BATT’S NEW UHP SLICK TYRES.
BATT’S NEW UHP SLICK TYRES.
AFFORDABLE GRIP FOR THE MASSES.
JUNE 2019 RSA R35.00
1100 V4S vs 1000 V4R
082 782 8240
072 177 0621
071 684 4546
011 979 5035
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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
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
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
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,
RIDEFAST MAGAZINE JUNE 2019 1
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.
NEW YAMAHA MT07
DUCATI PANIGALE V4S &
V4R DO BATTLE
THE VR46 ACADEMY RIDERS
The all-new Indian fl attracker
tested in California.
KYMCO 400 & HONDA GOLDWING
2 RIDEFAST MAGAZINE JUNE 2019
WITH NO NAME
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
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
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
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
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.
4 RIDEFAST MAGAZINE JUNE 2019
Pic by www.racepics.co.za
ARE YOU UP FOR
COME FULFILL YOUR RACING DREAM IN AN
AFFORDABLE, SAFE AND COMFORTABLE ENVIROMENT.
ALL RIDERS ARE
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
email@example.com. You can also visit www.zwratkops.co.za.
All the NEWS proudly brought
to you by HJC HELMETS
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.
6 RIDEFAST MAGAZINE JUNE 2019
All the NEWS proudly brought
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Aprilia SVX by
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.
8 RIDEFAST MAGAZINE JUNE 2019
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Ducati SA gets new
importer and exciting
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.
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
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.
10 RIDEFAST MAGAZINE JUNE 2019
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
All the NEWS proudly brought
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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
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
Moolman DEALER PRINCIPAL).
Address: Lynnwood Rd, Die Wilgers,
Pretoria. More news coming soon.
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.
12 RIDEFAST MAGAZINE JUNE 2019
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
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Win a brand new
Yamaha R1 with
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
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:
14 RIDEFAST MAGAZINE JUNE 2019
EYES OF DARKNESS
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.
www.yamaha.co.za · +27 11 259 7600 · Facebook: Yamaha Southern Africa · Instagram: @yamahasouthafrica
AVAILABLE AT YOUR LOCAL YAMAHA DEALER. E&OE.
All the NEWS proudly brought
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Limited Edition Super
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
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
16 RIDEFAST MAGAZINE JUNE 2019
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
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
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.
18 RIDEFAST MAGAZINE JUNE 2019
more confidence, in wet
and dry conditions, even
after 5000 KM *
even after 5 000
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
MICHELIN XST Evo sipes.
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
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
“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
“I’m happy to shout out about it to those who
said it would never work. It’s working.”
20 RIDEFAST MAGAZINE JUNE 2019
WIN A BRAND NEW
ROSSI REPLICA AGV HELMET & MERCH PACK ALSO UP FOR GRABS
TO ENTER, SIMPLY SPEND R350 OR MORE AT RIDGEWAY RACEBAR AND RECEIVE AN ENTRY FORM.
PLACE YOUR ENTRY FORM ALONG WITH PAID BILL INTO THE ENTRY BOX TO QUALIFY.
DRAW WILL TAKE PLACE ON SUNDAY THE 17TH NOVEMBER AFTER THE VALENCIA MOTOGP RACE. WINNER MUST BE PRESENT.
TEL: 011 609 0613 / ADDRESS: LOWER LEVEL STONERIDGE CENTRE, CNR MODDERFONTEIN & HEREFORD ROAD, GREENSTONE.
Terms & conditions apply
Brought to you by
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
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,
‘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
22 RIDEFAST MAGAZINE JUNE 2019
Recommended retail price including VAT
FREE quickshift & Autoblip included.
Recommended retail price including VAT
The CBR1000RR and SP Fireblades are significantly lighter,
more powerful and feature cutting-edge electronics making
them everything a Fireblade should be and more. Purchase any
one of these models and enjoy free rider training and roadside
assist. Find a dealer and book a test ride now!
Visit your nearest Honda Dealer for full range:
JHB: Honda Wing East Rand Mall: 011 826-4444 / Honda Wing Kyalami: 011 244-1900 / Honda Wing Sandton: 011 540-3000 / Honda Wing Westrand: 011 675-3222 PTA: Honda Wing Centurion: 012 663-8718
Honda Wing Menlyn: 012 470-9200 / Honda Wing Zambezi: 012 523-9500 VAAL: Honda Wing Riverside: 087 751-4023 KLERKSDORP: Honda Wing Klerksdorp: 018 468-1800
LIMPOPO: Honda Wing Thabazimbi: 014 777 1593 / Honda Wing Polokwane: 015 297-3291 PIETERMARITZSBURG: Honda Wing PMB: 033 345-6287 FREE STATE: Honda Wing Central: 051 430-1237
Honda Wing Bethlehem: 058 303-4864 NELSPRUIT: Honda Wing Nelspruit: 013 753-7324 RUSTENBURG: Honda Wing Rustenburg: 014 597-2550 KZN: Honda Wing Umhlanga: 031 580-7900
Honda Wing Pinetown: 031 714-3600 UPINTON: Honda Wing Upinton: 054 332-7759 RICHARDS BAY: Honda Wing Richards Bay: 035 789-6378 EAST LONDON: Honda Wing East London: 043 748-1017
GEORGE: Honda Wing George: 044 874-5435 CPT: Honda Wing CPT CBD: 021 487-5000 / Honda Wing Tygerberg: 021 910-8300 / Honda Wing East Cape: 041 581-0359 / Honda Wing Worcester: 023 347-2646
NAMIBIA: Honda Wing Windhoek: 00264 613-81600 SWAZILAND: Honda Wing Mmbabane: 00268 2505 2881 BOTSWANA: Honda Wing Gaborone: 00267 395 2652
www.honda.co.za / firstname.lastname@example.org / Toll Free: 0800 466 321 / Facebook - Honda SA / Twitter - Honda SA.
