RideFast Magazine June 2019


SA's best motorcycle magazine

JUNE 2019







JUNE 2019 RSA R35.00

9 772075




1100 V4S vs 1000 V4R














Rob Portman


082 782 8240



Glenn Foley


072 177 0621


Sean Hendley



071 684 4546





011 979 5035


Sheridan Morais

Brad Binder

Darryn Binder

Gerrit Erasmus

GP Fever.de

Eugene Liebenberg

Niel Philipson

Greg Moloney

Daniella Kerby

Michael Powell

Brian Cheyne

Donovan Fourie

Shaun Portman

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.

I type this as I’m about to climb onto a plane and head

off to Port Elizabeth to commentate on some Endurance

sport car racing – yes, I do 4-wheels stuff as well.

Another busy month has come and gone and we have

managed to cook up another top-quality issue for you. In

a recent review done by RacerZone RideFast magazine

was once again voted the best motorcycle magazine in

SA. We are very proud of this and this is the 2nd time

we have won this award. Big thanks to all that voted and

supported and if you haven’t seen it go to the RacerZone

Facebook page and check out the overall review – makes

for a good read.

What really sets us apart from the rest and puts us on

top of the tree is the exclusive content we are able to

get our hands on. I have now been doing RideFast

(formally MCSA) since 2009 and along the way have been

lucky enough to meet some readers with very special

motorcycles. Over time those readers have become really

good friends of mine and we have managed to build up

strong, trusting relationships, something that is so vital in

today’s world.

Last month we were the only magazine to bring you the

test on Ducati’s new V4R and this month, one month

ahead of schedule, we bring you part 2 of a 4-part test.

We test the V4R up against its bigger brother the V4S.

A great test which I was able to pull off at the recent

Ducati Day held at Kyalami. Speaking of Ducati, the

Italian brand now has a new offi cial importer here in SA.

Toby venter and his team have handed the reins over to

Mr. Jos Matthysen, a very passionate biker and Ducati

fan so the brand is very much in good hands. The new

dealership will be situated in Centurion as part of a 3-level

motorcycling paradise called “The World of Motorcycling”.

The offi cial launch of the store happens literally as we go

to print with this issue, so we will bring you all the info and

pics from the launch in our next issue. It’s just great to

see positive steps being made in the industry, despite the

tough times.

Our cover story this month comes from the ever-growing

Monocle Racing Series, which is gathering more and

more popularity by the day. It’s proved to be a wellworthy

way to go racing that’s affordable, fun and most

importantly, safe. We took our Honda CBR1000RR

and fi tted it with the new BATT UHP slick tyres and let

Shaun go have some fun out at Phakisa. Lots of things

are happening on our CBR1000RR machine with some

awesome new parts being fi tted. And just wait and see

what we have going on for next month…

As I said I am literally climbing on a plane so will have

to keep this month’s column short and sweet. I will

however have time to announce the winner of the

Scorpion EXO Combat lid we ran in last month’s issue.

Readers were asked to read the world launch test I did

on the new Husqvarna Svartpilen 701 and name the 3

stores mentioned that stock the new Jet styled lid from

Scorpion. I was overwhelmed by the response we got

and very surprised that every entry got the answers right

– well done all, proves that you can and do like to read

this fi ne magazine.

And the winner is… Mr. Justin Stevens.

Congratulations Justin, no doubt you are going to love

your new Scorpion lid.

Big thanks again to all who entered and to Henderson

racing Products for the awesome prize. Make sure you

check out another really exciting comp we feature in this

issue, where you could win a brand-new Yamaha R1, or

a Rossi Replica AGV lid or VR46 hamper.

Don’t miss it!

Until next month make sure

you subscribe to my

YouTube channel and

check out my product

reviews, bike tests

and Talking MotoGP

Podcasts with

Donovan Fourie,

who by the way put

together such an

amazing article on

the VR46 Academy

– trust me you are

going to love it!!!

Ok I have to go,



J U N E 2 0 1 9



We fi t the new BATT UHP slick tyres

to our Honda CBR1000RR and go

racing at Phakisa.















The all-new Indian fl attracker

inspired FTR1200

tested in California.








To call yourself a real adventurer, you need to lay claim to visiting places

that few others have been before. Designed to provide explorers with real-world

travel capabilities and deliver unrivalled offroad performance, the new

KTM 790 ADVENTURE is made for you to go find these roads less travelled.

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

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

All the NEWS proudly brought

to you by HJC HELMETS

Triple XL

2019 Triumph Rocket 3

Fans of sheer largeness, pour yourself a bucket of champagne. The biggest, baddest

production motorcycle in the world is back, and it’s bigger then ever before. The new

2.5-liter Triumph Rocket 3 TFC is a trailer-pulling beast of a thing that’ll dwarf just about

anything on the market today. If bigger is better, than the new Rocket 3 TFC is the best.

After teasing us a couple of months back Triumph

have now satisfi ed our addiction for more info by

releasing further stats and info on their latest beast

- The Rocket III.

Back in 2004, Triumph introduced the bike

with the largest displacement engine of any

production motorcycle. The Rocket III of that year,

impressive as it was on the technical side, was

nothing compared to what the British bike builder

announced recently.

As it returns for the 2019 model year, the Rocket

gets named 3 instead of III, but more importantly

receives an even bigger engine and the “highest

level of premium specifi cation equipment,” as the

company says.

On the new bike, the size of the engine has

increased from 2,294 cc to 2,500 cc, to make

sure no other machine snatches its title way. The

inline three-cylinder unit makes the Rocket 3 the

most powerful Triumph ever, as it develops in

excess of 170 hp and packs 221 Nm of torque,

the highest of any production motorcycle.

Even if the engine is bigger, the weight of the bike

has been reduced by 40 kg compared to the

previous generation. Emphasizing the slimmer

body are all the modern design cues like LED

headlights, single-sided swinging arm and a

carbon fi bre body.

Triumph went out of their way to make the bike a

worthy platform for today’s available technology. It

features a new set of TFT instruments, cornering

ABS and Traction Control, four riding modes

and Shift Assist. Optionally, customers can go

for Bluetooth, Google navigation and integrated

GoPro control.

As per Triumph, there will not be all that many

Rocket 3s made. The Brits are targeting a

production run of only 750 units, 225 of which

are to be shipped to North America. Each of the

bikes will be offered with a numbered plaque, a

branded rucksack, an indoor bike cover and, why

not, a letter signed by Triumph’s CEO Nick Bloor,

No confi rmed price yet for SA customers but

we have been told that there will be limited

stock arriving closer to the end of the year and

customers are required to book and pay a

deposit to confi rm orders.

Triumph South Africa - 011 444 4441.


Pic by www.racepics.co.za










Catering for all trackday and street bike riders wanting to race around SA’s top

racetracks. Affordable entry plus great pricing on Bridgestone race tyres.

For more information or to join contact Johan Fourie on 083 375 6941 or email

brunchrun@gmail.com. You can also visit www.zwratkops.co.za.

All the NEWS proudly brought

to you by HJC HELMETS

Indian’s “Appaloosa”

custom Scout build.

Indian celebrates 100

years of the Scout with

this bizzare custom

Scout build which is set

to race in the Sultans of

Sprint series in Europe.

Sultans of Sprint is a wacky and fun-looking

event that wends its way around various

European towns, celebrating the custom

building scene. Points are scored not only on

straight-line drag race results, but on “style,

creativity and craziness” as well – a setup that

encourages a very fun mix of machinery and an

atmosphere all of its own.

Indian Motorcycle has had plenty of fun with

prior Sultans events, most memorably in

2017 when it put together a 185-hp, Nitrousbreathing

Scout build it named after a famous

headless chicken. But as quick as “Miracle

Mike” was, this year’s entry will trounce it on

style and creativity points.

Built for Indian by Workhorse Speedshop and

set to race in Italy, France and Germany over

the next few months, “Appaloosa” – named for

a famously fast American horse breed – also

takes the 1200cc Scout as a starting point, to

celebrate 100 years since the fi rst Indian Scout

made its debut back in 1919.

It’s hard to look at the open-nosed front fairing

of this thing and not think of early jet fi ghters

like the Mig-15 and F-86 Sabre. Behind that,

the fuel tank has been chopped down into just

a lightweight cover that sits over a tiny 2.5-liter

fuel cell the provides just enough power for a

burnout and a run down the strip.

This time, there’ve been no internal engine

modifi cations, but Workhorse has bumped

the stock Scout’s 100 hp up to 130 hp with

the addition of a nitrous oxide system, an

Akrapovic exhaust, direct intake, a racing ECU

and a Power Commander to manage fueling.

The team has tossed the stock belt drive for a

chain, and stuck on a quickshifter for fast gear

changes at full throttle.

Much of the back-end of the bike is custom,

including a stretched aluminum swingarm

designed to add length to the bike and help keep

it from wheelieing on the drag strip. Likewise,

there’s a new subframe and seat unit, with

lower clip-on bars at the front, so the rider will

lie stretched out over the tank with their butt up

against a backstop to help keep weight forward.

Suspension is from Ohlins – an STX 36

piggyback shock and Retro 43 forks with a

steering damper to control headshake – while

brakes are 4D Aerotecs on dual small 230-

mm front discs designed to reduce inertia and

aid acceleration. Beringer also helped out by

machining the hand controls and buttons,

as well as machining some of the other

Workhorse-designed parts like the swingarm.

Ready to roll in the Factory class after around

700 hours of design and fabrication by the

Workhorse team, the Appaloosa will also sport

a heck of a rider – indeed, possibly the best

Grand Prix motorcycle racer never to win a

championship. California’s Randy Mamola, who

placed second in no less than four 500cc GP

racing championships, has signed on to pilot

this creation in Monthlery on the 22nd and 23rd

of June, and Leonberg on the 31st of August

and 1st of September.


All the NEWS proudly brought

to you by HJC HELMETS

Aprilia SVX by

Simone Conti


Simone Conti is a genius Italian custom bike

builder and his latest creation takes one of

the most impressive motorcycle engines

ever produced and puts it into a custom-built

chassis that will leave you speechless.

In our mind, the Aprilia SXV 550 (and its smaller sibling, the Aprilia

SXV 450) is one of the most impressive motorcycles made in

modern time…with one caveat.

The 77° v-twin SXV made headlines with its impressive power

fi gures (70hp for the 550cc version), as well as its tendency to

blow itself apart.

A true race bike with lights, the SXV line was a bit of a disaster

for Aprilia, in terms of customer reliability, and unfortunately that

made the limited number of supermoto and dirt bikes produced

by Noale very short-lived with their owners.

So, it warms our heart whenever we see the SXV engine used

for other projects, if for no other reason than it makes us wonder

what could have been.

Take for example this sport bike custom from Simone Conti

Motorcycles, which turns the SXV into something that is quite far

from the original design intent.

Low and fast, SCM’s Aprilia SXV is a hard tail design with a doublewishbone

front-end and sack of snakes exhaust system that exists

under the seat. For bonus points, it tips the scales at a true 122kg.

Everything but the motor is the work of SCM, with metal

bodywork giving shape to the machine and helping to frame the

v-twin engine in its custom chassis.

SCM’s creation pleases us greatly, and not just because it uses

one of the most intriguing motorcycle engines to come in the last

20 years. We thought you would enjoy it as well.

Source: A&R


All the NEWS proudly brought

to you by HJC HELMETS

Ducati SA gets new

importer and exciting

new premises.

Ducati announces new distributor for

South Africa, which will be situated in a

massive dealership based in Pretoria.

After a successful reorganisation of the Ducati brand in South Africa under the guidance

of LSM Distributors, an agreement has been reached with MFE Motors (Pty) Ltd led by

Mr. Jos Matthysen - to acquire the distribution rights for Ducati in the region.

Jos is a successful businessman with a long time passion for Ducati brand.

In a recent statement, Mr. Toby Venter, CEO of LSM Distributors said: “We looked

closely at possible suitors to build on the solid foundation we have established over the

past 5 years. We are confi dent that MFE Motors will build on this strong foundation,

continuing the service and distribution network that Ducati customers deserve. Jos

Matthysen has demonstrated enthusiasm and business expertise, a combination that is

sure to succeed for Ducati”.

“We look forward to developing the iconic Ducati and Ducati Scrambler brands in the

South African market, proudly taking care of current and future owners’ community”,

concluded Jos Matthysen, Director of MFE Motors.

The new Ducati SA premises will be situated at the World of Motorcycling building

in Centurion Pretoria - 120 Akkerboom Street (old Executive Cars building) - a three

level massive all-in-one motorcycle dealership featuring Ducati as the main feature

on the fi rst level, Kawasaki Centurion on the 2nd level and Sherco motorcycles and

accessories on the 3rd level.

The new Ducati importers have already brought in over 15million Rands worth of

stock, including some more V4R’s. They will also feature the full range of Ducati spares,

accessories and clothing while a nine bench workshop has been setup to cater for all

service and repair needs.

The offi cial launch of the new shop is happening as we type this (1st June) and we will

feature the full review in next months issue.

For now if you would like further information please contact MFE Motors (Pty) Ltd sales

department: Roy 084 729 9452 or Bruce 074 261 6872.

Primrose M/C

turns 50.

In this month of June 2019 Primrose Motorcycles

celebrates its milestone 50th anniversary.

The renowned dealership started trading in 1969 by

Chicco Gasparini and Tony Liberatore.

PMCC have had the honour in dealing with many

brands over the years but in the last 30 odd year’s

have been loyal to: Suzuki, Kawasaki, Aeon, SYM and

including Puzey products over the last few years.

They attribute their long history and success mainly

to after sales service, relationships with old and new

customers, of which they greatly appreciate.

In the photo’s – PMCC in 1971, and current premises

revamped in 2018. Some of the staff have been with

them on average 35 years.

They extend their gratitude to all their customer’s from

past and present and hope to continue for more years

to come. Pay them a visit to reminisce the years and

check out any specials they have in store.

Contact them on (011) 828 9091.

VR46 merch now

on takealot.com

Finally, the new all Valentino Rossi fans have been

waiting for. A full range of official VR46 apparel and

merch is now available for purchase on takealot.com.

There are some great deals on currently with up to 40%

off selected items so we suggest you hurry along to the

site and get some new gear now.

If you feel like seeing and feeling the new range in

person then pop into the World of Yamaha Concept

store and see the full range, along with Maverick

Vinales, SKY VR46 and Yamaha gear.



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.


Tel: Roy 084 729 9452 or Bruce 074 261 6872.

Centurion Office Park, Cnr John Forster and

Akkerboom, Pretoria.

All the NEWS proudly brought

to you by HJC HELMETS

Huge new Yamaha

dealership in Pretoria East.

Wondering around Pretoria visiting dealers

we happened to notice some huge new

Yamaha branding on the corner of Simon

Vermooten Street and Lynwood road in

Pretoria East.

Our natural curiosity gets the better of us

and we stop in. Turns out Tuning Fork (Pty)

Ltd is opening a huge new store in the old

Lexus premises. We got there while they

were still busy moving in and had a chat

to Andre and Paul who took us for a walk

around the new shop. It’s BIG, very, very

BIG and beautiful with a state of the art

workshop, huge parts and accessories

department and monstrous showroom for

the boats, jet ski’s and bikes. They have,

or will have everything in stock by the time

they open offi cially in June, with plenty

of demo bikes to ride. They are currently

head hunting some of the best people

in the industry to staff the new mega

dealership to give you the customer the

best possible experience.

