RideFast October 2019

RobRidefast

SA's best motorcycle magazine

OCTOBER 2019

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ED’S NOTES: TALKING MOTOGP

The Monster Rossi created

At the point of typing this column out I’ve just

finished watching FP2 from the Aragon MotoGP

round and it really got my mind going. Listening

to a lot of the comments made by the two

commentators and Simon Crafar down in pit lane

it just seems like its doom-and-gloom for the rest

of the field as far as trying to beat Marquez goes.

The man is just a machine, there is no other way

of describing him. I said it a couple of months

ago on a Talking MotoGP podcast that I can’t

see anyone seriously challenging him for the

MotoGP title in the next 5 years at least. Mental,

physically and skilfully no one seems to be close

to him, or close enough to challenge over a

season. The bad news for the rest of the field is

that the Honda is getting better and even more

suited to Marquez and his all-out style with every

passing race meeting.

Marquez’ domination is not only on track, but

also off it. We all know about the Rossi Marquez

bad blood but if you really think about it Rossi

only has himself to blame, as he helped create

the monster that is Marquez.

Growing up, it’s no secret that Marquez idolized

Rossi and watched his every move. Back in those

days, Rossi was unstoppable, pretty much like

Marquez is now and not only on track but off it as

well. I hear people say Marquez is too aggressive

and how can he do what he is doing to Rossi and

the others, but what they forget it when Rossi

was bashing bars and pulling zap signs at Biaggi,

shunting Gibernau and Lorenzo off at Jerez and

Stoner at Laguna Seca, a young up and coming

Mr Marc Marquez was sitting taking notes of all

of that. And all the off-track mind games Rossi

played with them, Marquez was taking it all in.

Since then MM has put all that he learnt from

Rossi over the years and put it into practice, and

in my mind, has taken it a step further. I watch

all the practice and qualifying sessions now and

Marquez goes out not only to set fast times and

get bike setup, but also to play games with all the

riders. You will often see him waiting for the likes

of Vinales and Dovi, then tagging onto them. They

soon realize he is there and abandon their laps,

but what that does is just upset their rhythm a

bit, because for the rest of that session or day

all they can talk/complain about is Marquez

following them and disrupting them. Job done

from Marquez, who then lands up getting the job

done on race day more often than not.

Take the recent incident with Rossi at Misano,

Rossi home race where he is literally a GOD.

Marquez knows this and again, as he has done

a few times now this year, waited for the dying

seconds of qualifying to tag in behind Rossi

who could not afford to back off as he needs

to set a fast time. This plays on Rossi’s mind

no doubt, and at Misano I could see that Rossi,

this time around, was having none of it and

almost looked like he sacrificed his qualifying to

disrupt Marquez. The scuffle that went viral then

ensued and I could see by the reaction of both

afterwards that they both knew exactly what

they were doing.

Both riders naturally went on to kind of blame

each other, but reality is that they both knew the

game they were playing. Very much a case of

Marquez pulling an old school Rossi on current

Rossi, and new school Rossi playing modern day

Marquez’ games.

At the end of the day Marquez is doing what he

needs to do to win World Championships, and

there is no doubt he is on track for title number

8 this year, creeping ever closer to Rossi’s 9 and

even one better, 10, which Rossi just never looks

like getting.

So, who can challenge Marquez, not only on track

but off as well? Dovi has proven he can’t, Vinales

the same, so could the new French sensation,

Fabio Quartararo, who was labelled as a young

Marquez when first coming into the paddock

and idolized Marquez growing up. Could Fabio

do a Marquez on Marquez, and take everything

he has learnt from his idol and put it against

that very same idol? Only time will tell, but as far

as MotoGP goes let’s hope that it does happen

because as of now there is no one even close to

taking the crown away from Marquez.

Stale Ducati?

Watching the past couple of races and to me

it looks just like that – Ducati going stale. Have

Ducati now tried everything they possibly can

with the likes of Dovi and Petrucci. Both riders

have been on Ducati for a very longtime and,

yes, Dovi has come close and Petrucci has won

a race and got podiums but to me it’s time for

fresh blood and a fresh approach if they are to

challenge Marquez and Honda.

No doubt the Ducati package is a really good one,

but a brick wall seems to have been hit and I can’t

see Dovi or Petrucci lifting any titles for them.

I mention this because rumours are ripe that

Ducati are preparing to break the bank, as they

did with Lorenzo, to sign Fabio Quatararo and

Alex Rins to headline their assault on the 2021

championship.

Even though Jack Miller is doing well, there

rumour that Lorenzo was going to replace him

at Pramac Ducati and the fact Ducati never

really fought back at those rumours suggests

to me that they don’t see Miller as a serious

Factory seat filler. There is no doubt that Rins and

especially Quartararo are the hottest property

in MotoGP right now and teams will be doing

everything they can to get those signatures. To

me, Ducati have the biggest carrot to dangle.

Both riders would not want to go to Repsol

Honda and play second fiddle to Marquez – it has

been proven, no one can compete with Marquez

in a Marquez team on a Marquez bike.

Yamaha would have to improve their bike

dramatically to try and hold onto both Quartararo

and Vinales, who is another rider being tipped to

be on Ducati’s books.

Suzuki is a great package, but over a full season is

not ready to fight for the number one plate, and a

rider like Rins is finding that out once again so the

fast Ducati could be his best option. Once again

time will tell but one thing is for sure silly season

next year is going to be very silly, and very exciting.

KTM woes

The times they are good and bad for KTM at the

moment. On the one hand, they have recorded

their best finishes and qualifying times ever and

are closing the gap by a couple of seconds every

race meeting over their rivals. But on the other

side they have the Zarco drama – a top rider

coming into the team, set to change the team’s

fortunes and take them forward but instead

doing more harm than good. The Zarco debacle

shows that the KTM bike is still way behind and

for a top rider to Zarco to struggle so much just

highlighted that.

Last month Zarco announced that he would

be ending his deal with KTM a year earlier than

planned, and just a few weeks later, literally

after the Misano race, KTM announced they had

sacked Zarco and would be using Mika Kallio for

the remainder of the 2019 season.

Bad move? Yes, maybe not all professionally

done but there are two sides to every story. It’s

no secret Zarco had been hating life with KTM

and apparently it all boiled over in Misano with a

huge break down between team and rider. This

looks bad for both sides for sure, but I look at it

as a positive move for KTM, who need to start

improving their bike a bit more rapidly.