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)
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.
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
24 RIDEFAST MAGAZINE JUNE 2019
AT YOUR NEAREST SHOEI STOCKIST
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
OVER 120 ENTRIES FOR ROUND 3 OF THE MONCOLE RACING SERIES AT PHAKISA
Rivals on track, best mates off - some of the 300 Supersport Brat pack.
trying not to melt
with all that hotness
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
Words by Rob Portman / Pics by Gerrit Erasmus & Daniella Kerby
BATT’S NEW UHP SLICK TYRES.
AFFORDABLE GRIP FOR THE MASSES.
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
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.
28 RIDEFAST MAGAZINE JUNE 2019
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
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
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
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!
RIDEFAST MAGAZINE JUNE 2019 29
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!)
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
30 RIDEFAST MAGAZINE JUNE 2019
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
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
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
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
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
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
START YOUR MOTORCYCLE
JOURNEY WITH THE
CMA & SUZUKI
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 email@example.com for
32 RIDEFAST MAGAZINE JUNE 2019
UB125 Now Available!
FOR MORE INFORMATION VISIT YOUR NEAREST SUZUKI AUTHORIZED DEALER!
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
3 RIDEFAST MAGAZINE JUNE 2019
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.
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.
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.
RIDEFAST MAGAZINE JUNE 2019 3 5
SA RACING HERITAGE LEGENDARY RACERS
THE LEGEND OF THE
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.
36 RIDEFAST MAGAZINE JUNE 2019
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
to be mental
to dive into
to elbow with
other nut jobs,
on this set up
The oil tank
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
RIDEFAST MAGAZINE JUNE 2019 37
Wire wheels, some shady looking shocks, 25mm
round tube swing arm and chassis ...... Hhmmm,
wonder why it flexed
Stone and Splash
gaurds over the
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,
and restoring old
2 stroke Suzuki
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
38 RIDEFAST MAGAZINE JUNE 2019
A closer look at the students who
attend the greatest academy on
earth - The VR46 Academy.
Words by Donovan Fourie
42 RIDEFAST MAGAZINE JUNE 2019
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.
RIDEFAST MAGAZINE JUNE 2019 43
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.
44 RIDEFAST MAGAZINE JUNE 2019
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.
RIDEFAST MAGAZINE JUNE 2019 45
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
Marini after his
first Moto2 win.
lessons every week.
46 RIDEFAST MAGAZINE JUNE 2019
The boys at Misano practising
on Yamaha R6 machines.
Dennis Foggia (7) and Celestino Vietti (13)
RIDEFAST MAGAZINE JUNE 2019 47
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,
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.
48 RIDEFAST MAGAZINE JUNE 2019
Baldassarri and Bagnaia
RIDEFAST MAGAZINE JUNE 2019 4 9
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
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).
50 RIDEFAST MAGAZINE JUNE 2019
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.
RIDEFAST MAGAZINE JUNE 2019 51
52 RIDEFAST MAGAZINE JUNE 2019
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
RIDEFAST MAGAZINE JUNE 2019 5 3
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
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
54 RIDEFAST MAGAZINE JUNE 2019
RIDEFAST MAGAZINE JUNE 2019 55
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
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.
56 RIDEFAST MAGAZINE JUNE 2019
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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
58 RIDEFAST MAGAZINE JUNE 2019
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!
THE KEY NUMBERS:
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
60 RIDEFAST MAGAZINE JUNE 2019
WORLD LAUNCH TEST
INDIAN FTR1200 FLAT TRACKER FOR THE STREETS
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!”
62 RIDEFAST MAGAZINE JUNE 2019
RIDEFAST MAGAZINE JUNE 2019 6 3
WORLD LAUNCH TEST
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
64 RIDEFAST MAGAZINE JUNE 2019
WORLD LAUNCH TEST
“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.
66 RIDEFAST MAGAZINE JUNE 2019
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
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
“...while the FTR1200
does flirt with the
idea of racing, it does
still give off an aura
RIDEFAST MAGAZINE JUNE 2019 67
WORLD LAUNCH TEST
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.
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
68 RIDEFAST MAGAZINE JUNE 2019
& SHORT OF IT...
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)
70 RIDEFAST MAGAZINE JUNE 2019
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
Glenn: “Well we’ve got the Wing and the
KYMCO scooter in the garage, let’s go check
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
RIDEFAST MAGAZINE JUNE 2019 7 1
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
72 RIDEFAST MAGAZINE JUNE 2019
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.”
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...
74 RIDEFAST MAGAZINE JUNE 2019
NEW AT RSR
OF EVERY MONTH
CAR TRACK DAY
R A C E
BRING IT, LET’S
Club Race Dates
FUN & ENTERTAINMENT
082 757 3138
S26 04'30.9" E28 45'20.0"
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.
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
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
76 RIDEFAST MAGAZINE JUNE 2019
A D V E R T O R I A L
‘PUT YOUR BIKE ON SHOW’
E X C L U S I V E T O B I K E B U Y E R S
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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.
MCFADDEN AND SELLER
SHARE A COUPLE OF THRILLERS
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
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
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
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.
McFlash back to
Local man Kewyn
Brandon Staffen had
another great outing.
RACE COLUMN AIDAN LIEBENBERG
A POINT TO PROVE!
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!
80 RIDEFAST MAGAZINE JUNE 2019
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