Apart from all the bikes and boats our

favourite part of the store is the fully

stocked offi cial VR46 apparel and

merchandise section, so if you are

MotoGP and Rossi crazy you have to pop

in and have a gander for yourself.

Call them on 083 522 2966 (Paul Kersten

SALES) - 082 834 6242 (Gerhard


Address: Lynnwood Rd, Die Wilgers,

Pretoria. More news coming soon.

New Husqvarna

West now open.

A Stunning store - the team hosted a launch to

celebrate the opening of the store, complete with

the full range of Husqvarna motorcycles, parts and

accessories. They also had the official unveiling of the

new Husqvarna Svartpilen 701 (which we featured last

month), which is now available in SA.

It really is an amazing dealership and a true haven for

any and all Husqvarna nutters. Go check it out at Cnr

Hendrik Potgieter Rd & Zandvliet Rd, Roodepoort,

Johannesburg. +27 10 443 3776


Redstar Raceshop now

offers leather repair service

The Redstar Raceshop is based at the

popular race track situated near Delmas

and they have a fully stocked shop with

all the latest motorcycle accessories

for you and your motorcycle. A big

new addition to the shop is a leather

repair service - offering all repair work

to leather suits, gloves and boots. They

can also stitch on badges, so sponsor

logos or your name/nickname.

The work is not done in house and is

sent out to nearby repair centre but

we can say the process is easy and

the work is really good. For more info

contact 079 219 3182.


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

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




The SVARTPILEN 701 is simple, raw, authentic and thrilling to ride. Its design

captures some of the original spirit that originally made motorcycling great, and

that still fuels the imagination of riders today. Its flat track-inspired design exudes

a timeless appeal that will continue to stand the test of time. Riding this powerful

single-cylinder street explorer is an experience that recaptures the excitement

of those first sparks of inspiration, while its SIMPLE. PROGRESSIVE. design is a

paradox that challenges the status quo of motorcycling.

All the NEWS proudly brought

to you by HJC HELMETS

Win a brand new

Yamaha R1 with

Ridgeway Racebar!

The popular motorsports inspired sports bar out in

Greenstone JHB is once again giving customers a

chance to win a brand new motorcycle.

If you have not yet experienced Ridgeway

Racebar out in Greenstone JHB then you

cannot call yourself a true motorsports

fan. It’s every F1 and MotoGP nutters

heaven with plenty of race memorabilia

scattered all over the place along with

some of the most exotic motorcycles you

will ever lay your eyes on.

Their service is great, food is more some

and they offer every single beverage

imaginable - from liquor to milkshakes.

It has become the hub for many F1 and

MotoGP fans over the years to enjoy all

the racing action live on the many TV’s

plasted all around the smoking and non

smoking sections. They also have huge

space outside for customers to relish

the fresh air whilst enjoying their food,

drinks and racing action.

Last year, Ridgeway Racebar did the

unthinkable and gave away 2 brand new

motorcycles. They started off with a new

Honda CBR1000RR and then moved

on to a Triumph 765 Street Triple. For

2019 they are about to give away a third

bike - a brand new Yamaha R1 valued

at over R240k. This year they will also

be giving out a 2nd place prize (a brand

new Rossi Replica AGV helmet) and 3rd

placed prize (a VR46 merch hamper).

To enter, simply get down to Ridgeway

Racebar, spend R350 or more and

receive an entry form. Place your entry

form along with paid bill into the entry

box to qualify.

The comp starts from 2nd June 2019

and winners will be announced on

Sunday the 17th of November after

the MotoGP race action from Valencia.

Winners must be present to collect their

prizes and if not a re-draw will be done

until a winner is selected.

We as RideFast Magazine are once

again proud to be the official media

partner for this great competition.

Good luck to all and we will see you

at Ridgeway Racebar for all the LIVE

MotoGP action!

Go Faster than ever

with JR Racing.

They say that going fast is a sickness and if that is

true then John and Roland of JR Racing at Zwartkops

racetrack are really sick, even their vacuum cleaner has

a flashed ECU and a turbo on their fridge.

They are also the official agents in South Africa for all

WOOLICH RACING products including all their race

tools packages and also supply and fit Quickshifters,

launch Control systems and Auto blippers to any and all

makes of superbikes. They are well known for their ECU

flashing and onboard software engineering work but

they are also the pro’s at doing turbo conversions and

turbo upgrades, nitrous conversions, profiled cam’s,

gas flowing heads, motor balancing, big bore piston

kits, undercutting gearboxes and basically anything that

makes a bike go faster. They can disable top speed

limiters, gear restrictions, hard cut fuel limiters and can

enable most functions hidden in your OE on board

package such as shift assist and various mapping


So, over and above all the mad ass go faster stuff

John and Roland do they also offer complete engine

rebuilds and all motor engineering, accident rebuilds,

general day to day servicing, brake discs and pads,

tyres, chains and sprockets and even extended

swingarm conversions, restoration projects and bike

customisation. They are a one stop comprehensive

workshop and go faster shop capable of doing anything

you can imagine.

If you want to make your bike run really fast, need prep

on a race or track bike or just need a good service or

some trouble shooting done go see them at Zwartkops

racetrack, just off the R55, west of Pretoria or give them

a call on the following numbers; Roland: 082 850 2882

and John: 082 643 3562. Or drop them an E-Mail:

roland@jrracing.co.za, john@jrracing.co.za.



Inspired by the Dark Side of Japan, the MT-07 has taken the world by storm – and is now one of

Yamaha’s best selling bikes of all time. And it’s easy to see why so many riders have chosen to ride

this exciting Hyper Naked.


Yamaha Blue

Ice Fluo

Tech Black

Including VAT.

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


All the NEWS proudly brought

to you by HJC HELMETS

Limited Edition Super

Katana coming?

MV Agusta F3XX

An 800cc cousin to the machine that secured a podium fi nish in the

most recent World Supersport round, the MV Agusta F3XX sees its Imola

debut as good timing then.

Then when you consider the 160hp on tap, and 145kg sans fuel (156kg

all fueled up), the spec sheet for the F3XX is certainly impressive.

And honestly, the bike should be impressive. For those who don’t know,

Reparto Corse is a separate entity in the MV Agusta family – a completely

difference business unit from the bike-maker, in the same way that the

Castiglioni Research Center (CRC) is separate from the Varese factory.

For MV Agusta Reparto Corse, racing is their only business.

So, while it is strange to see the group build something for public

consumption, it is done not in a large manufacturing way, but instead in a

hand-built, small-volume manner. In other words, it isn’t going to be cheap.

In fact, Reparto Corse isn’t even willing to talk pricing, instead asking

those so inclined to reach out to them personally for a quote, as what

you see described here is only a starting point for what the race shop can

build…and they can build whatever you are willing to afford.

To get things started though, they have a motorcycle that drips in carbon

fi bre, including the fairings themselves.

Everything on the F3XX comes from a racing ethos. The wiring harness has

been rebuilt, shortened, and has an integrated datalogger. An AiM MXS1.2

TFT dash is used, instead of the stock LCD unit, and SC-Project has built a

3-1 full system exhaust. The list goes on, of course.

Our personal favourite touch is that the bike already has potentiometers

installed and wired up, so you can begin breaking down your lap times by

corner and study the performance of your suspension, throttle, braking

pressure, and so forth.

Of course the MV Agusta F3XX looks the business too, thanks to the

incredible design that the Italian brand has created with the MV Agusta

F3 street bike.

But, if you live on the track, and want the ultimate expression of that idea,

what Reparto Corse has built should be considered the only way forward.

It is mouth-watering. Source: A&R.

The rumour-mill in Japan is that Suzuki is planning a limited-edition

‘Super Katana’ that is effectively a ‘R’ version of the bike that was

launched by the Japanese factory earlier this year.

What’s being said in Japan and being shown here in this illustration

from top Japanese outlet YoungMachine is this: the supposed new

bike will appear sharing parts from the current GSX-R1000R at

the front end (high-end suspension and brakes) and GSX-R1000R

electronics (so, possibly more power than the current Katana’s

149bhp) the bike will still run with the standard Katana’s GSX-R K5-

derived motor and frame. The swingarm will be considerably different

on the 1135R though with a heavily-braced racing item.

The riding position will be different too with clip-on handlebars that will

sit lower than on the current bike and a lower front fairing to follow the

sweeping line from the bridge of the petrol tank forward and down in

an aggressive line. As for the small wings placed under the nosefairing?

Time will tell.

Motul SA announces new

distribution partnership

with Bikewise.

Motul SA has announced that as of June 1st, 2019, Motul motorcycle

products will be distributed throughout South Africa by Bikewise -

who are part of the KMSA Group and also do barnds such as Arai and

Pirelli. “We’re excited to have this opportunity to partner with Motul

SA and make their quality products more accessible to more South

African motorcycle owners,” commented Chris Speight – Managing

Director of KMSA, the holding company for Bikewise.

Mercia Jansen, Motul SA Area Manager for Southern and Eastern

Africa, echoed these sentiments, saying that “In Bikewise, Motul

has found a motorcycle distribution partner who shares our values

and commitment to quality in all areas. They have a 26-year legacy

of outstanding service in the market and we have no doubt they will

deliver the service and support our customers expect.”

Motorcycle accessory stores, workshops and dealers are encouraged

to contact Bikewise (using the details below) to find out more about

the Motul range they will be distributing.

For more information go to http://www.bikewise.co.za/ or call

Bikewise on: 011 566 0333



Monster Energy Yamaha signs

MotoGP eSport world champion.

The Monster Energy Yamaha MotoGP

team has signed double MotoGP

eSport world champion Lorenzo Daretti

to represent the organisation in the

2019 season, becoming the fi rst factory

gamer in the sport.

Yamaha made the offi cial

announcement on the eve of Jerez,

where 19-year-old Daretti joined

Valentino Rossi and Maverick Vinales in

the presentation led by Yamaha Motor

Racing managing director Lin Jarvis.

Jarvis introduced a video showing the

highlights of Daretti’s career, securing

the 2017 and 2018 MotoGP eSport

crowns. Daretti then entered the stage,

which featured a custom Monster

Energy Yamaha MotoGP replica

YZF-R1, sporting his race number of 58

and personal logo, ‘Trast73’.

“First of all, I want to say welcome to

Lorenzo,” commented Jarvis. “This is

a very special occasion for him as well

as Yamaha – he has become the fi rst

offi cial eSport rider signed by a MotoGP

team. It’s a signifi cant step, as we

believe eSports and MotoGP can have

a great shared future.

“We have kept an eye on the

developments of the MotoGP eSport

championship in the last two years and

Lorenzo struck us with his talent and

professionalism and obviously also with

his two world champion titles. The fact

that he is also the proud owner of an R6

that he uses for track days was really

the icing on the cake that convinced us

he had to be our eSports rider!

“It won’t be easy to make it a hat-trick

crown. eSports is a sector that is rapidly

growing, so the competition gets fi ercer

every year, but we have a lot of faith

in Lorenzo’s abilities and are looking

forward to a good championship

year for him. He will also be joining us

at several MotoGP races and other

Yamaha promotional events.”

Daretti later showed off his skills on the big

screens, doing a lap around Jerez on the

MotoGP 18 game by Milestone, before

he went on to challenge any journalists

that dared to take on his eSport skills.

“I’m really proud to start this new season

as an offi cial eSport rider for Monster

Energy Yamaha MotoGP,” Daretti

beamed. “Being a part of this team,

which immediately welcomed me with

open arms, is an indescribable emotion.

“After two world titles, this year it will be

harder to repeat myself because my rivals

are getting more and more professional

and determined. But the fact that I am the

fi rst offi cially signed rider in the history of

the sport gives me an extra boost and I

will prepare myself to the maximum to get

ready for the challenge.

“I would like to thank Yamaha for the trust

they have placed in me since day one and

I’m looking forward to starting the 2019

championship qualifying and beginning

this new adventure on the track.”

As Daretti is a biker himself, he will

also participate in various Yamaha

events on-track. One of the fi rst of

such opportunities will be the Yamaha

VR46 Master Camp in May, which

was established as one of the highlight

activities promoting Yamaha’s goal to

support, encourage, and train young

talents from around the world.

Brought to you by

Pedrosa testing

return to offer boost

for Red Bull KTM

A number of test laps completed at Mugello last

month have confi rmed MotoGP legend Dani

Pedrosa will be available for testing with Red

Bull KTM Factory Racing from this month after

adequately recovering from a collarbone injury.

Pedrosa faced a broad and demanding process of

physical recovery from the complex double stress

fracture of the right collarbone, undergoing surgery

in January and ultimately preventing him from

participating in planned pre-season testing with the

Austrian manufacturer.

Team manager Mike Leitner is confi dent Pedrosa’s

return to track will offer the factory outfi t a boost in

the current MotoGP World Championship, as the

brand continues to develop its RC16 machine.

“It was very positive and also quite exciting to see

Dani riding at Mugello and able to make those

laps,” said Leitner. “It means his shoulder recovery

has gone well and he is almost ready to start his

new job for us.

“We can all see how close MotoGP is in 2019 so

far and how high the level is now, so to have Dani’s

experience and his knowledge coming into the

team and to the technicians back in the factory will

only help us even more.”

After retiring from professional racing last year, KTM

signed Pedrosa to a multi-year contract to fulfi l the

role as its lead test rider.


more confidence, in wet

and dry conditions, even

after 5000 KM *

even after 5 000

KM, experience

braking in the


Even after 5 000 KM, a MICHELIN Road tyre

stops as short as a brand new MICHELIN

Pilot Road 4 tyre* thanks to the evolutionary


With its dry grip, stability and best handling versus

its main competitors, thanks to MICHELIN’s

patented ACT+ casing technology, it offers even

more riding pleasure.***

* According to internal studies at Ladoux, the Michelin centre of excellence, under the supervision of an independent

witness, comparing MICHELIN Road 5 tyres used for 5 636 km with new and unworn MICHELIN Pilot Road 4 tyres.

** According to internal studies at Fontange, a Michelin test track, under the supervision of an independent witness,

comparing MICHELIN Road 5 tyres with METZELER Roadtec 01, DUNLOP Road Smart 3, CONTINENTAL Road

Attack 3, PIRELLI Angel GT and BRIDGESTONE T30 EVO tyres, in dimensions 120/70 ZR17 (front) and 180/55 ZR17

(rear) on Suzuki Bandit 1250

*** External tests conducted by the MTE Test Centre invoked by Michelin, comparing MICHELIN Road 5 tyres with MI

*** External tests conducted by the MTE Test Centre invoked by Michelin, comparing MICHELIN Road 5 tyres with MI-

CHELIN Pilot Road 4, METZELER Roadtec 01, DUNLOP Road Smart 3, CONTINENTAL Road Attack 3, PIRELLI

Angel GT and BRIDGESTONE T30 EVO tyres, in dimensions 120/70 ZR17 (front) and 180/55 ZR17 (rear) on a Kawasaki

Z900 giving best dry performance globally and #1 for Handling, #2 for Stability, #2 for Dry grip

Brought to you by


Andrea Dovizioso to

Make DTM Debut

13-time MotoGP race winner Andrea

Dovizioso will debut for Audi at the

upcoming Misano DTM round this June


Having fi nished runner up in the top

class of motorcycle racing for the past

two years, 33-year-old Ducati rider

Andrea Dovizioso will switch to four

wheels this month as the popular Italian

makes his debut for the WRT customer

Audi team in the German DTM category

at Misano.