The appointment of Kallio, a long-time test rider

for them, is a good one. The team can now use

him to test new parts in racing conditions – the

best and only time to test in my view. This will help

them develop a better all-round package. As far

as I see it, Pol Espargaró is not who is improving

the bike, but rather riding around the problems,

changing his riding style to adapt to the bike. Yes,

he has got better and yes KTM’s results and times

are improving, but that doesn’t mean the bike is.

Riding around the problems is not going to solve

them and a rider like Kallio, in racing conditions,

will no doubt help improve the bike.

This brings me to my next point. KTM’s ultimate

goal for the 2021 season, in my view, is to have

both Miguel Oliviera and Brad Binder on their

factory bikes. They have a great relationship with

both riders and both men have proven over the

years they are capable of improving the orange

machines. Brad and Miguel know KTM inside-out

by now, and have come from struggle and know

no different so won’t be asking for a silky-smooth

Yamaha chassis, as Zarco would have been doing.

They need riders to come in and improve their

bike as it is, not comparing to bikes they

have ridden before. Both Zarco and

Espargaró have come from Yamaha

M1 machines, so I can almost hear

them saying to the KTM technicians

“make it like the Yamaha”. This will

never happen and there are no two

men with more experience on

WP suspension and the KTM

trellis frame than Oliviera

and Brad Binder.

So that’s my thoughts

for this month. For

me MotoGP talk

from myself and Mr

Donovan Fourie be

sure to check out

the RideFast YouTube

channel.

Until next month, enjoy

this action packed issue of SA’s

best motorcycle magazine!

EDITOR & DESIGNER:

Rob Portman

rob@ridefast.co.za

PUBLISHER:

Glenn Foley

foleyg@mweb.co.za

ADVERTISING:

Sean Hendley

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@yahoo.com

071 684 4546

OFFICE &

SUBSCRIPTIONS:

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mweb.co.za

011 979 5035

CONTRIBUTORS:

Sheridan Morais

Brad Binder

Darryn Binder

Gerrit Erasmus

Eugene Liebenberg

Niel Philipson

Greg Moloney

Daniella Kerby

Michael Powell

Brian Cheyne

Donovan Fourie

Shaun Portman

Mat Durrans

Copyright © RideFast Magazine: All rights reserved. No part of this publication may be reproduced, distributed,

or transmitted in any form or by any means, including photocopying, articles, or other methods, without the

prior written permission of the publisher.

RIDEFAST MAGAZINE OCTOBER 2019 1


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All the NEWS proudly brought

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Triumph Daytona 765

Triumph announces Daytona 765 Moto2 Limited Edition.

The ultimate Triumph Daytona road bike

was announced at the British Grand Prix

at Silverstone last weekend. Sadly, you’ll

need to be quick, because the bike will

only be produced in limited quantities and

will cost R330,000 for those lucky enough

to get their money down before the list is

full. Two batches of 765 machines will be

produced: 765 for North America, and 765

for the rest of the world.

It’s the first ever officially licensed Moto2 motorcycle and uses

the same engine and very similar frame geometry (rake/trail/

wheelbase) as the majority of Moto2 machinery currently on

the grid. In short, the new Daytona Moto2 765 is the closest you

can get to a genuine Moto2 factory ride for the road, and given

the specifications, incredibly cheap.

The engine in the new Daytona 765cc triple is derived from

Triumph becoming the exclusive engine supplier to the Moto2

World Championship in 2019, and offers peak power of 128.2 hp

at 12,250 rpm, and peak torque of 80 Nm at 9,750 rpm.

The first ever official road bike partnership with Dorna

Moto2, the new Daytona 765 has been built to incorporate

the same engine updates and performance enhancements

that have been adopted by our 2019 Moto2 race engines,

to deliver a ride that’s as close as possible to a Moto2 bike

for the road as well as for track days.

4 RIDEFAST MAGAZINE OCTOBER 2019


The bike offers peak power of 128.2 hp at

12,250 rpm, and peak torque of 80 Nm at 9,750

rpm. The dash is a proper TFT displaying all the

info you need.

That’s not quite as good as Suzuki’s

GSX-R750 (148 hp @ 12,800 rpm and 86.3

Nm @ 11,200 rpm) but Triumph claims the

Daytona will weigh less than the previous

Daytona’s 185 kg wet weight, which should

give it a marginal saving over the Suzuki

GSX-R750’s 190 kg wet weight.

Those output claims are a fair bit better

than the current unfaired Triumph Street

Triple RS though, which produces 121.2

hp @ 11,700 rpm and 77 Nm @ 10,800 rpm,

and it should be noted that peak torque is

made 1,050 rpm lower on the Daytona.

Finally, the Moto2 bikes don’t make that

much more power anyway. They are

supplied sealed to the Moto2 teams with

138 hp and from there the teams can play

with the electronics, gearing and frame,

but the engine’s internals stay the same.

So although it might be 10 hp down on the

Moto2 bikes, it should be remembered

that Moto2 lap records have been falling

all year, and Nicolo Bulega’s Kalex-framed

Triumph was clocked at 300.6 km/h at

Mugello during practice for the Italian

Grand Prix on June 1 this year.

The new Moto2-derived engine benefits

from a number of component and

performance upgrades, including titanium

inlet valves, stronger pistons, MotoGPspec

DLC coated gudgeon pins, new cam

profiles, new intake trumpets, modified

con rods, modified intake port, modified

crank and modified barrels, and a higher

(12.9:1) compression ratio.

Despite making more torque across the

range, and with peak torque more than

1,000 rpm lower than the Street Triple RS

engine, it also revs harder, with the red line

increased by 600 rpm to 13,250 rpm.

Where the Daytona 765 Moto2 Limited

Edition will win the most fans though, is in

the specification of the components used

in suspension and braking.

The brakes are superbike-spec Brembo

Stylema rotors and calipers and Brembo’s

unique (and awesome) MCS radial master

cylinder. The Multiple Click System enables

you to adjust the braking pressure and the

point where it bites in the lever travel.

The tires are track-ready, high performance

Pirelli Diablo Supercorsa SP items.

The Öhlins front and rear suspension

units are racetrack ready, too, being

43mm NIX30 front forks, and TTX36 rear

shocks, with both ends fully adjustable for

compression and rebound.

