved racing

the KTM RC390.

Right: The winner,

Clinton Achadinha.

would be starting from the back of the grid.

I got a good start and managed to battle

with a few riders in the early stages before

settling in 2nd place behind Clinton who

won out. Henk was not too far behind me in

3rd place.

Overall it was an amazing experience. So

much fun riding the well prepped RAD Moto

RC390 around the gorgeous Idube circuit.

It really is the best short circuit track in the

country and I look forward to not only racing

there again next year, but also doing some

tests for the magazine, as I think the pictures

will be amazing.

Big thanks to RAD Moto and Clinton Pienaar

for letting me take part in the KTM RC390 Cup.

It was the most fun I have had on a motorcycle

in a very long time and highly recommend doing

it if you are looking for an affordable way to go,

or get started in road racing.

I must also apologise to RAD Moto for

crashing their bike, but I spoke to Clinton

Pienaar and he said you can send the invoice to

him and he will gladly settle it. (evil smile)

RAD Moto are also selling some of the

bikes in race trim for R45,000. That’s really

cheap and they do have road kits available at

an extra cost.

For more info call Keryn at RAD Moto on

011 234 5007.






One of our very ‘Speciale’ red-blooded

readers recently took a trip to one of the

most exciting and desirable motorcycle

events, which happens every 2-years.

It’s World Ducati Week and it’s a must

for any and all Ducati and bike lovers.

Words: David Buckham Pics: Ducati Press

It is important to understand from the

outset that World Ducati Week – which

took place from the 20th to 22nd of

July of this year – is unlike any other

motorcycle festival or trade event ever

conceived. Although it is a commercial

event, and although Ducati is clearly in

the business of selling motorcycles, it is

dominated completely by the Ducatisti

– the folk who come from all over the

world to attend and participate in the

event, held this year for the tenth time. I

can think of no other commercial brand

that evokes such pride and such a

sense of belonging. In fact, I would go

so far as to say that Ducati themselves

– the business I mean – no longer

has full purchase on their own brand,



because to a large degree it has been seized

by its customers. Even Claudio Dominecali,

Ducati’s CEO, irreverently acknowledged this,

and included himself in the masses, when, in

his press conference briefing, he described

WDW18. “It’s the big party of the Ducatisti,”

he said, “And there are so many of us.”

In Misano, the small seaside resort on Italy’s

Adriatic coast at which WDW18 was held,

entire intersections, bars, restaurants, and the

streets in general were utterly dominated by

Ducati bikes of all shapes and sizes and by

Ducatisti, also of all shapes and sizes.

Everyone wore Ducati red, and

mostly they were jovial and

tipsy at night – infused with

the particular phenomenon of

Italian rambunctiousness.

During the day, the Ducatisti migrated to

the track, the Misano World Circuit Marco

Simoncelli. This was not a trade event, this

was tribal. There were the obligatory scenes

of scantily-clad girls in high heels, and tyre

burn-outs and wheelies, but mainly the

sense one got was of a flock of wandering

seabirds that had – after a lengthy hiatus

circumnavigating the globe on their lonely

quests – come home to roost, and to


On the corner of Via Torino and Via

Alberello – at the aptly-named Ristorante

Dolce Vita – arriving on the Friday night

along with the throngs of Ducatisti, felt like

entering a convocation of long-lost cousins

and half-brothers, who, awkwardly but not

necessarily problematically, spoke some or

other kind of language different from one’s

own. In a real sense, we had all flown in from

whatever foreign lands we came, irrespective

of language or caste, simply because of our

common love of Ducati, and for what the

name itself evokes. Indeed, as a member of

the Ducatisti tribe, life is truly sweet. It was

difficult even to render a pizza out of the

restaurant at one stage for the staff were

simply too inordinately happy to take an order.

Both on the way to the track on the Friday

morning, as well as in taking in the immense

swarth of bikes parked tightly across the

enormous paddock area, what became

immediately apparent was the fact that the

Ducati brand is represented and loved across

economic as well as geographic ranges.

There were people from everywhere, many

from Asia, many from the US and the UK and

many from mainland Europe. They arrived in

swarms on the freeways and on the country

roads throughout Thursday, and there was

the constant drone and hum of V-Twin

engines. What was even more compelling

than the geographical diversity of the Ducatisti

however, was the economic diversity implied

by their bikes. Of course, there was the odd

V4S – and even a Superleggera I spotted

with BST carbon rims – but in the main, the

bikes were older – more “classic” – and they

evoked far more strongly the sense of a bike

rally from the Nineties rather than any crude

display of wealth.

Whereas in South Africa we are used to

seeing primarily the latest of the Panigale

motorcycles on our streets, in Europe, and

at WDW18 in particular, there were few ultramodern

superbikes. People arrived on 999s,

848s, 1198s, 1098s, on old Diavels and

on modified Scramblers. The most popular

bike by far was the Multistrada – hundreds

of them. I met couples from Germany, from

the US, from Portugal, who spoke of their

Multistradas as one would speak of a muchrevered

family member.