Standing in for regular driver Pietro

Fittipaldi for the Italian round of the

predominantly German based series,

Dovizioso will be further expanding his

experience with four wheels following

his class victory in the Lamborghini

Supertrofeo race at Valencia back in

2016, and the currently third placed

MotoGP rider is understandably hugely

excited to be performing in the high

level DTM series next month:

“I love cars and I feel lucky to be able

to race with the Audi RS 5 DTM,” said

Andrea Dovizioso.

“It’s tough to fi nd the time to prepare

for it during the MotoGP season but I

am really looking forward to compete in

such a high-level context as the DTM.”

‘Dovi’ is no stranger to motor racing

success, and it will be interesting to

see how well the Italian fan favourite

can adapt to such a competitive tin top

category. With interesting guest drivers

adding another element of intrigue into

what is already a very attractive looking

season for the newly refreshed DTM this

year, Misano will certainly be an curious

experiment for the series.

Le Mans result proves

KTM’s rivals are ‘not gods’

Pol Espargaro says fi nishing the MotoGP

French Grand Prix just 5.9 seconds from race

winner Marc Marquez in sixth proves KTM’s

rivals are “not gods”.

Espargaro - who trailed Marquez by 32s in

last year’s Le Mans race - was unable to set

a lap in qualifying due to a crash in Q2, but

leaped up from 12th to sixth at the start and

remained there for the entire 27 laps to secure

KTM’s best-ever dry weather result.

Hailing the result as “stunning”, Espargaro –

though remaining grounded – believes KTM

can be podium contenders this season if it can

improve “a few things” with the RC16.

“To see us there in that spot and see Valentino

[Rossi] was in front of me, and he was pushing

and he was not able to make a lot of gap to

us - just in 27 laps two seconds – [and to see]

Honda, Marc just pulling fi ve seconds on us is

simply stunning,” said Espargaro.

“We have seen they are not gods, and with a

good bike, with a good performance all of the

weekend, we can be there fi ghting.

“Just we need a few things to be improved,

and if we improve them I think we can fi ght

for the podium even in other tracks.

“But we need to keep our feet on the ground.

In the next races we will try to do the same or

similar and to improve the results of last races

and last year.”

KTM has taken a radically different approach

to its chassis and suspension set-up

compared to its rivals, in that it is the only

manufacturer running a steel trellis frame

design and WP suspension.

Espargaro admits he is “happy to shout

about” his Le Mans result to those who said

KTM would have to alter its chassis and

suspension philosophy to be competitive.

“The improvements we tested on Wednesday

at Jerez were really, really good,” he added.

“Unluckily we couldn’t have it for the race in

Jerez and couldn’t take profi t of it. But we’ve

seen a big performance [gain] in testing on

the Wednesday when we were alone.

“I’m super pleased about that, and super

happy to see this tubular chassis and WP

suspension working.

“I’m happy to shout out about it to those who

said it would never work. It’s working.”









Terms & conditions apply


Brought to you by

Seven different

winners from the

seven races at the

2019 North west 200.

After a week of glorious weather on the

north coast for practice, qualifying and

the Thursday evening’s superb race

action, the heavens opened on the

morning of Saturday’s race day at the

2019 fonaCAB International North West

200 in association with Nicholl Oils,

creating challenging conditions for the

event organisers.

Delays caused by the bad weather were

exacerbated by non racing incidents

arising from the collision of a helicopter

with power lines near Portrush. Despite

the problems, the organisers battled on,

eventually running four of the fi ve races

in the scheduled programme.

The Junction Retail and Leisure Park

Supersport race was eventually

completed at the third time of asking

following red fl ag incidents in the fi rst

two starts. Last year’s fastest newcomer

at the North coast event, Davey Todd,

claimed his fi rst international road race

victory ahead of Derek McGee (B&W

Kawasaki) and his Milenco Padgett’s

Honda teammate, Conor Cummins.

The Anchor Bar and Restaurant

Complex Superbike race began on

drying roads. Shortened from 6 to

4 laps it saw a huge battle develop

between Quattro Plant Kawasaki

teammates, Glenn Irwin and James

Hillier with Irwin securing his 4th NW200

superbike victory in a row following a

fi nal lap move at Juniper.

Conor Cummins claimed his second

podium of the day on the Milenco

Padgett’s Honda Fireblade and Derek

Sheils (Burrows/RK Racing Suzuki) had

a brilliant ride to 4th ahead of Alastair

Seeley on the PBM/Be Wiser Ducati.

The JM Paterson Supertwins race

produced a fairytale win for 55 year old

Jeremy McWilliams (KMR/ Bayview

Kawasaki) after a race long battle

with Christian Elkin (Dynocentre NI

Kawasaki). Another NW200 veteran,

Michael Rutter took his second

podium of the week on the KMR/

Bathams Kawasaki after fi nishing third

in Thursday evening’s Supertwins race.

The winner of Thursday’s encounter,

Stefano Bonetti, crashed out of

Saturday’s race at York.

After a week that had already seen him

claim a third place fi nish in Thursday’s

Supersport race and a runner up

position in the earlier Superbike event,

James Hillier (Quattro Plant Kawasaki)

secured the victory that saw him

crowned Man of the Meeting in the CP

Hire Superstock race.

A newcomer to road racing and the

North West, Richard Cooper put

in a fantastic performance to claim

runner up spot on the Buildbase

Suzuki ahead of Davey Todd on the

Penz13.com BMW. Dean Harrison

(Silicone Kawasaki) was 4th with Swiss

newcomer Lukas Maurer (Heidger

Kawasaki) posting an impressive 5th

ahead of Michael Rutter (Batham’s


An extension to the road closing order

allowed the parade lap of former North

West 200 winning machines and

riders to take place. With conditions

deteriorating as the light faded on a

long day of racing the race organisers

decided to cancel the Merrow

Superbike race after the sighting lap in

the interests of safety.

‘I want to thank everyone who

visited the 90th anniversary fonaCAB

International North West 200 in

association with Nicholl Oils this week.’

Event Director, Mervyn Whyte, MBE,

said afterwards.

‘Despite Saturday’s less than perfect

conditions we have enjoyed a fantastic

week of road racing with unforgettable

victories for the seven different winners

in each of the seven races. Huge

congratulations must go to all of the

teams, competitors, sponsors, fans and

volunteers who have made the running

of the 90th event such a memorable





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The CBR1000RR and SP Fireblades are significantly lighter,

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Just arrived at Fire It Up! accessories is the all-new

Alpinestars Hyper Drystar Black / Camo / Red Jacket - A

Sports style jacket designed for covering long distances

as well as for general urban riding. With a practical,

breathable and waterproof Drystar membrane,

removable thermal lining and air inlets to easily adapt to

different weather conditions. With homologated Bio-

Armor protections on shoulders and elbows.

From: FIU - 011 467 0737 Price:





This is a product that every track day rider or

racer should have in their racing bag. Undersuits

or underskins are used by all top MotoGP and

WSBK riders. It helps with sweating and more

importantly helps you move around in your leather

suit a bit better.

Rich Solutions now offers a wide range of

undersuits/skins. On the left Rob sports the

standard black colour long-sleeve skin, which is also

available in a wide range of standard colours, such as

pink, green, yellow, orange, red, blue etc (pants also

available in various colours).

On the right is Rob sporting his new custom made

RideFast undersuit - longsleeve top with long

pants. “The quality is of high standards and the fit

is great”, says Rob.

Priced from only R380 for the top and R400 for

the pants (standard colours) these really are well

priced, high quality skins that all riders should have!

From: Rich Solutions Price: Standard tops R380 / pants R400 - Custom top R950 / pants R400



Now here are some seriously good value-for-money

track racing boots! Our test rider, Shaun Portman, has

been handed a pair of the new top-of-the-line Forma Ice Pro

Flow track boots to show off in tests and when racing. These

are stylish Italian boots with massive amounts of protection

and features. The Forma Ice Pro Flow boots are extremely

technical and developed over a generation of MotoGP

racing. Top riders such as Danilio Petrucci, Karel

Abrahams, Simone Corsi, just to name a

few, all sport these amazing style boots

in the various MotoGP categories.

Designed for maximum feel and

performance, the vented micro-fiber

construction provides maximum

airflow and is protective and lightweight.

The FCS system brings lateral stability and ankle support. A special

compound race sole for feel and total control. Rebuildable for when

you push the limits, comfortable like traditional Forma bloodlines.”

From: DMD - 011 792-7691 Price: R5500 (Available in Flo yellow/wht & Blk/wht)



Heated Grips

Winter is upon us and all

indications so far that it might

be a properly cold one, here is a

great product. As long time riders

we have always noticed that no

matter how good your gloves are

your hands and fingers in particular

get really cold. A lot of the high

end bikes are coming out with

heated grips which really make life

a lot more comfortable, however

some of the older bikes and entry

level bikes do not. DMD has these

really high quality heated grips at a

very reasonable price. These grips

have ergonomically engineered

surface structures to optimise

riding performance. Thicker

rubber in areas of maximum wear,

rhombus tread pattern for vibration

absorption. Special block grip

patterns with sipes for high levels

of grip and diamond tread pattern

where maximum grip is required.

The grips features 5 heat settings,

draws under 4A and has a battery

saving mode. They are a universal

fitment and work on most bikes

with a stable charging system.

Fitment is quite simple and with

the clear instructions included can

be fitted D.I.Y. if you have a little bit

of technical aptitude, or you can

have them fitted by the dealer you

buy them from.

Recommended Retail Price

R1395.00 incl. VAT. Check out www.

dmd.co.za or call 011 792 7691 to

find your local stockist.

MotoGP Replica

Pocket Bikes

Pocket Bikes SA have just released

new MotoGP replica mini racers.

Available in 50cc 2-stroke and

4-stroke 50cc, 3hp automatic air

cooled machines with electric start.

Prices starting from R6500.

Call Pocketbike SA now on (021)

2027583 or visit their website





The answer for every condition.


With the innovative and highly-acclaimed GT-Air as a baseline, the all-new GT-Air II was destined for greatness from the very start.

Advancements in design, functionality and performance have further evolved SHOEI’s premiere full-face touring helmet, yielding

even easier adaptation to the ever-changing conditions throughout your journeys. Featuring a lengthened internal sun shield for

optimal sun-glare protection, all-new “first position” shield opening for advanced ventilation and defogging, enhanced

aerodynamics and noise-reduction technology, and the ability to seamlessly integrate with the all-new SENA SRL2

Communication System, the GT-Air II is equipped to accommodate your every need.

Shoei helmets are imported and distributed by AMP.

To find your nearest Shoei dealer call 011 259 7750.


Words by Rob Portman / Pics by Gerrit Erasmus & Daniella Kerby


Rivals on track, best mates off - some of the 300 Supersport Brat pack.

Andre Senekel

trying not to melt

with all that hotness

around him...

The new Monocle Motorcycle Racing Series has so far been a huge

success. Over 110 entries joined up for the first round at RSR, that was

backed up with over 140 at round two. Heading into round 3 at Phakisa

and over 125 entries in total – not bad for an all bike day!

What makes the Moncole Series so special is not only the cheap entry

fee of R1500 (that includes the Friday practice and enter as many classes

on the day as you like) but also the fun, no nonsense atmosphere.

Everyone involved just wants to take their bike as fast as they can around

a racetrack, in a safe and comfortable environment.

Every grid on the day was jammed packed with rider’s ready to enjoy the

race day. Once again, the track action was world class. Riders young and

old put on a great spectacle for all to enjoy.

The Supersport 300 class kicked off the day’s racing action and it was

young star Chris Wright who stole the show picking up his first wins in

the class. He controlled both races from start to finish despite massive

pressure from Nicole van Aswegen and championship leader Ryno

Pretorius. It’s now neck-and-neck at the front end of this championship

heading into the next exciting round at Kyalami and then down at the

fastest track in the land – the East London Grand Prix Circuit.

In the 1000cc SBK class it was Matthew Herbert who dominated both

heats, with George Hjiphilippou and Darren Pillay putting in solid rides

to round out the podium. Luka Gaspar picked up both race wins in the

600cc Supersport class with impressive newcomer Chase Hulscher

finishing in 2nd overall ahead of Cameron Aitken.

Once again the most exciting class on the day had to be the new

Streetbike class. Over 24 riders lined up on the grid to do battle, and

battle they did. All the way through the field riders jostled for positions.

In the end it was Wayne Ludick who took overall honours ahead of Tim

Green and first-time racer Colin Hume, yes, the famous EFC fighter.

We as RideFast entered Michael Powell into the streetbike class on our

Husqvarna Vitplien 701 just to show how streetbike the class really is.

The gorgeous Dunlop girls

helping keep Adriaan Van

Dalen cool on the start line.

Lafras Fritz holding off Guy

Didcott and Ian Harwood in

the Masters Class.

SA’s got talent - Chris Wright

picking up the double win in

the 300 Supersport class.

The Classic racers put

on a great show.

Michael did an amazing job to mix it with the much faster bikes and both

he and the Vitpilen 701 can be proud of the laptimes and positions they

achieved. A 12th and 10th place finish in both races with a fastest time

of 1,58.530 - not bad for a 690-single powered streetbike fitted with

Metzeler M7RR road tyres.

In the Battle of the Twins class it was Brian Bontekoning who took the

wins, albeit it on his Ducati V4 powered machine (gonna have to change

the name from Twins to V4’s) with Thomas Brown iand Mick Landi the

only true Twins in 2nd and 3rd.

The Masters Class has also proved to be a very popular class and it was

Graeme Van Breda who took both wins on his first time out in the Monocle

Series. Johnny Krieger picked up 2nd overall ahead of Jaco Gous.

The Classic Racers were once again present with over 25 bikes taking

part in both races. Paul Jacobs took the overall result ahead of Jaco Gous

and Leon Van Den Berg. The Historic Bike Club were also there on the

day and it was great hearing, seeing and smelling some iconic machines

ride around Phakisa.

So overall another huge success for the Monocle Series and we really

look forward to the remaining rounds of the season. Next up is Kyalami on

the 4th of June, in which I will be racing our Honda CBR1000RR machine

in the Masters Class, followed by East London on the 27th of July. Make

sure you check out the Moncole Facebook page for more details, race

results and pictures from the events.

Go to www.motorcycleracingseries.co.za to enter.

George Hjiphilippou on his

gorgeous BMW S1000RR.

Our Michael Powell

showing off just how

streetbike the streetbike

class can be.


guys at it again

- Hulscher,


and Bosch.

Words by Rob Portman / Pics by Gerrit Erasmus & Daniella Kerby





The best way to test any track-focused slick tyre is to go racing with

it, so that’s exactly what we did with the new BATT UHP tyres (Ultra

High Performance).

In last month’s magazine Donovan

Fourie did a great feature on the new

affordable slick tyres from BATT. He

tested them around RSR on a road

going Suzuki GSXR1000. He very much

approved of them saying that they are

a very good option for track day riders

looking for cost effective tyres that offer

good grip and more importantly longevity.

He did also go on to mention that they are

very much aimed at the group B and C

track day riders and that faster riders/racers

would fi nd them a bit restricting.


Bruce from BATT tyres asked us if we could

take the tyres and put them to the test in racing

conditions. A chance to go racing? Hell yes!