Each bike will come with a billet-machined,

Moto2-branded aluminum top yoke

displaying its laser-etched unique limited

edition number.

Finally, the bike is fully decked out in

carbon fiber bodywork, fairing, hugger,

front mudguard, and upper chain guard,

so it will look fantastic but will be very

expensive to repair if you insist on pushing

past its limits.

A new Daytona powerplant, developed by the

same expert Triumph team that created the

Moto2 race engine.

This Daytona is very special, with a production

run of only 765 for Europe and Asia. Each bike is

unique, featuring its own laser-etched limited

edition number.

By the time you read this, it will most

likely be too late to get your money down

on one, but it might be worth a try if you

have a lazy R350k and a few decades to

wait. Limited edition motorcycles tend

to appreciate rather than depreciate like

nearly every other bike on the road.

They also depreciate if you ride them, and

with the ultra sharp handling and that

punchy motor, we suspect that most of

the 1,530 motorcycles produced will be

spending a lot of time clocking up mileage.

Six of the new 765 Daytona machines will

be made available for the SA market priced

at R330,000 each. For more info contact

Triumph SA on 011 444 4441.

RIDEFAST MAGAZINE OCTOBER 2019 5


All the NEWS proudly brought

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Aprilia RSV4 X

Aprilia’s ultra-exclusive RSV4 X features a

weird “no neutral” gearbox.

Don’t get too excited about the

Aprilia RSV4 X. You can’t have

one. Only 10 people can, one

of them being Max “Curse you

Valentino, I’ll beat you if it’s the

last thing I doooo” Biaggi, and

another being Andrea “turning

Aprilia into a competitive

MotoGP team is the biggest

challenge of my life” Iannone.

That would leave eight for us lesser mortals

to fight over, but those were sold within a

few hours, even at the RSV4 X’s R700k plus

price tag. So you can’t have one, even if you

might want one.

And you might indeed want one. The RSV4

platform may be getting a little long in

the tooth now, having made its debut way

back in 2008, but it was the raciest road

bike we’d ever seen at the time, and there’s

still nothing else out there that matches

its obsessive degree of chassis tuneability.

Indeed, with a few engine updates and

suspension evolutions it remains an utter

weapon on the road and track alike. And the

RSV4 X takes things to a whole new level.

For starters, thanks to carbon fairings, a

lightweight tank and plenty of bits of billet

aluminum, it now has an astonishing dry

weight of 165 kg. For reference, World

Superbike race bikes must weigh at least

168 kg at all times during race events,

including whatever fuel is in them, even at

the end of a race.

Furthermore, its titanium/carbon

Akrapovic exhaust, high-flow air filter,

some new bits in the valve train and a

tailored ECU mapping combine to boost

power from an already extravagant 217

horses on the standard RSV4 up to an even

sillier 225, out of its 1078 cc V4 engine.

With 225 hp and 165 kg this thing has one

of the most extreme power-to-weight

ratios ever seen outside prototype racing.

It’s also the first bike to feature what the

company calls the “Aprilia No Neutral”

system, which places neutral below first

gear in the gearbox so there’s no chance

you’ll accidentally grab it between first and

second. This is a system directly derived

from GP racing, and we assume there’s

some sort of extra lever or button to hit if

you want to get the bike into neutral, like

there is on the race bikes.

Brembo has also used the RSV4 X to

debut its GP4-MS brake calipers, which

are completely obscured in these photos

by cooling airflow elements. Jolly good,

then. You can get a lot of the X’s fancy bits

and pieces as accessories for your RSV4

1100 Factory, but not these brakes or the

wacky gearbox.

Mr. Biaggi was delighted to

receive the first production

RSV4 X, and took it straight

to Mugello for a couple of

days on the racetrack. “On

this bike,” he declared, “the

sensations are exactly like

those of a racing bike, and

as soon as I got on it, I felt

like I had never quit racing.”

Well, we guess it’s nice that at least two

of these things are going to have the

magnesium wheels ridden off them a few

times before they end up stuck in some

rich guy’s collection.

6 RIDEFAST MAGAZINE OCTOBER 2019


All the NEWS proudly brought

to you by HJC HELMETS

Guy Martin goes

faster than ever

Speed Freak Guy Martin Wins One-Mile Race At 270mph

Guy Martin is no stranger to speed. In 14

years of competing at the Isle of Man TT,

Martin collected 17 podium finishes and

he also accomplished three world speed

records. As we all know, speed doesn’t

come without a price and the racer broke

his back twice throughout his career.

Undeterred by the dangers associated with

speed, Martin was recently spotted topping

270mph on a turbocharged Hayabusa at a

Straightliners meet in Elvington, England.

Held at an airfield in a small English village

on September 10, 2019, news of Martin’s

win and 270mph top speed came by way

of the Steve McDonald Photography

Instagram account: The multi-photo post

also included a shot of Martin’s race results

verifying his time, speed, and a first-place

finish in the standing-start mile contest.

No stranger to the Elvington airfield and

Straightliner events, the full-time lorrymechanic/part-time

racer already achieved

a speed of 257mph in June of 2019. Prior to

the Elvington appearances, Martin’s tuned

and turbocharged Holeshot Hayabusa

also appeared at the Road Racing Ireland

Ballykelly North West Speed Trials in May.

After improving his top speed by 13mph,

who knows what Martin will be able to

squeeze out of Suzuki’s DOHC inline-four

next. If his past speed exploits are any clue,

he’ll only aim to make the Busa’s 1,340cc

engine even faster.

Martin previously set 3 Guinness World

Records for the fastest speed on a gravitypowered

snow sled, highest speed on a

wall of death, and, of course, the top speed

in a soapbox. He also piloted the fastest

hovercraft according to British records.

The majority of Martin’s speed records

were documented by the ‘Speed with

Guy Martin’ TV series on Britain’s publicaccess

network Channel 4. With any luck,

maybe we’ll see a new episode of the

popular series featuring Martin’s Holeshot

Hayabusa in the near future on YouTube.

Jetsport Outdoor

Lifestyle Centre

Well known ATV racer, Leander Pienaar,

had just finished school in 2001 and

wanted to pursue his passion as his

career and thus was born JETSPORT

OUTDOOR LIFESTYLE CENTRE.