Of course, not everything was perfect –

there were long queues to get into the Ducati

apparel store, and even longer queues to get

into the outlet store selling Dainese and other

associated brands. There were also many

little quirky Italian idiosyncrasies to the whole

set-up, not least of which is the fact that

World Ducati Week is not a week long, it is

a 3-day event from Friday to Sunday. Oddly,

no one could give an explanation for this

somewhat peculiar organisational oversight,

but comfortingly, no-one seemed to care. Of

course, at track, there was gelato and pizza

on sale, and beer on tap, but none of the

gourmet food that one associates with high-



end luxury brands. In short there seemed to

be a near-complete absence of posing and

of posers. More queueing, but all in a kind of

happy, dishevelled manner, always with the

Italian-style humour and goodwill.

The Race of Champions

was held midday Saturday

and brought together MotoGP

and WorldSBK riders who had

had Ducati ties over the years,

including current factory riders,

Dovisioso and Lorenzo, but also

including one of Ducati’s all-time

favourite sons, the Australian

phenomenon, Troy Bayliss.

Each chosen rider was handed a brandnew

V4S, painted in the appropriate livery

to the rider and team, and they were to race

eight laps on the demanding 4.2km Marco

Simoncelli circuit. There was a glorious

moment just prior to the start of the race

during which nine Italian Air Force jets made a

low altitude fly-over the twelve competitors on

their bikes standing on the main straight. Out

of the tails of each of the jets came pouring

lines of colour smoke – the green, white and

red of the Italian flag, the Frecce Tricolore

as it is known. In the thick humid air that

sits over Misano in midsummer, the colours

congealed as if the Roman gods themselves

were waving the future flag of the Italian state

on behalf of their mortal subjects – a hastily

negotiated union of city states put together

only as recently as the mid-nineteenth century.

It was something to behold, and the sound

those nine jet engines made had every single

man and woman at the Marco Simoncelli

track quivering with elation. I could not believe

what I was seeing with my own eyes.

The race was won by Michele Pirro, who

rode away from the field as if the others were

track-day amateurs. Of course, Lorenzo had

some moaning to do afterwards. Finishing

tenth, and 14 seconds down on the winner,

he complained that Pirro would naturally be

more familiar with the V4S bike, as he had

had far more time with it, being Ducati’s

official test rider. Each of the bikes that the

riders had been given was to be auctioned

off over the course of the following week

on eBay and as of writing, Lorenzo’s bike is

selling at a deep discount to the others. This

only further belabours the point that Lorenzo

had found the wrong home in Ducati, or

at least that Ducati had perhaps made an

error of judgement in hiring him in the first

place. Nevertheless, I did feel a twinge of

empathy for him as I watched the Ducatisti

crowd the paddock gates shouting for

Dovisioso or Marco Melandri or Troy Bayliss,

or anyone really, other than Lorenzo. There

is a psychological cost – I guess – to being

Lorenzo. It did occur to me the sad truth that

only 25 kilometres from the track I was present

at, along the coastline and a few kilometres

into the mountains that hug the Adriatic

coast, sits the town of Tavullia, Valentino

Rossi’s hometown. What a shame that these

two great brands, Rossi and Ducati, could

not make a proper go of it. But then ruefully

I guess, there would always have been an

awkward clash of lumo yellow with Ducati red.

Make no mistake, despite the genuine

passion of the Ducatisti and the non-stop

festive atmosphere throughout the long

weekend, there was the definite presence

of Ducati management’s guiding hand.

The festivities were carefully and cleverly

orchestrated to allow the different so-called

Ducati families – what I would call the subtribes

of the main tribe – to meet at different

stands and events, including such perfectly

conceived notions such as the Scrambler

Beach Party, the Termignoni Sound of Passion

stand, the Panigale stand and of course, the

much-vaunted 25th anniversary Monster,

displayed in a secret room, which could only

be entered, once again after much queuing. In

all, Ducati management displayed the delicate

panache necessary in balancing commercial

and advertorial considerations with the pure

authenticity demanded by the Ducatisti.

I admit that it would be disingenuous

of me to deny that I experienced a certain

frisson of childlike excitement at the prospect

of meeting one of my ultimate heroes, Andrea

Dovisioso, racing number 04, after the Race

of Champions. But it was not to be. He was

otherwise engaged, perhaps in contemplation

of the rest of his 2018 season. But I was

more than amply compensated when first

Troy Bayliss on the Sunday afternoon almost

physically ran into me in his efforts to evade

the crowds of adoring fans to get to the

toilets, and then on Monday afternoon on

the flight from Bologna to Dubai I sat a row

behind Casey Stoner and his family. Like a

giddy teenage girl, I managed only to stare,

and I will regret not introducing myself to him

for the rest of my natural life.

Immersed in the joys of World Ducati

Week, and being part of the Ducatisti, one

derives the distinct impression that whilst

Claudio Domenicali and his executive team

may be the present guardians of the Ducati

brand, they no longer own it. It is a thing that

is clearly owned by its customers, despite

what the Volkswagen Group may believe is

written on shareholder agreements. Even

Claudio himself knows this, as anyone who

was there would know it. Lastly, to thank my

friend Mick for insisting that I go to WDW18,

and for being part of the Ducatisti.



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