So, we fetched 2 sets of the new UHP

slick tyres and fi tted them to our Honda

CBR1000RR racer. We fi rst gave both the

tyres and bike a run down at RSR, before

heading off to Phakisa a week later for round 3

of the Monocle Racing Series, which you have

already read was a huge success.

We had fi tted some extra parts to our

Honda CBR1000RR so wanted to make sure

everything had been installed properly. A new

high-rise Isle of Man TT styled screen from

Powerbronze was fi tted, which gives us riders

with big belly’s more room to tuck under. A

new set of Domino race grips were fi tted along

with a GFP carbon lever guard

and a GFP shark fi n. We also went slightly

shorter on the gearing so we fi tted a 46 rear

Renthal sprocket. This would give us a bit

more drive out of the turns. We also managed

to get ourselves a set of GFP tyre warmers,

which work like an absolute dream and priced

at only R2999 they are seriously good value

for money. In fact, the entire range of GFP

products really are good value for money!

The shakedown at RSR went really well.

We had to do quite a few setup changes to

the bike to accommodate the hard compound

BATT slick tyres. Luckily for us we had the

master himself, Ricky Morais, on hand to wave

his magic spanner. Shez Morais was also on

hand and his input also helped immensely.

After a full days testing, completing over 60

laps, we were left pretty satisfi ed with the new

rubber. They are designed to offer good grip

and that’s exactly what they did, but the real

highlight of these tyres are their longevity and

price. At only R3450 (launch special) they are

one of the best value-for-money track tyres on

the market today.

My brother, Shaun Portman, kitted out in

his new MASS Custom suit and Forma Ice Pro

boots, managed a fastest time of 2,03.2 around

RSR. Not bad going on the new BATT slicks

and a pretty much stock Honda CBR1000RR.

Shaun did complain of one or two false

neutrals on the day and a bit of brake fade,

problems we tried to address heading into the

Phakisa race. While we did not have time to fi t

braided hoses, we did manage to fi t the new

GFP rearsets and this solved the false neutral

issues. A much more solid feel compared to

the stock rearsets, so if you have a new Blade

and have issues with the gearbox try getting

a set of GFP rearsets, it solves the problem.

As for the brakes, the standard ABS system

fi tted to the CBR1000RR causes a bit of

disturbance out on track, only when pushing

really hard. It interferes way too much and

results in a bit of brake fade, which ultimately

hampered Shaun’s progress throughout the

Phakisa races.

We arrived at Phakisa on the Saturday

raceday so Shaun missed out on the Friday

practice, which put him a bit behind his

rivals in the 1000cc Superbike class. He

managed to qualify in 13th on the grid after

only managing 4 laps, with a time of 1,49.5.

Poor track conditions and brake fade being his

biggest issues. Nothing we could do about the

brakes and the track conditions would only get

better as the day went on so we were not too

worried about that.

Heading into race one and Shaun got a

blinder of a start and made up 5 positions

going into turn 1. The CBR1000RR really is an

easy bike to launch, a lot easier than most of

its rivals…

Shaun was able to mix it at the sharp end

for a few laps before the brake

issues crept in. Grip also started

to fade as the tyres and track

got hotter. He managed to

settle into a good rhythm and

set a best time of 1,48.1 ending

up 10th overall in the SBK class.

Tyre wear was really good, too good

in fact so we decided to drop the tyre

pressures to try help get a bit more grip,

especially out of the tight turns. This did

not help much and Shaun again couldn’t push

as hard as he would have liked in race two and

ended up settling for 11th place.

The new BATT tyres held up well and

looked like they could still do another two track

days easily. The compound is a bit hard for

fl at out sprint racing, especially at the pace

Shaun would like to run, but they will offer the

everyday track day rider the perfect amount of

grip, support and longevity. More importantly

they won’t cost a fortune and you won’t be

needing to change them after only 2 sessions.

Out at RSR they still had plenty of grip and

wear left even after 60plus hard laps.

Great value for money tyres aimed at

the trackday masses. Make sure you take

advantage of the amazing launch special –

only R3450 for a set (120/70-17 front and

200/60-17 rear).

Contact Bruce at Bike Tyre Warehouse on

011 205 0216 for more info or to purchase

your set of BATT UHP slicks.

As for our Honda CBR1000RR, we are

loving it. Apart from the brake and neutral

issues, which have now been sorted heading

into the next Monocle race at Kyalami on the

4th of June, the bike is performing really well

considering it’s pretty much a street bike racer

against full blown race bikes.

The bike is now at ETR with Ricky Morais

getting some much-needed upgrades such

as braided hoses fi tted as well as a GFP

radiator guard. Ricky will also be tweaking

the suspension a bit more for us and putting

the bike on the dyno to help get some more

power. A Sprint fi lter will also help in that

department and just wait and see what Kallie

from Syndicate Custom has done with the

design of the bike – simply breathtaking!



Re-tread’s & Second Hand Tyres

in the Motorcycle Tyre Industry:

We bet that 90 percent of us

have been in the situation where

you simply cannot afford to

buy a new tyre. I remember

wandering next door to The Bike

Hospital to find a semi decent

used tyre for my CB5504k (OK

that bike was already old then!)

years ago.

It’s not ideal - but when times are

tough you make a plan.

The guys from Bike Tyre

Warehouse sent us this feature

on what to look out for...

Used and retreaded motorcycle tyres:

The proliferation of second hand motorcycle

tyres is growing driven by economic factors &

rider ignorance to the dangers of using them.

The rider needs to ask him or herself

what the tyre went through when used by

the previous owner because it is not always

just about the life and wear of the tyre; not

many riders will get rid of a tyre at 50% of

its life just because he can more often than

not the tyre has experienced some sort of

critical damage that is not always apparent

to the unskilled eye.

So - has the tyre with 2mm-3mm tread

suffered impact damage? Or while buying

the second hand tyre for example you ask if

it has had a puncture you get shown a tyre

that has no evidence of a puncture repair

- but a faulty valve could have caused the

tyre to deflate and the previous owner could

have ridden the tyre while flat.

So he naturally got rid of it after having

it inspected by a tyre professional as the

carcass is fatigued and it is not safe to be

used any longer.

You buy it for R500 what a deal, then on

your Sunday run you run tight in a corner

and the tyre collapses and delaminates

which normally causes extensive damage

to the tail end of your bike and in some

cases takes the bike down with you on it...

The sale of scrubs (used race tyres) by

track riders after a race or track day is a

common practice in the race market. This

is all very well if the tyre is going back onto

the track but when these tyres end up on

road bikes used for daily commutes etc. it’s

very dangerous - and sadly so many bike

owners are ignorant to the fact thinking

because it is a track tyre it has great grip.

Sadly this is a big misconception.

Slicks are not designed for road use.

They require heat which they get with the

use of tyre warmers to bring them to the

required temperature for optimum grip. This

is not possible when you are going to work,

stop starting and filtering through traffic.

Ask anyone who tries to sell you a slick for

your road bike.

“Retreaded motorcycle tyres” you say

with a quick frown. “Why?”

Because you have been racing for 10 years,

you have ridden all the brands because as

an experienced rider you know you need

to try any & all tyres specific to your race

discipline because it’s what you do; because

you want to find what works for you.

You need a tyre to give you traction

& stability at high speed; straight line

precision; braking stability; cornering

stability; lateral support and durability. Tyre

versatility for multiple terrains is critical now

as a single race can cover several terrains,

and you might need different levels of

durability (tyre life).

Yes, every brand works at this - during

development to rigorous testing in-house

as well as giving tyre products to globally

recognized industry test centres like

Tass International. And they do obtain an

estimated tyre life for each product - but it’s

never a definite.


Because there are so many variables -

essentially how long is a piece of string?

Trust me, the most asked question in 20

years in the tyre trade – “How many kilo’s or

hours will I get on this tyre” proves without

a doubt that the life of a tyre is one of the

most important considerations made by a

customer when buying a tyre.

Racers are no different - they ask the

same question as the everyday riders why

because specially developed race tyres are

expensive when you use a set per race or

in the more extreme events 2 to 5 tyres - it

adds up very quickly.

A good example is the 140/80-18

extreme tyre which led to a war among

the manufacturers with a literally overnight

boom creating a high demand for this

extreme tyre type The brands rushed

to get product into the market; specially

designed carcasses and compound

offerings hard; medium; soft & the super


soft commonly known among this breed of

racer as a sticky.

Unbelievable technology which must

deliver on capability and safety when

pushed to the ultimate limit by the racer

and, yes there are brands that have

produced premium quality for this market

but again durability is the one thing that

plagues all.

So back to the quick frown; motorcycle

retreads - what’s this all about?

We have all heard the word retread and

the first thing that comes to mind is truck

tyres, and the daily reminder is the retreaded

rubber lying on our highways and

roads from these truck tyres.

So what are retreads; a brief synopsis.

A re-tread is a used tyre that has been

re-manufactured to extend its life. The old

worn tread is removed and new tread is

attached through a specialised process

involving hot and cold curing. Retreads

are widely used in the trucking industry

because of the high cost of replacing truck

tyres. Commercial jets also use retreads for

the same reason.

However, in the case of truck & aircraft

tyres the carcass has been designed to

take the extended life (mileage) of being


In overseas markets, re-treaded tyres for

passenger vehicles must have a maximum

speed rating of 140 km/h and the original

casing used must have a minimum rating of

180 km/h.

Many motoring bodies and car insurance

companies do not consider retreads

safe and do not recommend their use in

passenger vehicles for the following reasons:

• The history of the original tyre is unknown

(how often has it been re-treaded and under

what conditions has it been driven).

• Less overall structural strength than a

new tyre and the potential for the retread to

come loose from the tyre.

• Potential instability at high speed.

• Inferior wet grip, durability and braking


In South Africa, there are no quality

safety standards that retreaded tyres need

to meet only that the tread depth meets

international standards.

Why you should avoid retreads & used tyres.

While retread tyres may be suitable for the

transport industry due to the cost savings,

they should be avoided in passenger

vehicles simply because of the doubts that

still hang over them. The bottom line is,

these are not new tyres and, like anything

used, they have a greater potential to fail.

Given that most tyre retailers now carry very

affordable new tyre brands at the lower end

of their ranges, there is simply no excuse for

bringing your family’s safety into question

for the sake of a few rand.

The situation is even more severe in the

Motorcycle industry. Generally speaking a

motorcycle tyre works harder than a car tyre

due to more horsepower per square inch

being generated into it, particularly under

racing conditions.

All tyre manufacturers will tell you that

motorcycle tyres are not designed to be

re-treaded under any circumstances -

never use a motorcycle tyre that has been

retreaded. They are not safe and more than

likely will fail with dire consequences.

None of the reputable premium brands

will be responsible for any warranty claims

relating to re-treaded or remanufactured

tyres using any one of these premium brand


What is the standpoint on retreading,

from a safety aspect?

Technically speaking (best-case): re-baking

the rubber affects the tyres structural

property of carcass plies and sidewalls, the

discontinuity between sidewall (baked and

made of proprietary materials) and tread

pattern (raw and of unknown source) layers

may potentially generate circumferential

joint opening. Structural reliability is

therefore unpredictable at least from a

theoretical standpoint.

So - is it worth it?

Retreaded tyres could be less expensive

than the new ones, however, after the

budget tyres have come into play, the

scenario has changed to a large extent.

Now, it seems that budget tyres are even less

expensive than the retreaded ones and as

they are freshly made tyres, they obviously

have better quality than the retreaded tyres.

Hence, a customer is more likely to prefer

budget tyres to the retreaded ones.

In retreading, a new lease of rubber is

put on the casing of a worn out tyre without

changing the cords of infrastructure. Hence,

the quality of the retreaded tyres always stays

a lot down than that of the new tyres. No

matter how well it works after retreading, there

has to be some issue with a retreaded tyre.

Short term you might save a

few bucks - but when you are

cruising at mach 4 and the tyre

delaminates... it wont be pretty.

Even if a used or re treaded tyre

looks good, there is a reason

why it was removed by the

previous owner and destined for

the tyre graveyard.And on a bike

especially - that is no joke!

Bruce de Kock

Bike Tyre Warehouse Group SA

Tel: 011 205 0216




Every motorcyclist can probably remember their first ever ride on a bike. I

remember my first encounter on a Suzuki AC 50 back in high school and how I

struggled to get all the controls right. So what do you do if you want to learn to

ride a motorcycle, but you don’t own one, or even know someone who can help

you? Help is as close as the CMA Rider Academy… Words & pics by Brian Cheyne

I believe most people are familiar with the

Christian Motorcycle Association (CMA). Their

unmistakable colours are a familiar sight at

rallies. To earn those colours though, riders have

to attend some form of rider’s course to help

them to be safer riders. CMA founded their own

Rider Academy to make it easier for riders to get

the right training. With an intermediate course

firmly entrenched, they felt like expanding the

academy by introducing a beginner’s course

as well. This course is aimed at complete

beginners or riders who want to convert some

riding knowledge into practical experience.

The CMA has training facilities at the Biker’s

Church in Midrand, but to present a beginners

course they needed bikes. Suzuki South

Africa kindly stepped up. They donated ten

motorcycles, two simulators and a container

for safe storage. The simulators are bikes

strapped to a platform and running on rollers.

This gives rookies the opportunity to fluff the

clutch as much as they want without them

ending up in a hedge. There are also two

scooters in the lineup.

With the bikes secured, Phil Kruger from

the CMA rider academy could start with this

project. As Stuart Baker from Suzuki pointed

out, having bikes is not what makes projects like

these succeed. Having the support from CMA

instructors is key. If no one takes the time to teach,

the bikes will stand idle. For every training day the

CMA instructors give up their time to introduce

new riders to the wonderful world of motorcycles.

I attended one of these days to see what

this is all about. I arrived early and already the

bikes were being organized and a nervous

group of new riders were huddled around the

coffee station. Some have ridden before, but

mostly they were absolute beginners. One

rider inherited her father’s bike a month ago

and wanted to learn how to ride it. Two other

students were there for intermediate training.

Before they could go out and be

motorcyclists, they had to sit through some

important theory. It is mostly centered around

protective gear and defensive riding. No

matter how many times you hear this, there is

always something you can take away from it.

Safety is key.

After a short break, the students all moved to

the bikes. First up, new riders went on the small

scooters. With no gears to worry about, the first

step was to ride in a figure of eight just to get

them comfortable on two wheels. Once they

mastered the scooter, they were introduced to

the intricacies of the clutch and changing gears.

Within a matter of hours, brand new riders were

circling the instructors and holding their own

with their new found skills.

So if you need a place to start your journey

to becoming a motorcyclist, you can contact

the Rider Academy and book your spot.

Training is R250 per morning session. You do

not have to be a CMA member to attend -

anyone is welcome.

Contact Phil at phil.rideracademy@cmasa.

org or elsa.rideracademy@cmasa.org for

more information.


UB125 Now Available!


Bike Choice: 023 342-2757

Garden Route Auto: 044 874-6788

Grabouw Suzuki : 021 859-3132

Suzuki MadMacs: 021 852-4851

Maverick Sport: 021 854-6966

Overberg Suzuki: 028 424-1929

Suzuki South: 021 761-0157

Suzuki Vredenburg: 022 713-3585

Thruxton Motorcycles: 021 910-0535

@MotorcycleSA suzuki_motorcycle_s.a www.motocycle.co.za

“MT: if you’re

wondering, stands for

“Master of Torque,”

as though the bike

received a graduate

degree from a

university that’ll pretty

much let you study

whatever you want…”



At RideFast, we are always scratching around for content and motorcycles that we can ride and review.