They started with Bombardier (now

known as Can Am) and Seadoo. He

continued with racing everything from

ATV’s to Jet Ski’s and Side x Side’s. Over

the years the business has grown from

strength to strength and recently moved

to new, bigger premises at 145 Oliver

Tambo, Oranjesig, Bloemfontien.

With the move to the new premises also

came a new relationship with Indian

Motorcycles as well as Polaris and Linhai.

Leander has also just taken delivery of

his own Chieftan. Their fully kitted out

professional workshop and sales floor

can now assist with new sales, parts and

service on all three these brands.

Give them a call on 051 448 0993 or

drop Leander a mail at leander@jetsport.

co.za or pop into 145 Oliver Tambo rd,

Oranjesig, Bloemfontien.

8 RIDEFAST MAGAZINE OCTOBER 2019


All the NEWS proudly brought

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Long Way Up

on a LiveWire

Ewan McGregor, Charley Boorman to Do Long

Way Up on Harley-Davidson LiveWire.

It’s been 12 years since biking

duo and real-life friends Ewan

McGregor and Charley Boorman

rode on BMWs from Scotland

to Cape Town, and 15 since their

first adventure of the kind.

They are now preparing for their third

extended trip, one that will take them

from the southernmost tip of Argentina

to Los Angeles, or maybe even Alaska,

and the most outstanding change is that

they’re going fully electric. No official

announcement of this has been made,

but MotorbikeWriter says that the bikes

they’re to use have already been spotted

in Tierra del Fuego.

The duo’s first trip was documented in

Long Way Round, while the second in

Long Way Down. The third adventure and

travel documentary will be called Long

Way Up, and will reportedly see them

ride Harley-Davidson LiveWire electric

motorcycles, with backup provided by

two Rivian R1T pick-up trucks, which will

probably carry DC fast chargers.

The publication notes that McGregor and

Boorman will also be supported by “a

fuel-guzzling Mercedes-Benz Sprinter

and Ford F35,” but this could be just for the

production team. Even though the footage

of the trip that will eventually be released

will mostly show the two, they will be

accompanied by a full production team, as

they were on the 2 previous occasions.

For the time being, these are the only

details available on the journey. Both

Ewan and Charley have spoken about

their desire to hit the road again, but

plans often had to be put on hold

because of the former’s Hollywood

career, which didn’t allow him a break

of several consecutive months. Charley

spoke to MotorbikeWriter one year ago

and said their third trip would probably

happen in a couple of years and would

see them ride from Argentina to Alaska.

It remains to be seen whether his wishes

will become reality. The same goes for

the challenges of taking electric bikes

on such a long trip, as LiveWires have

a range of about 150km. The Rivian, on

the other hand, can go for about 650km

between charges.

Holeshot

Motorcycles

on the move

The Terminal Centre in Boksburg is

becoming something of a motorcycle

hub, with two of South Africa’s longest

established motorcycle dealerships

around the corner from each other. The

Holeshot family has just moved in with

their range of Husqvarna motorcycles,

accessories and used bikes of all

shapes and sizes. Around the corner is

the Shimwells outfit with their range

of Yamaha motorcycles, parts and

accessories. A one stop motorcycle

destination for sure!

When we were there they were still

sorting and unpacking and stuffs – but

more news soon.

The centre is located adjacent to the

N12 Highway in Bartlett Boksburg and is

easily accessible via Trichardt road and

Dr Vosloo road. Same number as always.

(011) 8235833. Full story soon.

10 RIDEFAST MAGAZINE OCTOBER 2019


Available at dealers Nation-Wide


All the NEWS proudly brought

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Retro Honda CB1100 RS

Honda announces CB1100 RS 5Four limited-edition retro bike

Honda has teamed up

with British bike builder

Guy Willison to tart

the CB1100RS up into

a replica of an 80s-era

endurance racer. Best

known for his TV work

on The Motorbike Show,

Willison will produce

54 of these CB1100RS

5Fours for sale.

According to Willison, the retrotastic

CB didn’t need a ton of

fettling to take it where he wanted

to go – which was in the direction

of the Bol d’Or 24-hour racers he

and his mates used to drool over

in the “golden era” of 80s racing.

Honda had already nailed most of

the look and feel, from the analog

clocks and twin shocks to the

tank shape and exquisitely finned,

air-cooled engine.

While the bike’s performance

is a touch more pipe-andslippers

than leathers-andknee-sliders

at a modest 89

hp, all reports indicate it’s

a pleasant and grand thing

to ride, and the RS model’s

uprated Showa suspension

was deemed good enough to

roll with for the kinds of riders

that were leaning over French

fences watching the bikes go

round 35 years ago.

So instead of huge performance

mods, it was mainly the look

that needed a tweaking, and

Willison set about making a

series of small and tasteful

changes that maintain the look

of a factory-built bike. A small

headlight fairing was crafted

out of aluminum, as was a

single seat tail unit with a nice

diamond-stitched Alcantaracovered

saddle.

The bars were switched out

for lower, wider Renthals in

satin black, with adjustable

short levers, mini mirrors

and Tomaselli grips, and the

bar-end weights were binned.

Racefut supplied a set of

titanium Growler slip-ons

for the 4-into-2 exhausts.

Willison chopped off the pillion

footrests to stop your drunk

friends from trying to hop on

the back, and polished up the

main footrest hangers to a

mirror finish.

The finishing touch: a 5Four

badge (5Four being Willison’s

bike building company, named

after his old callsign from

a million miles of London

dispatch work in his younger

days). Each bike of the 54

planned for sale will be

individually numbered, and

hand-painted – including the

logos. No decals here.

And that’s it. The CB1100RS

5Four is a tasteful and minimal

retro mod built upon what

you might call a tasteful and

minimal platform. Shy of the

sexy seat cover, people might

not even pick it as a custom.

That strikes us as a very Honda

way to do things.

12 RIDEFAST MAGAZINE OCTOBER 2019


All the NEWS proudly brought

to you by HJC HELMETS

World of Yamaha now open

to the Public for Retail

World of Yamaha is now officially open to

the public for retail with the full range of

Motorcycles, Marine products, Golf Cars,

Power Products as well as Spares and

Accessories products for sale.

World of Yamaha has been open as

a business centre, events facility and

Showroom to showcase the brands range

of products since 2011.

If you have never been to World Of

Yamaha, do yourself a favour and go and

kuier, It’s really quite something – and they

serve the cheapest graze and coffee on

the planet!

“We are proud of the facilities we have here

at World of Yamaha and customers are

welcome to purchase from our range of

motorcycles, marine products and apparel”

says Robin van Rensburg, Managing

Director of Yamaha Distributors SA.

World of Yamaha will be trading from

09:00 to 17:00 Monday to Friday and 09:00

to 14:00 on Saturdays as of Monday 02

September 2019.

For sales queries you can contact Michael

Creevy on (011) 259 7850.

Apart from all the latest Yamaha

motorcycles, marine and music they

also have a Concept store packed

with the full range of official VR46,

Vinales and Yamaha merchandise.

Well worth a visit.

More success for

Bike Tyre Warehouse

Bike Tyre Warehouse in Midrand has

already been awarded top retailer in S.A.

for the premium tyre brands Metzeler and

Pirelli, and have now also just scooped

their 3rd premium brand award from

Michelin for the highest volume sales of

Michelin motorcycle tyres in S.A.

And this from a company that is only

just celebrating its third birthday. BTW’s

Bruce de Kock says he is very proud of

this latest accolade and put it down to

strictly following the company’s creed

by maintaining the constant offering of

#bestadvice #bestservice #bestprice on

a daily basis.

Visit them at Unit 9 Sable Park, 997

Richards Drive, Midrand or give them a

call on one of the following numbers 073

777 9269 or 083 467 1349 or

011 205 0216.

14 RIDEFAST MAGAZINE OCTOBER 2019


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All the NEWS proudly brought

to you by HJC HELMETS

The Big

Orange Fire

Engine Bike

So, the concept seems feasible and has possibly been

attempted before on ATV’s and side by sides with varying

degrees of success.

However, when two Austrian giants in the form of KTM and

Rosenbauer, a company that builds fire engines on a grand

scale worldwide, collaborate with some very clever South

African lads - only good things can happen.

Enter the KTM 1290 Adventure S/Rosenbauer Fire Rescue

motorcycle. It’s been built in conjunction with Mechspec Racing,

BATT, KTM SA and Rosenbauer.

The unit is capable of running between traffic and dwellings

in high density suburbs where big fire trucks can’t get through.

The actual firefighting unit mounted onto the back of the 1290

and weighs about the same as an average pillion with enough

capacity to extinguish two burning cars. The party trick is being

able to nip through narrow spaces and get to the fire along short

cuts a heck of a lot quicker than any other fire fighting vehicle.

Imagine the lives that will be saved and how quickly fires can be

stopped from spreading into catastrophic events.

Ain’t Motorcycles grand? We will be getting a full feature in our

next issue. Watch this space!

KTM 1290 Super

Duke R & Binder

trackday special

KTM SA, through their official dealers Nationwide, are running a

really cool special on their new 2019 1290 Super Duke R models.

If you get down to any official KTM dealer and purchase a new

orange naked beast between now and the 30th of November

2019, not only will you get one of the best naked bikes on the

market today but also the added bonus of a FREE trackday

experience with RideFast Magazine and Brad Binder.

Lucky new owners will be treated to a exclusive track

experience with the 2016 Moto3 World Champion courtesy of

RideFast Magazine and KTM SA. Each rider will receive a KTM

goodie bag, plus get to mingle with Brad over a free lunch and

spend some quality time with him out on track, where he will

give some priceless “GO FAST” tips.

This is a limited time offer and available while stocks last

so make sure you get down to your nearest KTM dealer to

purchase your new 1290 Super Duke R or for more details.

16 RIDEFAST MAGAZINE OCTOBER 2019


All the NEWS proudly brought

to you by HJC HELMETS

Paragon MCC Spring Fest

On a recent visit to the World

of Motorcycles - home of

Ducati SA - we met up with

Mr Rendani, a very passionate

motorcycle man who also

happened to be the first

owner of the all-mighty Ducati

Panigale V4R here in SA.

Rendani is the head of the

Paragon Motorcycle Club and

invited us along to their annual

Spring Fest, which took place

at the Midvaal racetrack on the

13th and 14th of September.

Paragon MCC has been going

for 5 years and has build up a

huge following with their Spring

Fest - a highlighted event on

the calendar for all bikers.

Friday the 13th of September

was setup and track practice

day. Saturday the 14th was the

big day - and big it was!!!

The day consisted of track

riding with fast, intermediate

and new comers racing in their

selected classes, not only for top

bragging right but for big prize

money. The Fast group winner,

which AJ Venter landed up

taking, pocketed R20k while the

intermediate and new comers

winners walked home with R15k

each. There was even a Cruiser

class where R10k plus and brand

new AGV helmet, courtesy of

one of the event sponsors RACE!

SA, was up for grabs.

Following the track racing it

was time for the stunt riders to

hit the track and show off their

skills to try and bag the R15k

prize money on offer. Wheelies,

endos, rolling burnouts, it truly

was a great show of skill and

madness!

Off track and hundreds of

passionate bikers packed into

the Midvaal track. Bikers from

various Bike Clubs rocked up

sporting their clubs colours.

There was also big prize money

up for grabs off track, with

best dressed Spring themed

male and females grabbing

R15k each, best club according

to theme R25k, biggest club in

colours R25k, biggest club on

bikes R30k and more.

There was even a tug of war

competition, which our own

Rob Portman entered with

team Ducati SA.

Overall the event was a huge

success and well supported. A

very well run event with massive

amounts of respect shown by

all. No matter the colour, race,

gender - all were there for one

reason - to enjoy each other’s

company and their motorcycles!

We looked forward to next

years event and will be

promoting it in the magazine so

look out for it.

For more information on the

Paragon MCC and their events

go check out their Facebook

page - www.facebook.com/

paragonmcc

Packed pits and smiles - just what the SA motorcycle industry needs. What a great event!

18 RIDEFAST MAGAZINE OCTOBER 2019


TT Star AJ Venter took the R20k for class A winner.

Michael Powell took 5th place in class A.

Our Rob picked up 3rd overall on the Ducati V4.

Great racing in all the classes - Class A, B and C.

Doc Rendani on his gorgeous Ducati V4R.

Some very happy winners in pit lane.

Some very fast looking guys on very fast bikes.

Ducati SA were a big sponsor and had a huge impact on the event.