A call to Linex Yamaha the other day procured this little beasty – the Yamaha MT07. What a cool, fun to

ride little bike. Glenn Foley and Jaun Delport put the bike through its paces… Words by Glenn Foley


Torquey parralel twin engine.

We see some classic V-Max inspiration...

The display tells you everything you

need to know.

Remember the time before all of the fancy

electronics when you could simply hop on a

bike and take off without worrying about what

mode you were in, whether traction control

was set to the optimum and all that other

complicated stuff? Good times. You accepted

what you got – and rode the bike as it is.

This is one of those bikes – with ABS, the

only sign of an electronic mergafter in sight.

Where we rode:

We decided that this would make the perfect

urban bike. A bike that you can ride from

our offi ces, call on all the dealers between

Vereeniging and Warmbaths – and have a

whole heap of fun while we did it. And we were

quite correct. This is a bike that delivers smiles

by the bucket load.

Some features:

We could run off features from the parts

catalogue, but we fi gured you could do that for

yourselves – so we’ll tell you what we noticed:

Gorgeous: The MT07 is truly a pretty bike to

look at. Sleek. Sharp styling and ultra-modern,

it is one sexy little naked number with not one

straight line or boring circle in sight. It’s smattered

with cool modern LED lights and beautifully

crafted headlamps. We’d probably chuck the

number plate holder. This one has a mini Givi

micro-screen to afford a bit of wind protection.

Small: We love the small, compact feel – and

this is largely thanks to the compact, fuel

injected cross plain parallel twin engine that

powers this one. This 270-degree cross plane

crankshaft concept engine provides great

power and combines throaty low- to mid-range

torque with strong high-rpm pulling power. The

handlebars are really narrow which feels strange

at fi rst – but you get used to that quickly.

Coupled with the slender tank, it makes the

whole package feel slightly shrunken.

Comfortable: We love the fact that you don’t

need to crouch over the bars. Our riders are

all pretty tall and everyone complimented the

ergonomics – relationship from seat to bars

to foot pegs is really well thought out, very

comfortable– and the bike does not feel tall at all.

Minimalistic: The clocks are simple,

informative and easy to read. They include

a digital bar-type tachometer display with

gear position indicator, digital speedometer,

odometer, dual trip meters, fuel gauge, fuel

reserve trip meter, clock, instant and average

fuel consumption and a range of warning and

indicator lights. The bikes switches and controls

are all logically laid out and simple to actuate.

Ride Impressions:

Every time I climbed off this bike, I thought to

myself: “Everyone should own a bike like this at

some stage in their life.”

It is just so much fun. Simple, nimble,

nippy, quick – all good words – and it’s such

a little head turner too. At every traffi c light or

intersection you see peeps stretching their

necks to get a better look.

“But”, I hear you say – “It’s only a 700!”

Correct. 689cc’s to be precise - and for this

kind of bike – it actually doesn’t need to be

any bigger. On the previous models we had a

little gripe about the fi nal gear which was more

like an overdrive than a proper gear. This one

makes fantastic torque throughout the rev

range and will quietly rev along in top gear for

the whole day. Quietly? Yup, that standard pipe

is gorgeous – and this is one of the quietest

bikes we’ve ever ridden.

This bike makes you grin all day - torquey

from off idle and with a strong midrange,

it feels more powerful than the numbers

suggest. Cane it in anger and the wheel

heads skywards with very little clutch input.

And the same applies to handling and

suspension. It’s no secret that Yamaha’s

intention was to build a bike that’s good at

everything for a limited budget. And they

have achieved that in spades with the

MT07. They have dialed in the settings to get

the best out of this one. We hit some pretty

unexpected speed bumps Pretoria side, far

faster than we should have.

The MT, thankfully felt plush and controlled.

We went as fast as we could through the

twisties and she felt just as good. Straight line

commuting on the freeways between 140

and 160kph? Same thing, always in control.

The brakes perform just as well, with plenty of

power and feel to authoritatively slow down the

182 odd kilogramme package.

We saw a top speed at around the 180

mark but, thanks to buffeting, on a naked

that’s not so comfortable…


Not only is this bike a little head turner, it is also so

accomplished and enormous fun to ride. Everyone

should own one at some stage in their life. Now, I

wonder if we could convert this one into a delivery

bike and claim back from Uncle Pravin?

This one - R114950 from Linex Lifestyle Centre.

Phone (011) 251-4000.

Readers opinion: Nick Barnes

My buddy Gavin warned me that I might not use the right

terminology when writing this as he doesn’t consider me

to be a “biker”, while he might be right, I do spend +-45

minutes on the bike every day of the week so screw you

Gav! Now that Gav knows how I feel I can briefly explain

my experience on the MT07. Here is my abbreviated take

on the bike - As I’m sure most of you realized the bike

is used 95% of the time as a commuter and I couldn’t

be happier. While the MT is nothing like an R6 there’s

certainly enough to keep you entertained when you open

the throttle, even when you are in the higher gears the

bike is quick to respond when opened. The size, height,

power and seating position makes moving in and out

of traffic a breeze, whether you’re splitting lanes or just

trying to catch that gap it hasn’t let me down once. The

ABS braking system does its job well especially when

you have those j-walking pedestrians jump out when

you’re splitting lanes (tried and tested). You have to deal

with a considerable amount of wind noise, which can be

easily resolved by applying a windshield, but that does

tend to break that naked look. After ridding similar bikes

of the same spec, and maybe I’m just bias, but for me

this is the perfect cross over between a commuter and

something that can give you some fun on the weekend.





In the quiet little mining town of Springs is

one of the oldest Suzuki dealerships in South

Africa, and in that dealership resides some

true legends of motorcycle racing in South

Africa, slowly fading away into obscurity in

a ball mad country. If it isn’t soccer, rugby

or cricket related, (sports that only require

one ball), then the population as a whole

seems to have no interest. But we at this

magazine will not allow that to happen if

we can help it. So here is the legend of a

crazy ass motorcycle raced all over the world

very successfully by a man with some of the

biggest balls you can imagine..

Words and pics by Sean Hendley

Born on the 4th of July, (think they

made a movie with that name), 1949 in

the sleepy coastal town of Hermanus

and then got dragged up to Springs in

1953 when his father got a job on the

mines in the area, Les van Breda has

never had the inkling to call anywhere

else home. Although he has travelled

and lived wherever necessary on this

planet to realise his need for speed and

racing desires, he has always proudly

called Springs his home. This is where

he first learned to ride his motorcycle, a

Puch 50cc, shortly followed by a DKW

Hummel 50cc wildly modified by his older

brother Dave. “En toe is die koel deur die

kerk,” as they say in Afrikaans. Les was

addicted to speed almost immediately

and his racing career started a few short

years after that. Les had to lie about his

age because of the ridiculously strict

bureaucratic regime at the time. He

was 13 at the time, but had to be 16 …

(some of the British colonies still enforce

this rule, something to ponder before

emigrating). Les raced club races etc.

until eventually racing his first national

in 1965 on a Suzuki 250cc 2 stroke,

finally of actual legal racing age. A couple

of years later he was conscripted into

national service which slowed his racing

career a bit. Les realised that racing was

expensive and that he would never be

able to afford to race at any reasonable

level on his own earnings. So after being

discharged from the army in 1967 he

joined Suzuki Distributors in Springs as

an apprentice mechanic with a couple

of other youngsters that also went on to

become racing legends in their own right.


This is the exact same building his Suzuki

dealership now occupies, and thus his

affiliation with Suzuki started. Les went on to

race the Suzuki 500cc and 750cc 2 stroke

GP bikes very successfully all over the world

and occasionally showing the likes of Mick

Grant, Barry Sheene & Giacomo Agostini

the fastest way around several tracks locally

and abroad. Alot of the time Kork Ballington

was in the mix as well, placing higher on the

podium once or twice than “Ago” in the early

70’s, much to his chagrin.

Then in 1974, Suzuki Distributors

imported Les a fully factory built TR750

– XR11, not a replica bike but the real

McCoy factory prepared racer, just like the

one Barry Sheene hurled down the track

at Daytona in 1975 nearly killing himself

and breaking just about every bone in his

body in the process. The bike was based

on the Suzuki GT 750 Water Buffalo, but

modified beyond recognition and made way

too fast for the chassis technology at the

time. So much so that it became known

affectionately as the “Flexi-Flyer” because it

used to buck and weave and change shape

under acceleration, braking and cornering.

In fact the bikes were so fast that they were

initially quite unreliable. Destroying clutches,

shredding tyres and brakes. “At 125bhp

and 100nm of in the mid 70’s in a chassis

that was kak and brakes that were sh_t, it

was f”%cking horrible to ride …. Honestly”,

verbatim quote from the man himself. The

engine was at least 10 years ahead of the

Leading calipers .... you can

understand why Les was less

than complimentary of the brakes,

especially at 300kph into a bend

Beautiful from

every angle

Racers had

to be mental

to dive into

corners, elbow

to elbow with

other nut jobs,

on this set up

The oil tank

was moved

to behind the

rider to get the

bike lower in


So much so that it became known affectionately

as the “Flexi-Flyer” because it used to buck and

weave and change shape under acceleration,

braking and cornering.

The standard motor is incredibly wide and required some

serious modifcations to loose a bit of weight and girth

The middle exhaust pipe had to be moved from

under the bike and run over the back of the engine

and through the frame for better ground clearance.

Reckon that must have warmed up the Mrs’s dinner


Wire wheels, some shady looking shocks, 25mm

round tube swing arm and chassis ...... Hhmmm,

wonder why it flexed

Stone and Splash

gaurds over the


because there

were no air filters

of description on

the Flexi Flyers

chassis and the brakes; it is a 738cc, 2 stroke, 3 cylinder,

water-cooled motor putting out 125bhp and 100nm of

torque. Wild power for a 750cc, even by todays standards.

Even so, Les has managed to hang on to his original Suzuki

TR 750 XR-11 that he used to race back in the day, and it

holds pride of place in his Suzuki dealership. You must bear

in mind that these XR race bikes were never meant to be

sold and end up in private ownership being full “Works” race

bikes. We were invited around for a cup of coffee and a chat

and to take some pic’s.

The Suzuki GT 750, on which the TR750 is based, is a

heck of a wide bike, with long slung exhaust pipes and an

even worse chassis, so some of the modifi cations included

tucking the out pipes up as tight as possible underneath

the engine, then running the third pipe up and over the

motor and through the frame. This gave signifi cantly better

ground clearance for cornering. The sump was moved up

onto the sub frame with gravity feed to the engine for the

same reason. The end of the crank were lobbed off and

re-machined to make the motor narrower. In fact, just have a

look at the piccy’s to get an idea, to list all modifi cations will

take way too much space.

Eventually Les dialled back on the racing for a bit to raise

kids with his wife Lulu and build his business, but in2010/

2011 he just couldn’t stand it anymore and built a Suzuki

1100 Katana to go classic racing. Les raced until 2014 and

eventually had to stop because his eyes weren’t as good as

they used to be, “I can’t go slow, so I rode pretty hard and at

my age I can’t see where I’m going and didn’t see an oil slick

on the track and went down, injuring my shoulder again. My

son Graham, along with my surgeon convinced me to stop

racing.” The next generations, son and grandson carry the

family fl ag at the races now.

This is the bike that the TR 750

XR11 is based on, a legend in it’s

own right. This is the Suzuki GT

750 Water Buffalo

Les only uses new OE Suzuki

parts on his restorations

At 69 years old,

(he turns 70 in

July), Les still gets

to work everyday,

mostly running

the workshop

and restoring old

2 stroke Suzuki

road bikes.

The Flexi Flyer in full flight

Retire ...... HELL NO!

The youngest Van Breda racer,

Jason, swinging spanners already

At his age Les can’t race anymore, so

his Son and Grandson are now proudly

keeping the family racing heritage alive




A closer look at the students who

attend the greatest academy on

earth - The VR46 Academy.

Words by Donovan Fourie


Valentino Rossi is the most famous

motorcycle racer that has ever lived; the

massive grandstands of yellow at each

MotoGP round, even now ten years after

his last title, lay testimony to this. In Italy,

his legend is growing further, not just

because of his racing, but because of

his VR46 Academy, an institution that is

single-handedly saving Italian racing and

producing its own legends. Donovan

Fourie looks into this new phenomenon.

Picture the scene – it is 2013 and Italian racing is in dire straits.

This is a nation that has seen racing success for decades. The

most successful motorcycle racer in history, Giacomo Agostini,

stems from the foot of the Italian Alps. They have also seen such

names as Ubbiali, Locatelli, Dovizioso, Simoncelli, Melandri,

Uncini, Lucchinelli, Gresini, Capirossi, Cadalora, Biaggi and, of

course, a certain Rossi rise to prominence waving their flag. This

is a nation of proud motorcycle winners that leads the table for

world championships with 77 titles between their various stars.

The Moto3/125cc showed particular success with the

Italians taking 23 titles, and it is in this class that prominent future

MotoGP champions are grown. In 2013, however, there are just

four Italians on a grid of 28 riders with the top Italian, Romano

Fenati, finishing the year in a soul-destroying tenth place. Moto2 is

a similar affair with only three riders flying the Tricolore flag, the top

finishing in a dismal 11th place, and the MotoGP class shows a

glimmer of hope with Rossi ending his tragic two years at Ducati

and finishing fourth on his return to Yamaha.


Always up for a selfie.

The Spanish, on the other hand, are thriving.

The top four riders in that class are Spanish with

Maverick Vinales taking the top honours but, more

so, every single race that year is won by a Spaniard

and every podium, bar three, were an all-Spanish

festival. The Moto2 class sees Pol Espargaro take

the top honours, and the MotoGP class sees the

top three spots taken by Spaniards led by rookie

sensation Marc Marquez.

All this Spanish dominance makes sense,

however, because the Spanish have invested

heavily in their up-and-coming riders. They have

talent spotters swarming all over mini-moto kiddie

races hoping to snatch potential talent, there are

coaches grinding youngsters at go-cart track,

flat tracks and gyms and sponsors, including

big players like Repsol, are throwing truckloads

of money into the pot. Indeed, this investment

has worked, with MotoGP resembling a Spanish

National Championship rather than a world stage,

the most famous graduate of this system of

ruthless nurturing being Marc Marquez.

Christmas happens followed dutifully by New

Year, and 2014 sees a change of fortune. The Italian

Titan himself steps forward and announces a Moto3

team, the SKY VR46 team, owned by him with his

backing, signing up only Italian riders. More so, he

also announces a VR46 Academy where Italian

talent is recruited, trained and mentored by Rossi.

Since then we have seen an Italian resurgence.

Italian hopefuls like Fabio Di Giannantonio,

Marco Bezzecchi, Enea Bastianini, Lorenzo Dalla

Porta, Andrea Migno, Niccolò Antonelli, Dennis

Foggia, Tony Arbolino, Celestino Vietti Nicolo

Bulega, Stefano Manzi and Rossi’s half-brother

Luca Marini are now challenging for top spots.

Also, old Italian hats like Mattia Pasini, Lorenzo

Baldassarri and Simone Corsi have shown a


Always time for a good chat.