The Spring Theme dress-up was seen everywhere. Team Ducati SA working hard at tug of war. Beautiful women where ever you looked.

Rob grabs a pic with the best dressed male while RACE! SA gave away

a new AGV Rossi replica to the Cruiser class winner.

The party went on long into the night

where all the winners for the day were

announced on stage. The vibe around

the whole event was brilliant and

nothing but smiles and huge respect for

one another. RideFast Magazine was a

huge hit and we will be back for sure!

RIDEFAST MAGAZINE OCTOBER 2019 19


All the NEWS proudly brought

to you by HJC HELMETS

2020 Honda

CBR1000RR

Expected In October

We won’t teach you anything by

stating that Honda is working on

a new CBR1000RR. Among the

many rumors that are gravitating

around the Soichiro brand, that

of a new flagship supersport

has been making the rounds for

a while now. From the patents

(pictured below) suggesting

the addition of winglets to the

mirrors to the more recent one

about active aeros integrated

to the fairing, aerodynamics

seems to be Honda’s focus with

the model’s new generation.

Had enough of the rumours yet?

Here’s another one! At least this

time, it doesn’t require you to

remember what model is getting

what new fancy feature—all

you need to remember is that

the new CBR1000RR could be

coming in October.

The actual rumour started

back last year when Honda

Racing Corporation apparently

suggested it will do a complete

overhaul of its WSBK factory

team for 2020, including an

all-new motorcycle. According

to the folks at Speedweek, this

“new bike” should make its

debut at the Tokyo Motor Show

in October, introducing a new

generation of the

CBR1000RR in the

process.

The main changes expected

on the model are on its fairing,

improving its aerodynamics and

performance in the process. For

now, there is no talk of any major

changes expected on the 998cc,

inline-four, though there is

mention of an output increase.

In fact, HRC managers have

apparently gloated that the

new Honda will boast the

most powerful inline-four of

the 2020 WSBK roster. After a

catastrophic 2019 season, the

team is pulling all the tricks out

of its hat to ensure the next

season is a more fruitful one.

Which means the manufacturer

will take to wring more power

out of the litre mill remains to be

confirmed.

Should it in fact show up at the

Tokyo Motor Show, this means

the new 2020 Honda CBR1000R

will show it news face on October

23 so keep your eyes peeled.

20 RIDEFAST MAGAZINE OCTOBER 2019


All the NEWS proudly brought

to you by HJC HELMETS

Energica electric

sports bikes are

coming to South Africa

Energica, the producer of electric sports motorcycles and the

suppliers of the newly-famed MotoE class in the MotoGP series, is

coming to South Africa. This is after an agreement was struck with

Electronia (PTY) Ltd who will serve as an importer and distributor.

Electronia is a supplier and distributor of electrical and electronic

equipment to the system integrators of home automation and

solar-powering systems. The motorcycle connection comes in that

the owners of the company who are motorcycle fanatics, regularly

attending track days, racing events and social rides.

Company owners Kobus Janse van Rensburg and Francois van

Vollenstee visited the Italian factory in June 2019, attending the first

ever all electrical bike Energica track day, while there, and had a

chance to test ride all three models such as the EGO, EVA & Ess9.

The EGO is based on the MotoE race bike with a full fairing and

sporty design, whereas the EVA and Ess9 are the slightly more

naked street fighter versions. They sport a steel-trellis chassis

with a choice of Marzocchi/Bitubo or Ohlins suspension kits. The

motors push 143.5hp / 107kW, a figure that may not raise eyebrows

considering the 200hp petrol-powered monoliths dominating

showrooms today, but this power figure is coupled with a torque

output of 200 Nm, an amount generated the very instant the

throttle is opened.

The motors are assisted by Bosch switchable ABS attached to

Brembo brakes, traction control, cruise control, four riding modes

and four regenerative maps that give the same feeling as engine

braking while providing charge to the battery.

Range depends on the type of riding, but according to Electronia’s

experience at the track day, a full charge can manage three track

day sessions. The DC fast charge can supply 85% of the battery’s

charge in just 25 min, meaning the bikes will easily manage a full

track day without running out of “fuel”.

The showroom for Energica will be online with units made to order.

Customers can configure their bikes completely, with the Ego starting

at €23,000 (roughly R400,000) and going up to €31,500 (roughly

R540,000) when fully-specced with all the add-on accessories. The

naked Eva model will start at €22,418 (roughly R380,000) going up to

€30,000 (roughly R510,000), and the Ess9 starts at €20,500 (roughly

R330,000) going up to €28,300 (Roughly R460,000).

Prospective buyers and dealers can find out more on Electronia’s

website: https://e2u.co.za or can be contacted directly on 083-415 3333.

Kobus Janse van

Rensburg over in Italy

sampling the bikes at the

Energica track day.

Boss Hoss Is Coming To South Africa

We all know about Boss Hoss, those incredible

Chevy V8-engined motorcycles from the USA.

They’ve been making heads turn since 1990

when founder Monte Warne built the first one

in their shop in Dyersburg, Tennessee, and the

factory is still going strong.

Well, they’re coming to South Africa and Fire

It Up! has just been appointed as the official

representative of the brand by the new

importers. The factory produces five styles

of trike and two bikes, all available with two

options of Chevrolet V8 motors – the LS445 five

is 6200cc pushing 445 hp and 600 Nm of torque,

or the 383 Stroker motor that is 6300cc pushing

430 hp and 542 Nm of torque. These figures are

driven through a two-speed semi-automatic

gearbox for the bikes and a four-speed gearbox

for the trikes, both with a reverse gear.

Apart from the motors, Boss Hoss models also

feature inverted front suspension, vacuum

formed body panels, cast structural frame

components, and many other specially designed

components assembled on their 22,000 square

foot production facility.

The first models are expected to arrive towards

the end of the year and, if you’ve never seen one of

these incredible machines, let alone ride one, you’re

in for a treat; they are like nothing else on two (and

sometimes three) wheels.

Keep an eye on the local press for more information.

Fire It Up Contacts: Tel: (011) 465 4591

Web: www.fireitup.co.za

22 RIDEFAST MAGAZINE OCTOBER 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

www.husqvarna-motorcycles.com

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

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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.


PADDOCK NEWS

Ducati signs ex-

MotoGP’s Redding

to replace Bautista

in WSBK for 2020

Former MotoGP rider Scott Redding will reunite

with Ducati in 2020 in the FIM World

Superbike championship.

Brought to you by

IUM 9 Hour 150

race ready to go!

The news you have all been waiting for - the IUM 9 Hour Honda 150

Endurance race is a go and will take place at Vereeniging Kart track on

Saturday the 30th of November 2019.

This is by far the most anticipated and challenging endurance race of the

year with massive bragging rights and prize money up for grabs; R100k for

the winner, R30k for 2nd place, R20k for 3rd place and R10k for 4th place.

There also will be other prizes up for grabs on the day, more about that soon.

We as RideFast are proud to be the official media partner for the event,

teaming up with title sponsor IUM Insurance and Underwriting Managers

and cosponsors Fire it Up, Family Fitness Gym and Chris Wright racing.

Full supplementary regulations for the event will be posted up on the

official IUM 9 Hour Facebook page for all to see. Competitors need to

make sure they go through the regs properly to make sure bikes meet

the rules and standards set for the race. Only Honda 150cc 4-stroke

machines will be allowed to enter. The event is a fully licenced MSA

(Motorsport South Africa) race meeting and will be run at the highest

standards with full marshals, medics etc.

Entry fee for the event will be R2500 per team and must be paid in full up

front before the race. The maximum number of entries that will be accepted

is 55 and the maximum number of starters will be 50. Those riders offered

reserve entries will receive a refund of their entry fee in the event of their not

starting the race. The days program will also be posted up along with regs

on the Facebook page.

For more information call Armando on 083 627 7752 or email armando@

familyfitness.co.za.

Redding, who left MotoGP at the end of 2018 to compete in

British Superbike this year, will return to international level

championship in the World Superbike with Ducati to replace

Alvaro Bautista.

Bautista himself left MotoGP at the end of the 2018 season

to join Ducati in WSBK but even without completing one

year with the team, he has decided to part ways and is

speculated to join the factory Honda outfit, or KTM MotoGP.

The Spaniard has been in a dominant form but few odd

races has allowed Kawasaki’s Joanthan Rea to pounce him

as he sits on top of the overall standings by some margin

heading into the final races – this despite the latter winning

11 races on the trot.

Ever since Bautista rumours started to make headlines,

Redding’s name also made an appearance as a replacement,

which Ducati officially confirmed on Wednesday alongside

Chaz Davies, to ride Ducati Panigale V4 R.

In the eight rounds in BSBK so far, Redding has six wins and

10 podiums to be second after eight rounds, only 12 points

apart, while riding a Ducati. “I’m so happy to join the Aruba.

it Racing – Ducati team, which is something that I’ve wanted

for a long time, because to be able to work with a team that

can fight for a world title is really a great opportunity for me.

“Obviously now I have to remain fully focused on the British

Superbike Championship, because I want to try and win that

title with the Be Wiser Ducati before stepping back up to a

world championship again.

“A big thanks to all those people who have helped to make

this dream happen, and now I can’t wait to get on the factory

Panigale V4 R bike in the World Superbike Championship,”

summed up Redding.

24 RIDEFAST MAGAZINE OCTOBER 2019


more confidence, in wet

and dry conditions, even

after 5000 KM *

even after 5 000

KM, experience

braking in the

wet*

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


PADDOCK NEWS

Brought to you by

KTM not likely to promote

Oliveira as 2020 MotoGP

line-up talks continue

Tech 3 boss Herve Poncharal says

KTM unlikely to promote Miguel

Oliveira in the factory set-up for

2020 MotoGP season alongside

Pol Espargaro.

Following the surprise decision of Johann

Zarco to pull out from his MotoGP contract

with KTM at the end of the 2019 season,

the Austrian manufacturer is left with a big

headache to select a rider to replace him.

Its satellite team Tech 3’s Oliveira name ran

high on the list after the Portuguese rider’s

performances in 2019 so far. However,

Poncharal has laid out an interesting insight

which proves otherwise.

When talking to MotoGP website, he said none

of the riders – be it Oliveira and or Brad Binder

– are in the contender list so far. “I was talking

to Miguel and also the KTM management

yesterday,” said Poncharal.

“This is a question and debate raised by the

media, because inside the family or teams,

there was never any questions. Pit Bierer, Mike

Leitner, they are telling everyone they are

looking carefully, no pressure.

“It’s going to be difficult to find someone

who can compete with Pol but they have

their own idea and their idea is, so far, not to

take any of the Tech 3 riders who are Miguel

Oliveira and Brad Binder.

“This is all I can tell you but we were kind of

laughing last night because there was never

any debate inside the KTM organisation but

you know, I understand there is an empty seat

on the full factory team and there are not so

many things happening in the transfer market

so everyone is focused on it.

“Zarco is gone, what is Johann going to do?

Who will replace Zarco in the KTM factory

team, they are the three main questions.

So, I can’t blame anybody for asking those

questions.

“But again, I’m going to tell you the same thing I

told you when Johann was quitting, which was

the Austrian GP, we are hoping and almost sure

to keep our riders for next year.”

Outside Oliveira, KTM’s test rider Dani

Pedrosa’s name has been linked as well but the

Spaniard has time and again mentioned that he

is not looking for a full-time return to MotoGP,

even though he has done well in testing.

Another surprise name linked is Ducati’s World

Superbike rider Alvaro Bautista, who has left

the Italian manufacturer and is being replaced

by Scott Redding for the 2020 season.

His prime link, though, is to join Honda

WSBK outfit but a factory MotoGP ride could

be enticing for anyone. Meanwhile, KTM

Motorsport boss Bierer hopes that the line-up

could be firm by the end of the 2019 season.

Tom Sykes

and Eugene

Laverty head

BMW WSBK

attack for 2020

It didnt surprise us when we heard

that Tom Sykes and BMW Motorrad

have committed themselves to

another season together, racing

the BMW S1000RR in the WorldSBK

Championship.

While the 2019 has been a slow start

for the BMW Motorrad WorldSBK

team, Sykes and the S1000RR have

seen continued progress. As such,

we have seen Sykes on pole position

at the British round, and also on the

podium at Misano, Donington Park,

and Laguna Seca.

With this forward progress, BMW

Motorrad says that its aim is to be

on the box in 2020, and surely that

means on the top step on more than

one occasion.