The Moto3 brat pack - Mignio, Vietti, Foggia and Antonelli

The Moto2 boys - Baldassarri, Marini, Manzi, Bezzecchi and Bulega

The MotoGP men - Morbidelli, Rossi (the Boss) and Bagnaia

Students trying to catch the master at The Ranch.


evival of form. A cherry on the cake is that Franco

Morbidelli and Pecco Bagnaia have both won Moto2

championships and are now swapping paint with their

mentor in the premier class.

The Italian nation has undoubtedly seen a rise in

form since the doldrums of 2013, and it is all down to

one man – Valentino Rossi.

The actual academy in which these riders are

recruited, while famous in racing tongues, is quite

elusive. We know that it is run, from an organisational

point of view, by Rossi’s good friends Albi and Uccio,

with help from friends and family of Rossi’s that

were with him growing up. Apart from some social

media pages, that’s it. There is no website for it, no

Wikipedia page, no press releases and no joining form.

The meagre social media accounts are designed to

give the riders extra exposure rather than punt the

academy. This is not a business venture aimed at

taking coin for lessons, but the passion of an individual

who loves Italy nearly as much as he loves racing.

Possibly to his own detriment, he is training young

riders that stand a real chance of beating him one day,

all because this is what he loves.

It began not with youngsters, but with Rossi’s

friend and “brother” Marco Simoncelli, the flamboyant

star who lost his life in a crash at the 2011 Malaysian

MotoGP round. At the time, Rossi’s reclusive training

regime was shared only by Simoncelli whom Rossi

mentored, shared ideas with and used as extra

motivation. His death left a void in his racing and life

between races, one that needed filling. This is where

the idea of working with and training other riders

stemmed from. At first, it was a casual affair with riders

Rossi was already friendly with, like Franco Morbidelli.

In 2014, it became an official institution, and other

youngsters with potential were recruited.

The academy is based in Tavullia, a sloping town

in the rolling hills near the East coast of northern Italy,

a mere 27km from the Misano race track. It’s also the

home town of Rossi and doubles as a shrine to the

nine-times world champion. Near the town, on a piece

of land owned by father Graziano, is the famous VR46

Ranch, a three-kilometre flat track built out of special

white sand that forms a double dirt oval with stadium

Celebrating his

brother Luca

Marini after his

first Moto2 win.

The Doctor

with Franco.


Compulsory English

lessons every week.


The boys at Misano practising

on Yamaha R6 machines.

Lorenzo Baldassarri

Nicolò Bulega

Luca Marini

Andrea Migno

Niccolò Antonelli

Stefano Manzi

Marco Bezzecchi

Dennis Foggia (7) and Celestino Vietti (13)

Franco Morbidelli

Francesco Bagnaia


lighting for night riding and an optional loop that

leads off up the hill. In typical Rossi fashion, the

Ranch is stylish but also simple, consisting of the

track with a building that is little more than a barn

which is used as a pit complex.

Every Saturday that they are not racing, the

VR46 Academy meets here on motocross bikes

that have been modified and styled for flat track

use. The benefits of this are that it teaches excellent

motorcycle control, with the riders having to control

slides on both the rear and the front end, with relative

safety as flat track riding offers less risk of injury than

motocross, enduro or motard. They ride, they race

and then settle down afterwards for a barbecue.

The Ranch is the most famous of the VR46

Academy’s training techniques, but they also train

on go-cart tracks with mini-motos, at full-sized

tracks like Misano and Mugello with Yamaha R1Ms

or contract equivalents and, of course, at the gym.

During all of these activities, Rossi assumes an

active role, taking part in the races but also giving

advice, tips and motivation to the riders. Even on

MotoGP weekends, he often takes his racers for a

track walk on the Thursday before.

He is affectionally known as “The boss” to the

academy riders who often make comments about

him being a friend to them. While there is much on

the way of physical training, there is also a huge

social aspect with riders talking about everything,

including girls.

Aspects of the academy go beyond riding aid,

and into the bits between riding. These riders are

all Italian and grew up speaking Italian, making it

difficult for them to talk to sponsors, the media and

participate in promotions. To help, they are treated to

English lessons inside the VR46 offices near Tavullia.

The VR46 Academy is an honour for those who

are chosen. Their riding improves, their attitude

improves, and they are readily snapped up by the

competitive teams who know the advantage they

have. It’s a benefit to Rossi himself, who not only

gets to share his passion with the future of Italian

racing but also finds that he is pushed further also.

He is not training on his own but is being always

motivated by the hungry youngsters he is training. It

is something, no doubt, that is crucial to his current

competitiveness, even at the tender racing age of

40 years old.

More so, Italian racing has been saved. From a

sport that was becoming increasingly dominated

by Spanish riders, we now see a massive influx of

Italian talent ruining the Siberian winning monopoly.

Pundits have even predicted that we could soon

be in for a complete turn-around in the sport with

the melodious Il Canto degli Italiani being played at

every podium ceremony.

Never before have we seen such a resurgence

in the racing scene, and it is all down to one man –

Valentino Rossi. Racing, like all sports, is dependent

on talent but this talent is often wasted when not

nurtured, given support and given encouragement.

There is no better proof of this than the VR46

Academy and its impact on its riders.

Rossi changed the entire landscape

of MotoGP, and now he has singlehandedly

saved Italian racing.


Every rider has to

pass a fitness test.



Baldassarri and Bagnaia


Words by Rob Portman / Pics by Gerrit Erasmus & Daniella Kerby


On Saturday the 11th of May,

Toby Venter and his team from

Ducati SA held a farewell “Ducati

Day” to say thank you to all

their loyal customers who have

supported them over the past

6 years, a period in which they

managed to put over 1600 new

and used Ducati’s on to SA’s

roads and racetracks.

Riding a Ducati around Kyalami - there is

nothing better on this planet to do! There

is no bigger bragging rights than having a

picture of oneself riding their Ducati around

Kyalami framed and displayed in ones

house, bar or man cave.

Ducati SA is going through a transition

period with Toby Venter and his team now

handing the reins over to new owner Mr

Jos Matthysen.

Ducati owners from all over the land

were invited to experience the thrill that

is riding the Kyalami circuit on their own

Ducati machines. Hundreds of die-hard

fans and owners rocked up and lit up

the Kyalami pits and track with a sea of

gorgeous red Italian machines - a truly

breathtaking sight and sound!

A wide range of machines turned up -

from Cafe Racers to Multistrada’s - but no

doubt the 3 new Panigale V4R’s stole all

eyes and ears the most. I was amazed to

see so many V4 machines - base, S and

R models. I thought times were tough...?

In the end it was a great day filled with

great people on their great bikes. A truly

exotic day enjoyed by all that were lucky

enough to crack an invite.

I was one of those lucky few and what

made it even better was the two machines

I got to test on the day... (Parental Advisory

advised over following 8 pages).


V4’s for as far as the

eye could see.

The BOTTS boys

were on hand to help

instruct for the day.

Ducati’s of all shapes

and sizes attended.

1299 Final Edition vs V4S.

Toby handing Desmo

valve trophy over to Jos.

Left: Toby Venter addressing the loyal

Ducati owners one last time before handing

over the rein to the new importer, Mr Jos

Matthysen. It was an emotional hand over

and both Toby Venter and Johnny Araujo did

so much for the brand over the past 6 years

but knew it was time to hand it over to Jos

who will take it to the next level. A really nice

touch from Toby as he handed a Desmo

valve trophy over to Jos to seal the deal.



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


Two modern day Gods of motorcycling do

battle at Kyalami. The Ducati V4S 1100cc

by RACE! SA against the new Ducati V4R

1000cc - A true battle of the Gods!

Words by Rob Portman Pics by Gerrit Erasmus


Last year saw the greatest production

superbike ever released – the Ducati Panigale

V4. Worldwide sales showed that it was well

received by the public, while the lucky few

journos that got to swing their legs over one

heaped nothing but absolute praise over it,

that includes myself. It won just about every

sportbike shoot-out and bike of the year title

around the globe, including the Pirelli Bike of

the Year title here in SA.

It’s a seriously good machine and after

testing it, myself, and many others scratched

our heads in awe, wondering just how it could

get any better. Every year we find ourselves

saying ‘what could they possibly do next?’.

How do you improve on 100%?

The Panigale V4 and V4 S models had

everything a rider, even an astronaut, could

possibly want – massive amounts of power,

top-grade electronics to make even the most

average rider go like Dovi and styling that could

make even Chuck Norris himself cry tears of

pleasure. And it was comfy. How could it get any

better? Well, that’s what the team from RACE!

SA do best – make the best even better…

The Ducati V4S by RACE! SA

Marco Casciani is the man behind the genius

that is RACE! SA. Some of SA’s finest cars

and motorcycles have passed through their

doors, going in as WOW and leaving as

fu#@$ WOW!

Their latest project is this Panigale V4S,

which has had a serious case of the RACE!

SA effect. It has been transformed from Super

model to Super, duper, trooper model. I mean

just look at it. You can’t help but want to sneak

off to the bathroom for a bit of that alone

time… if you know what I mean? (I did say

Parental Advisory was advised)

The bike has been fully dressed up in last

year’s Ducati MotoGP colours, which too me

are divine. RACE! SA are the official importers

for aftermarket brands such as Ducabike and

LighTech, as well as many more top products

that will be found on most WSBK and MotoGP

machines. All the right parts fitted in all the right

places and just have a look at those gorgeous

twin Arrow slip-on pipes. Trust me when I say

this thing growls louder than anything! Real

value-for-money as they cost half the price of

the R80k full Termignoni system and tested

only 4hp less on the dyno.

The boys from RACE! SA attended the

Ducati Day held at Kyalami and brought

along a few of their master-pieces to show

off, including the first Desmo V4 from back in

2006. What a beauty that thing is, but sadly

that is one bike I was not allowed to swing my

leg over. No problem, I had the ultra-seductive

V4S to thrash around Kyalami.

Climbing on the bike and the riding position

Is pure Ducati superbike – comfortable yet set

to go fast. This bike had a carbon fibre tank

extender fitted, so I was pushed backed a bit

more than I would have liked. My midget arms

were extended more than usual so I wasn’t

as comfortable as I would be on a stock bike.

Looking down and seeing that Ducabike GP

edition triple-clamp and I nearly rode right off

the track. Man, that thing is gorgeous!

The only parts that have been left on from

standard are the dash, Brembo brakes and

the Ohlins electronic suspension, just about

everything else has been upgraded. The

LighTech rearsets are solid and shifting through



the gears using the quickshift and autoblip was

a smooth as silk exercise.

Accelerating out of the turns was perfection

in motion. No flat spots or slumps, nothing but

pure thrust. The 1100 V4 defiantly has more

squirt initially compared to the V4R and carries

it through 2nd, 3rd and 4th gears as it should

with its extra 12Nm of torque thanks to the extra

100cc. From there onwards the V4R feels like it

snorts a certain white substance and goes into

overdrive - the overall extra 7hp comes into play.

The V4S model is fitted standard with the

Ohlins electronic suspension, and while it’s one

of the better systems I have felt I am still not

100% convinced I like it. Yes, it’s ideal for the

mass market rider and that’s why most modernday

bikes are fitted with them, but for a former

racer and decent track rider like myself, nothing

beats self-adjustable conventional suspension.

Before testing the new V4R for the first-time

last month I couldn’t find any real serious gripes

with the V4S other than the slight float and

unstableness. This was again made apparent

testing the bikes back-to-back here. The V4S

model still offered precise steering and handling

both in-and-out of the turns, but again that

floaty feeling was there, especially through the

fast turns like Sunset and down the Mineshaft

and that’s the last thing you want to feel at

those high speeds. The V4R for sure was a lot

more planted, whether or not the wings have

anything to do with that I cannot 100% say for

sure but the facts state that they do offer more

downforce so…

Braking is probably one of the highlights of

all Panigale machines. These things stop faster,

sharper and harder than anything else on the

market. I often found myself cursing having

jammed the brakes on so hard thinking I was

braking late and then having to release to carry

more speed. Hate that feeling!

Overall the Ducati Panigale V4S by RACE!

SA rides just as good as it looks. A true workof-art

by the team and a big thanks to them for

letting me test their amazing creation.









| Cell 083 603 7611 | Email terry@tegrity.cc

The Ducati V4R

Last month I tested this exact same bike at

Redstar Raceway along with my mate Donovan

Fourie. We were both left overwhelmed by its

sheer awesomeness. It’s surged to the top of

the all-time great sportbikes ever released and

for sure it the best production bike on the market

today, although we still have to test it back-toback

against BMW’s all mighty new S1000RR M

Sport model, which is no slouch either.

The biggest question I have been asked

since the test, other than ‘how does it compare

to the new BMW S1000RR and BMW HP4

Race?’ is ‘how does it compare to the V4S

1100cc model? And ‘is it worth the extra R300k

compared to the V4S model’. Tough questions

and with regards to how it compares to the

BMW’s that will have to wait a few months until

we put that test together, but with regards to

how it compares to the V4S and if it’s worth the

extra money I can happily answer yes.

Is it faster? Not on initial drive out of the turns

at low rpm, as I mentioned earlier, but once

past 4th gear and 11,000rpm, yes, it is. It’s

also way more stable in every aspect and the

riding position also feels more comfortable. To

the naked eye not much seems different from

the S model, but once parked side-by-side

you can see that the front nose is more flared

up and bulkier compared to the S. Nothing

major, but for sure it’s got more muscle. Does

that contribute to more stability? I can’t say for

sure, just like the wings, but I do think most of

the stability comes from the conventional Ohlins

fitted to the V4R as appose to the electronic

system on the S model. These are as-closeto

WSBK suspension as you will see on a

production bike and they work! Leroy Rich has


The V4R loved playing around the

Kyalami track. It was able to express

its full capabilities and show off all

its talents, which it has plenty of.

This thing was seriously fast!

A top speed of 292kph down the Kyalami front straight. Will

easily hit over 300kph with shorter gearing and a fresh new

Pirelli SC1 rear tyre fitted.

SA SBK champion Michael

White on a race-prepped

Ducati 1299 chasing down

Rob on the V4R. Michael’s

exact words were “F#$%

me that thing is fast!”

had his hands in the setup of this bike and it

is planted and steers effortlessly. So easy to

handle this bike and put it exactly where you

want it. I climbed on the V4R after testing the

S model first and straight away I could feel it

was a lot more responsive, especially on initial

turn in. No persuasion was needed getting into

tricky turns like the Bowl at Kyalami, whereas

the V4S model did need some persuading.

The owner of the bike went 2 teeth up on the

back sprocket to make the gearing a bit shorter,

which definitely gave it a bit more response out

the turns but it was still too long for the Kyalami

track. One tooth down on the front sprocket

and this thing will launch properly out of the

turns. If you go check out my YouTube channel

I will be posting some onboard footage of the

V4R in full flight at Kyalami and you will see that

2nd gear coming onto the front straight is a

bit long. You will however really appreciate the

speed and sound that this machine produces –

it’s simply spectacular!!!


So, can I confidently say that the V4R has now

surpassed the V4S model at the top of the

production sportbike tree? That’s a resounding

yes! It’s just 10-20% better in every aspect

and so it should be with a price tag of almost

R300k more than the S model. Listen, take

nothing away from the S model, especially

this one done up by RACE! SA, it’s a seriously

good machine that is a steal at around

R390k, but the V4R is just on another level – a

machine built by God himself it seems!

This was part 2 of our V4R test and we now

look forward to parts 3 and 4 where we will put

the Desmo R up against the new S1000RR

M Sport and HP4 Race carbon clad beauty.

The owner has since fitted some more go

faster, look better goodies on his V4R all done

by RACE! SA, so I know it’s going to be even

more spectacular. More awesomeness coming

soon and EXCLUSIVELY through RideFast

Magazine – the home of seductive, awesome,

exotic, exclusive sportbikes!


RRP: V4R R669,900 (no pipe) / V4S R395,900

Claimed Horsepower: V4R: 221 hp @ 15,250 rpm

V4S: 214 @ 13,000 rpm

Claimed Torque: V4R: 112nm @ 11,500rpm

V4S: 124nm @ 10,000rpm

Wheelbase: V4R: 1471mm / V4S: 1464mm

Kerb Weight: V4R: 193 kg / V4S: 195kg

Seat Height: V4R: 830mm / V4S: 830mm

Fuel Capacity: 15 litres

Visit www.ducati.co.za or call Roy 084 729 9452

or Bruce 074 261 6872.

RACE! SA - www.race1.co.za

011 466 6666







Indian has gone to great measures

to position themselves as a premium

American brand, and so far they have

achieved exactly that, showing growth in

the USA last year despite overall motorcycle

sales plummeting, and attracting the sort

of customer with whom you wouldn’t mind

sharing a drink, or even some inheritance.

While they have already secured themselves

a place in American cruiser, touring and

bagger folklore, they are now finding

their feet as an independent motorcycle

creator, and they begin this journey with a

bombshell – the FTR1200 flat tracker for

the streets. Donovan Fourie went to Santa

Monica in California to behold it for himself.

The apt words when describing the Indian FTR1200

are “hell yeah!”. There are similar words (rhyming with

“duck bear”) that are more befi tting, but we would

prefer not to upset anyone. “Hell yeah!” will do.

When the fi rst image of the Indian FTR1200 was

released nearly three years ago, we were sitting in The

Bike Show offi ce and Harry, the most web-attentive of

the group, turned his laptop around and said: “look at

this!” The overwhelming reaction from the wide-eyed

team was “hell yeah!”

At the EICMA Show in Milan last November, the

FTR1200 was unveiled for the fi rst time, and we saw it

in the fl esh. Often photography has a way of fl attering

subjects that are harsh on the eye, and yet our live

reaction was an even bigger “hell yeah!”.

Now here it is, in the fl esh again, with me sitting on

it while the motor hums. “Hell! Bloody! Yeah!”





Indian FTR1200 the Californian way

This turn of phrase casts an even better image

when this motor is humming in Los Angeles,

the very place where that apt phrase was

most likely coined. More precisely, we are in

the glitzy Santa Monica, an area bordered by

Beverley Hills and the Pacific Coastline, where

the buildings are famous, the people are groovy,

and Arnold Schwarzenegger occasionally

pedals past on a bicycle.

And the FTR1200 fits in beautifully with

everything; even, perhaps, Arnie. Indian

Motorcycles are the stuff of legend, dating

back to their street and racing successes from

the early 1900s, and their modern incarnation

couldn’t be in better hands. They are one of

more than 30 brands within Polaris Industries,

a company turning over $6.1 billion annually.

Since the brand relaunched in 2014 they have

grown steadily, now selling the same number

of units in Europe as Triumph and, despite

overall motorcycle sales in the USA tanking,

they still showed a modest growth last year.

That was solely with cruisers, tourers and

baggers, the traditional American way. Now

Indian heads down the path of independent

thinking, and at the same time throwing in a

more global appeal.

Indian FTR1200 energy

The team behind Indian show the same

character we have seen from all the passiondriven

brands; an energy and enthusiasm

for their models that is infectious. As we sat

mingling at dinner, they approached their

guests with an amiable grin and a gleam in

their eye, asking excited questions all about

our thoughts on the bike, the ride, the look

and everything we can tell them, showing an

eagerness for information and a willingness to

improve the model however they can.

The design leader, Matt Fronk, even

shared a story about them completing the first

working test bike at three o’clock one morning,

not because they were frantically trying to meet

some deadline but because the team was so

eager to see their design in the flesh.

And here it was, indeed in the flesh, idling

excitedly in the parking lot of a Santa Monica

hotel. Indian have dubbed this model “a

flat tracker for the street”, something that

started with them looking back to their flat

track racing roots in the 1940s. The first

thing they did is build a modern 750cc flat

track racer and enter it in the AMA Flat Track

Championship where, last year, they won 17

of 18 races, despite the brand having not

competed for more than 50 years. Next, they

built the street bike.

Indian FTR 1200 – Born on the dirt,

built for the street.

Flat track racers have always had an

appealingly mad energy about them, with that

angry V-twin howl, the cheeky naked style

and those semi-dirt tyres that are ready to fling

gravel as their riders wrestle these machines

around the ovals of America. And here was




“The motor comes across

as burly and intimidating,

the trellis frame and

swingarm look like

veins wrapping around

a muscle, the twin

silencers of the exhaust

slant upwards in a sting

position and the plastics

are kept to a minimum.”

a line of them, in California, with number plates

and LED lights. The initial hurdle beautifully

overcome by Indian – these bikes look the part;

they are gorgeous to behold and yet hint at that

underlying insanity. The motor comes across

as burly and intimidating, the trellis frame and

swingarm look like veins wrapping around a

muscle, the twin silencers of the exhaust slant

upwards in a sting position and the plastics are

kept to a minimum.

The first part of our trip had us ascending

the Pacific Coast Highway, a road that has been

made famous by literally every single Hollywood

movie ever made. As the name suggests, it

follows the Pacific Coast, with the clutter of Los

Angeles on one side and the vastness of the

ocean on the other. The ride started at a chilled

pace, giving us some time to look around the

bike and play with its toys.

The seating feels surprisingly neutral, and

we say this because bikes of this kin tend to be

more laid back, even with their racing inspiration.

The ProTaper bars are relatively close to the rider,

and the footpegs are straight down. The tank

has some stunning artwork, and fuel cap sits

close enough to the rider’s, um, bits to ensure a

dismount when refuelling for fear of violation.

The seat is excellent, and this is again down

to the Indian staff paying attention to comments

and opinions. Last year, they invited selected

members of the world media to try out the preproduction

model and give feedback, and this

is not the first time a company has done this, as

it makes perfect sense. Motorcycle journalists

have experience with all sorts of models and

all kinds of brands, so are possibly the best

kind of development rider. One of the prevalent

comments was the seat being was too hard, so

the design team swung into action, redesigning

the shape and replacing the cushioning. Now

it is a seat that can happily accommodate your

backside all day.

Indian FTR1200 – look, dirt and now


Indian is releasing two base versions – the

FTR1200 and the FTR1200S. The significant

difference, apart from paint schemes and

adjustable suspension on the S, is the

electronics with both featuring cornering ABS

and cruise control, while the FTR1200S has the

addition of lean-sensitive traction control, stability

control, four rider modes and the ability to turn

off the ABS.

The big break-through for motorcycling

found on the FTR1200S is the LCD dash. It

has two rather fetching themes, it is simple

enough to understand, and it has Bluetooth

connectivity with a USB charger. These functions

are somewhat hum-drum in the modern

motorcycling era, but what makes it unique is

the three methods of navigating through these

functions – you can push the buttons on the

side of the dash, you can toggle the handlebar

joystick or, get this, you can use the touch

screen. It works both with gloves and without,

and it saves having to fumble switches.


Indian FTR1200 growl

As we settle into the ride, the pace hotted up,

something that is a mercy; often American

launches tend to be a delicate affair, with the

launch hosts wary of the American tradition

of throwing lawyers at every situation, and

they dare not stray into anything risky thus

participants follow the leader in an agonising

procession of law-abiding uniformity.

Our hosts on this occasion were British,

and within ten minutes of turning onto

the Pacific Coast Highway, thoughts of

bloodsucking lawyers were cast aside, and we

were blasting away from each traffic light in a

delightfully Hollywood fashion.

The motor is a traditional 60º V-twin hosting

1203cc, with a radiator, that pushes 123hp

and 120Nm of torque. These figures might not

be the stuff of nightmares, but Indian has joined

the likes of Triumph by somehow making spec

numbers dance far more in real life than they

do on paper. The motor feels peppy and just

a bit angry, lifting the front wheel in first gear

and roaring to a redline of 9,000rpm. Indian

also has a knack of building motorcycles that

are somehow sublimely smooth and yet, at the

same time, dripping with character, two traits

that are usually mutually exclusive.

Indian FTR1200 in Paradise

Los Angeles is annoying in an enviable way

because they have the glitz and glamour of

Hollywood, exciting and friendly citizens, a

beautiful coastline, and the Santa Monica

mountains a mere click north of the city. As the

buildings end and the roadside turns into a cliff,

you can take any turn-off and be greeted with

some of the most magnificent roads anywhere

in the world. There is a veritable race track in

Los Angeles’ backyard, and yet for some daft

reason, Hollywood keeps focusing on a bunch

of muscle tractors blasting down straight

desert roads.

We took one of said turn-offs, and a

paradise beyond any stupid desert greeted us.

Choosing these kinds of roads in itself is a bold

move by Indian because, while the FTR1200

does flirt with the idea of racing, it does still give

off an aura of cruiser-ness. It has a dry weight

of 222kg, some 60kg heavier than the likes of

a Ducati Panigale V4R. The aluminium wheels

have been adopted from a flat tracker, with an

18-inch in the rear and a 19-inch in the front,

a configuration that would suggest handling

that tracks beautifully, but it not too keen on

changing direction.

“...while the FTR1200

does flirt with the

idea of racing, it does

still give off an aura

of cruiser-ness.”




This is Andrezj Simpsonowics, a Polish

journalist that Rob and I more conveniently

call Simpson. We find him incredibly annoying

because he can wheelie and drift on any

motorcycle, including the FTR1200, and we

can’t. Look up his Facebook page “Simpson”

for more wheelie and sideways annoyingness.

While I subconsciously braced my upper

arms for the strain, we dipped into the fi rst

series of turns and it, well, turned. Yes, it tipped

into the corner and went through it, easy as

can be. Even as we delved into the depths of

the mountain passes where such dangers as

fl ick-fl acks and nasty blind hairpins, it took it all

in its stride, turning on a dime and glueing itself

to the line like a freight train, it’s not going to

break any lap records around Kyalami, but the

lap will be an outright giggle.

More so, the torque of the motor meant

gear changes were optional with no hint of

snatching. The FTR1200 is fi tted with speciallydeveloped

Dunlop tyres that are based on

those of a fl at tracker and resembled an

old-school rain tyre. They gripped remarkably

well for tyres intended to take on the dirt

oval, however, the torque of the motor did

occasionally overcome the rear, but this just

meant that it stepped out slightly and a mild

adjustment of the throttle set it straight again.

And that was only while the traction control

was off. It was kinda fun.

This uncharacteristic handling is an

enigma until you begin uprooting the inner

workings of the chassis and motor. Indian

has concentrated on the mass, keeping it as

low and as centralised as possible. The fuel

tank has been placed under the seat, like on

a MotoGP bike, a feature that allows a better

air-induction directly above the motor, and a

far better mass distribution. The wheels are

lightweight, and there is a very little mass in the

outer extremities to upset the handling.

The suspension is from Sachs (fullyadjustable

on the FTR1200S) with 43mm

forks and an offset monoshock both offering

150mm of travel further adding to the all-day

comfort. The brakes are by Brembo, meaning

there is not only stopping power but great feel

for the more daring trail-braker.

Indian FTR1200 for the win

The FTR1200 is undoubtedly a new deviation

for Indian. Until now, they have produced sedate

motorcycles that oozed charm, sophistication

and class. A hooligan machine seemed a

distant notion, and yet here it is. You’d be

forgiven for thinking this might detract from its

previous demeanour but, if anything, it has done

nothing but add a fresh, youthful bundle of joy,

like a new baby born into a royal family.

When you meet the people behind the

project, you fi nd a group of keen bikers who will

surreptitiously check the practice results from

that weekend’s racing in-between their design

work. With this lot at the helm, you have wonder

why the FTR1200 didn’t come sooner.

Hell yeah!

The Indian FTR1200 also will be available in four

other stylistic versions, including Tracker, Sport,

Rally and Tour, all with their own parts from the

custom catalogue and paint schemes. There is

also a Race Replica with its race-inspired paint

scheme and an Akrapovic exhaust. They are

estimated to arrive in July 2019.

Pricing (subject to currency fluctuations):

Indian FTR1200 – R209,900

Indian FTR1200S – R229,900

Indian FTR1200S Race Replica – R259,900





A 450km plus ride out to the NAMPO show on two very capable machines - one very long and

heavy and one very short and sweet. Words Glenn Foley & Sean Hendley Pics Glenn Foley, Sean Hendley & Jaun Delport (Appy)


So, sitting around the office the other day the

conversation went something along these lines,

Me: “4..5..6!? I can’t get hold of anyone…

mutter… mumble… grumble.”

Glenn: “Why? Where is everyone?”

Me: “Bothaville in the Free State, at some show

called NAMPO.”

Glenn: “Well we’ve got the Wing and the

KYMCO scooter in the garage, let’s go check

it out.”

Me: “It’s about 300 kays there, gonna be a long

ride for you on the scooter, Appy and I will be

lekker comfy on the Goldwing ….chuckle.”

Glenn: “Humph! …. mutter, grumble.”

And thus the scene was set and we all met

at the office just on six bells the next morning.

With the sun just starting to drag itself

over the horizon on quite a chilly late autumn

morning we fired our steeds into life and aimed

southwest down the highway. At this point I

must mention that I was expecting the KYMCO

Xciting 400 scooter to be quick through the

early morning traffic, but I wasn’t expecting to

have to chase it like I did. The Goldwing is quite

wide and is a bit of a handful trying to carve

through the traffic (especially with a pillion) and

Glenn was soon through Gillooly’s and heading

up the N3 with us trailing well behind on the

Wing. I eventually managed to catch up just

before the split onto the N12 with the very wide

eyed and pale faced Appy’s knees digging

into my ribs as he desperately clutched onto

the back of the Wing. Once we were on the


R59 and clear of the traffi c both the

Kymco and the Wing cruised along

happily at 3 cokes over the speed

limit. Pulling into the Block House

One Stop on the R59 a little bit later

Glenn, riding the Xciting 400 Scooter,

commented how the temperature

had suddenly dropped just past

Kliprivier. For some reason he didn’t

appreciate my response about not

noticing the temperature change

lounging behind the Goldwings

big screen and fairing listening to

tunes bluetoothed from my phone

to the Wings juke box with the seat

warmers and grip heaters set to

max, and Appy agreeing with me did

nothing to soften his scowl.

A lekker Wimpy brekka and

coffee soon had us all in better spirits

and then it was out past Parys,

with a quick fuel stop in Sasolburg,

then open country roads through

the beautiful Free State autumn

landscape passed Vredefort,

Viljoenskroon and onto Bothaville.

Where, just before Bothaville, we

found a short cut to NAMPO along

a dirt road and that being our forte

soon had the scooter and tourer

bouncing along happily. Glenn

and the scooter seemed to be

in their element immediately and

disappeared off into the distance in a

cloud of dust at break neck speeds.

The Goldwing did require a bit more

judicious management, especially in

the thick sand and wash boarding,

some frantic toggling of the ride


mode button got it into ‘RAIN’ mode

and suddenly the big lump became

quite light on its feet and stabilised

in the dirt. We eventually got up to

about 90 kays per hour happily and

caught up with Glenn on the scooter,

who had gotten so far ahead he

had pulled over to take a couple of

photos. A couple of minutes later we

joined the queue of white double cab

bakkies at the entrance to NAMPO.

As it turns out, NAMPO is the

biggest agricultural trade show

in South Africa and is the annual

“How’s your mother?” for all the

farmers from around the country

and neighbouring states… hence all

the white double cabs. Everybody

and anybody who is anybody goes

to NAMPO - all the major brands

catering to agriculture had a stand

there. Tractors, trucks, combine

harvesters, solar plants, water

pumps, canopies, 4 x 4 accessories,

spanners, cattle, irrigation, plants,

chainsaws and… and… and the

list goes on. It also seems to be the

place to put the motorcycle industry

on exhibition properly. We visited the

exceptionally impressive stands of

Polaris, Linhai, Kubota (side x sides),

John Deere (side x sides), Suzuki,

KTM, BMW, Yamaha, Kymco, Big

Boy, Country Trax, Honda and

Maxxis, all good mates of ours and

excellent clients. The brands not on

display were very notable in their

absence. After having spent a good

5 or 6 hours walking our feet broken

Above: Yamaha SA, Kymco SA, Suzuki SA and BMW SA all had very

impressive stands at the NAMPO Show.

around NAMPO and barely seeing less than

half of the exhibitions, this does seem to be the

place to be if you want to increase your turn

over. After a pie and a coke and a good ogle

at the pretty ladies it was time to head back

home with the sun hanging low behind us.

Glenn, our boss, pulled rank and took the

Goldwing keys off me … but I had a sneaky

plan lined up. Although, I wasn’t unhappy

riding the Kymco Xciting 400 scooter. I had

been on the press launch a few months

ago and was really impressed with Kymco’s

entire range of scooters. The suspension is

quite fi rm, but doesn’t bottom out at speed

over rough roads even with my 115kg’s on it.

Accelerating passed slower traffi c does require

a bit of forethought and planning. Especially

at speeds well over the national posted speed

limit. At just under 2 meters tall the cockpit is

a bit snug for me, but a quick adjustment of

my sitting position sorted that out. Running

along the country roads from Bothaville with

a quick fuel stop in Viljoenskroon into Parys I

soon got ahead of the traffi c and way ahead of

Glenn and Appy on the Wing. The Xciting ran

along happily at 3 to 4 cokes over the speed

limit for an easy hundred and fi fty, hundred and

eighty kays without so much as a hiccup and

even with my extended chassis I had plenty of

protection from the elements at those speeds,

no fatigue set in, no cramps or serious stiffness

to mention just a very lekker blast through the

countryside on a great little bike. Once back in

Parys I had to hang around a bit for Glenn and

Appy to catch up on the Wing. We refuelled

for the last time. Now you might imagine that

at the speeds we were running and carrying a

pillion that we burned through an unreasonable

amount of fuel. Not so, the Xciting 400 gave

us an average of 20 kays per litre, not bad

for a little 400 cc, automatic, single cylinder

scoot that had its throttle cable stretched for

600 odd kilometres with 115kg riders on it.

The Wing with its big 1800 cc, fl at six cylinder

engine did almost equally as well at 18 kays

per litre with a pillion all the way. I’m sure that if

we had adhered to the speed limits all the way

we would have achieved signifi cantly better

fuel economy, but we would still probably be

on our way back now. With the sun setting

and the temperature dropping it was time to

put my evil little plan into action to wrestle the

Goldwing away from Glenn. The conversation

went something like this;

Me: “Bud, we’re going to have to slow down

to about sixty or seventy kays an hour.”

Glenn: “Why?”

Me: “I can’t see through my dark visor at night

and am going to have to ride with it up, so

sixty or seventy max.”

Glenn: “But .. but … we’ll only get back after


Me: “Uh huh.”

Glenn: “Take the Wing and ride with the screen

up … for fu ..mutter, mumble.”

Me: “(innocently but with a sly grin inside my

helmets) You sure?”

Glenn: “BRRAAAAAPPPP!!! …..(off into the

twilight on the Kymco).”

Me: Quietly adjust seat warmer and grip

heaters to max, get the tunes playing on the

juke box, set the windscreen just so. Listen

to the Barry White–esque burble of the fl at six

exhaust note grinning to myself, I’m probably

going to get a karmic bitch slap somewhere

along the line for that...












lap IT!

Club Race Dates

15 JUN






082 757 3138


S26 04'30.9" E28 45'20.0"




Glenn says:

Another hare brained ride and I have to

say that NAMPO really impressed and well

worth the trip, one of the biggest trade

expo’s I’ve been to in S.A. in a very long

time. Having attended an agricultural high

school as a kid and living on an agricultural

small holding I was like a kid at Christmas,

NAMPO is my kinda expo. Catching up

with a lot of our customers there was a

real treat, all of them commented that

this is one of the best trade expo’s on the

calendar and they never miss a year.

The Kymco is really a fun to ride scoot,

happily burbling along at 150kph for most

of the day. I saw more than one bakkie

driver shaking his head in disbelief as we

zooted past on a little scootertjie. Very

comfy too, I did at least 450 kays for the

day without any major discomfort barring

the sore bum, which is standard with a

long day in the saddle on any bike. Well

laid out clocks and controls that are all

natural and instinctive to use make the

little scootertjie a real joy to ride and it

feels like great quality machine, which is

important for the price that you pay.

The Goldwing is everything that it

sets out to be, big, comfortable and

reasonably fast with just about every

conceivable luxury that you can bolt on

to a motorcycle. What a beautiful engine,

perfect for the bulky mass of this machine.

One small note however is the fact that

the top box and paniers don’t open and

shut quite as smoothly as I would have

liked. We had to give the top box a good

thump a couple of times, which you

shouldn’t really have to on a bike of this

calibre. Also, the windshield vent kept

getting jammed until we squirted a bit of

Q20 into the mechanism. Am I ready for

one of these? Not quite yet, but I am busy

restoring an old 1980’s version. I did enjoy

the bike and I would love to pop the Mrs

on the back and take it on a trip to a far

flung place, but in JHB rush hour traffic

and things like that it is a mighty big bus to

wangle around. I did enjoy all the amazing

on-board tech. Great big yank tank.


RRP: R99,500

Engine: 399cc SOHC 4-Stroke, 4-Valve, Single Cylinder w/EFI

Claimed Horsepower: 35hp @ 7500rpm

Claimed Torque: 35nm @ 6000rpm

Front Suspension: Full-Length Telescopic Fork

Rear Suspension: Twin Shocks with 5-Step Preload Adjustment

Front Brakes: Dual Rotors with Four-Piston Calipers, Bosch ABS

Wheelbase: 156cm Claimed Dry Weight: 192.5kg

Seat Height: 81cm Under seat Storage: 42.7 Litres, Lighted

Fuel Capacity: 15 litres

Visit www.kymco.co.za


RRP: R367,000

Engine: 1,833cc horizontally opposed, liquid-cooled, six-cylinder four-stroke

Claimed Horsepower: 118.00 HP @ 5500 RPM

Claimed Torque: 167.00 Nm @ 4000 RPM

Front Suspension: Double-wishbone front-suspension system w/ Showa shock absorber, 4.3 in. travel

Rear Suspension: Pro-Link system w/ Showa shock absorber, 4.1 in. travel

Front Brakes: Radially mounted 6-piston Nissin calipers, electronically controlled combined ABS

Wheelbase: 170cm Kerb Weight: 378kg

Seat Height: 744 mm If adjustable, lowest setting.

Fuel Capacity: 25 litres

Visit www.honda.co.za/motorcycles





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Words and pics by Paul Bedford

A battle we have seen many

times before here in SA - Clint

Seller vs David McFadden.



Killarney International Raceway hosted

The Liqui Moly Cape Town Round, the

third in the 2019 SA SuperBike series,

on Saturday, 11 May. A pair of races

that were in doubt until the fi nal metres

saw Cape Town’s David McFadden

power his RPM Centre/Stunt SA Yamaha

R1 to a narrow win over Clint Seller

(King Price Yamaha Racing R1) in the

opening SuperBike heat, while in the next

McFadden had to settle for second after

Seller was able to repel his late charge.

In the SuperSport 600 class, Kewyn

Snyman (Hillbilly Racing Team Yamaha

R6) had a comfortable win in the opening

heat but defending champion Blaze

Baker (King Price Yamaha Racing R6)

bounced back in the second to take a

narrow victory.


Friday’s qualifying sessions saw Seller

just get the better of Hayden Jonas

(WP Motors/Samurai SA Yamaha R1) to

claim pole position with Nicolas Grobler

(Adrenalin Powersport/Meanwraps

Yamaha R1) joining them on the front row

of the grid. An all Cape Town second row

was headed by Lance Isaacs, who had

David McFadden (RPM Centre/Stunt SA

Yamaha R1) and Ronald Slamet (PLM

Motorsport Yamaha R1) alongside him.

Row three was occupied by Garrick

Vlok (DCCS Coring Cutting and Sealing

Yamaha R1), Morne Geldenhuis (Race

Craft Motorcycles Yamaha R1) and Byron

Bester (Hi-Tech Racing Yamaha R1), who

missed out on the chance to improve his

time in the fi nal session as he had to return

Local hero Hayden Jonas leads

Clint Seller, Lance Isaacs and

David McFadden.

to Johannesburg for a matric dance. Dylan

Barnard (NPL Yamaha R1), Karl Schultz

(ASAP World/FFC/Browns Property

Suzuki GSXR1000) and Aran van Niekerk

(Appleberry/7 Stars Kawasaki ZX10R) filled

the final row.

When the lights went out at the start

of the opening race, Seller grabbed the

early lead, but he had a Cape Town

trio in his wheel tracks. Isaacs, Jonas

and McFadden pressured the former

champion with Jonas taking the lead

shortly before the half-way mark. Seller

regained the lead a couple of laps

later and McFadden then took up the

challenge while Jonas kept a watching

brief. Just as Jonas started closing

the gap to the leading pair, electronic

gremlins saw him coast to a halt at the

exit to turn three. Seller and McFadden

were never separated by more than a

couple of bike lengths as they pulled

away from Isaacs. McFadden bided

his time and pounced on the final lap,

taking the win by just over a quarter of

a second. Isaacs ended in third with

Grobler in fourth. The race-long dice

between Bester and Vlok went the way

of Bester with Barnard and van Niekerk in

seventh and eighth.

Race 1 was a thriller, but the second

heat was even better. The same four

broke away at the front with Isaacs taking

the lead from Seller on the fourth lap. A

couple of laps later Seller was back in

front and again had McFadden chasing

for all he was worth. Jonas and Isaacs

dropped back slightly as they fought for

the final podium position. McFadden

again waited until the dying moments to

make his move, but this time Seller was

able to hang on, taking the win by just

eight tenths. Jonas managed to stay

ahead of Isaacs to claim a podium on

his return to the national stage. Bester

took another fifth place, this time without

the attention of Vlok who crashed out in

the early stages while battling with the

leading group. Van Niekerk took sixth

ahead of Barnard. Grobler, who had high

expectations in the second race was

disappointed when the crank sensor on

his Yamaha failed as they were preparing

to head to the grid. While his crew were

able to get him out after effecting repairs,

he was too far behind to mount any

challenge. He did, however, claim eighth.

In the day’s overall standings, McFadden

took the win from Seller and Isaacs.


It was a Cape Town lockout of the front

row in the 600 category. Kewyn Snyman

(Hillbilly Racing Team Yamaha R6) led the

way from Jared Schultz (ASAP World/FFC/

Brown Property Yamaha R6) and Brandon

Staffen (AJH Cooling/RPM Centre

Kawasaki ZX6R). Defending champion

Blaze Baker (King Price Yamaha R6)

headed the second row of the grid with

Ricardo Otto (Otto Racing Team Yamaha

R6) and JP Friederich (GR Tax/Johnny Fox

Kawasaki ZX6R) alongside him. Donovan

le Cok (RPM Centre Kawasaki ZX6R) set a

time that gave him seventh on the grid but

a crash shortly after setting his best time

brought his race weekend to a premature

end. Gareth Gehlig (Gareth Gehlig Racing

Kawasaki ZX6R) and Luca Balona

(Armadillo Construction/Fibre Technologies

Kawasaki ZX6R) completed the third row.

Otto and Staffen were the quickest to

react when the lights went out to signal

the start of the first race, but it wasn’t

long before Snyman moved into the lead.

He was able to pull away at the front and

go on to take a comfortable win. Baker

had to settle for second while Schultz

was also able to get past Staffen and

Otto to take the final podium position.

Friederich, Gehlig and Balona rounded

out the top six.

In race two, Snyman took the lead but

couldn’t pull away as he did in the opening

heat. Baker didn’t let him get away and in

the second half of the race, they swapped

positions a couple of times before the final

lap. Snyman led over the line going into

the final lap but Baker made his move

and was able to take victory by just over a

tenth of a second. Schultz again claimed

the final podium position with Staffen not

far behind. Friederich took fifth ahead

of Otto with Gehlig and Balona again in

seventh and eighth.

The overall win went to Snyman with

Baker and Schultz joining him on the


The SA SuperBike series in

association with Metzler now moves up

the coast to Port Elizabeth where round

4 will take place at the Aldo Scribante

circuit on 14 & 15 June.

Blaze Baker.

McFlash back to

winning ways.

Local man Kewyn


Brandon Staffen had

another great outing.



The first race of the 2019 Red Bull

MotoGP Rookies Cup season is already

done and dusted and I am quite satisfied

with the results I achieved.

After a challenging pre-season test at

Jerez, I had a lot of work to do if I wanted to

be in the points at the first round at Jerez. It

is definitely one of the best MotoGP races

and the atmosphere is incredible. We had 2

free practices’ and a qualifying on the Friday,

with race 1 on Saturday and race 2 on the

Sunday. Although I was not very happy

about my lap times during the test, the bike

setup was not too bad. I felt comfortable

from the first lap in FP1 and this was a big

relief for me. FP1 was a positive session, but

I battled to make an improvement in FP2.

We made a few changes to the bike before

qualifying and from the start of I was already

faster and improved my lap time from the

test. I qualified 14th, which was my best

qualifying result at the Rookies Cup so far.

Race 1 just did not go as planned.

I made a terrible start and lost a lot of

positions. I then had to overtake and fight

my way forward fast, because I knew that if I

did not tag onto the faster group they would

start to pull away. I made up the positions

lost quite quickly, but then I outbroke myself

at turn 6 and lost all those positions again. I

started fighting with that group and missed

out on the points.

We made a few changes on the bike for

race 2, which was a bit risky, but the bike

did not work well when riding a little bit more

aggressive and in a bunch. My start of race

2 was better and I managed to follow a few

faster riders, helping me to pull away from

the riders behind me. Thankfully the setup

changes worked better and race 2 was a

big improvement for me. The faster riders in

front of me started pulling away slowly, but I

pushed to try and stay with them the whole

race. It was not the most exciting race, but I

managed to finish in 15th place and to score

my first point!

The next race is Mugello and I will try my

best to improve my results there. We only

have 1 race in Mugello, but I will make the

most of it.

A big thanks to you all for the support!




Radial Master Cyclinder

Tyre warmers available in 120/200


















Trade Enquiries: (011) 672-6599

Email: mark@trickbitz.co.za

Enquire at your local dealer

Office Hours Mon-Fri 8am-5pm


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