“Continuity and stability are critical

factors for the success of a project,”

said Marc Bongers, BMW Motorrad

Motorsport Director.

“Tom Sykes has consistently moved

in a forward direction with the new

BMW S1000RR. This is the fruit of

harmonious collaboration. Which

is why we are delighted to be

continuing this shared journey in the

upcoming season.”

“I’m proud to be continuing in to

the 2020 season with the BMW

Motorrad WorldSBK Team. After such

a successful year so far with the

all-new BMW S1000RR, which is still

very early in its development, gives

me great motivation moving forward,”

said Tom Sykes.

“I really enjoy the development

part and we are certainly moving

in a strong way. Of course, with the

support from the whole of the team

and the prestigious BMW brand my

expectations for the 2020 season will

certainly move higher and back to

where I feel most natural.”

Sykes will be joined by new-team

Eugene Laverty for 2020, who makes

the switch from the Ducati V4R to the

BMW S1000RR.

26 RIDEFAST MAGAZINE OCTOBER 2019


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||| PRODUCTS FEATURE

RST Tractech Evo-R Gloves

The latest offering from the world renouned British

manufacturer, the new Tractech Evo-R gloves from RST are of

the highest quality and have been developed, tried and tesetd

by some of the world’s best riders such as Alex lowes and ian

Hutchinson. SA’s very own superstar Sheridan Morais also

uses these gloves and has said that they are the best he has

ever used, so they must be good!

Raceshop Fourways are currently having a special on these

gloves, which are available in various colours.

Available from Ducati SA at R1699. (011) 658 0208

Scorpion EXO-R1 Bautista Replica

Over the last couple of months we have featured the latest high-end

helmet from Scorpion - the new EXO-R1. The new lid has landed in SA

and is available in a variety of colours and styles at selected retailers

Nationwide. But there is more exciting news coming from the French

made helmet manufacturer.

For those of you who are keen fans of MotoGP and World SBK you will

notice that top factory Ducati rider, Mr. Alvaro Bautista, sports a very

cool looking Scorpion helmet. Well, that replica EXO-R1 helmet has just

arrived in SA and is now available! All the top features, including the

unique to Scorpion only Air pump cheekpad system, which allows riders

to pump up and deflate cheek pads for ultra comfortable and safe fit.

The new shape and features of the new Scorpion EXO-R1 helmets are

top-notch and is one of few lids that is approved for riders to use in

the MotoGP world championship - so you know you are getting quality,

safety and style when purchasing one of these lids. You will also get a

free dark visor, pinlock and 5-year warranty with the purchase of any

Scorpion EXO-R1 helmet, and better yet all that is for under R10k.

Available from World of Motorcycles at R9550 - (012) 765 0600

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Available from RACE! SA at R28500. (011) 466 6666

NOW YOU CAN!!! Henderson Racing Products in

conjunction with RideFast Magazine is giving one lucky

reader the chance to win a brand new Scorpion

EXO-R1 Bautista Replica, valued at R9550.

TO ENTER, simply get down to your

nearest Scorpion helmets stockist,

try on the new Bautista EXO-R1,

take a selfie and email it to rob@

ridefast.co.za. Post it on your

social media pages - use the tag

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racing Products - to stand even more

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Competition ends on 31st October

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28 RIDEFAST MAGAZINE OCTOBER 2019


||| PRODUCTS FEATURE

Lawless Wooden Bikes

This is another great little tale of a talented SA

man putting his skills to good use and creating

something very unique. Johann De Wet is the

man behind Lawless Bikes - a part time creator

of wooden bikes inspired by his favourite

motorcycles. A hobby, a passion, an escape.

Johann tells us how it all came about:

December 2017, there is a little bit of the

Christmas holidays over and I feel inspired to do

something productive with the time...

But first a little meet & greet: My name is Johann

de Wet, I live with 3 beautiful blonde women

(my wife Ilze and 2 daughters Iva and Amelie) in

the equally beautiful town of Paarl (translates

as Pearl rather fittingly) in Western Cape, South

Africa. Since I can remember I’ve always been

in love with everything 2 wheels. Back to the

Lawless Bikes story then...

I was busy with a little DIY project to build some

tables and chairs for my daughters’s rooms.

Somewhere between googling images for

this project and cafe racer motorcycles I came

upon some wooden balance bikes which got

the creative juices flowing. Since I had some

wood left from the mentioned project I thought

I’d attempt to build a balance bike for my girls

inspired by some of my favourite motorcycles.

This first attempt came out surprisingly cute and

a couple of colleagues asked me to build bikes for

them as well.

I decided to create a Facebook account for

the bikes, mainly to share the hobby, and had

to decide on a name. My surname, De Wet,

translates to “The Law” which inspired “Law

Bikes” and later morphed into a more fun

“Lawless Bikes”. Since then there have been many

iterations of the bikes in an attempt to improve

the quality and usability. I now have a few base

models which I use as the base and customise

them according to customer’s wishes.

Lawless Bikes is not a full time job or business

but rather a hobby, a passion, an escape.

These wooden bikes are truly amazing and well

worth a look. We love stories like this of talented

South African’s doing amazing things, hence why

we just had to expose it.

For more information go check out the Lawless

Bikes Facebook page - www.facebook.

com/LawlessBikes. The bikes cost between

R4500-R500 and are made right here in SA out of

quality birch wood.

Local is lekker so let’s support it!

Important to note:

- Orders are periodically accepted in small

batches so keep an eye on this page for updates

on the next round of orders

- A 20% deposit is required to confirm and start

an order

- Bikes are built on order only so there is an

estimated lead time

- Rigorous stress testing has NOT been applied to

this product to ensure the safety of a child using

it as a bicycle so please use your own discretion

when purchasing it with such intentions.

- These bikes do not sell with the manufacturer

logos/badges as pictured on some of my

personal bikes but rather a Lawless Bikes logo.

Email lawlessbikes@gmail.com

Facebook www.facebook.com/LawlessBikes

RIDEFAST MAGAZINE OCTOBER 2019 29


||| FEATURE: GEARING UP Text by www.blog.ktm.com/Adam Wheeler | Pics by www.blog.ktm.com/Rob Gray

30 RIDEFAST MAGAZINE OCTOBER 2019


DRESSED FOR

SUCCESS

Former World Champion and

current Red Bull KTM Ajo star, Brad

Binder, explains the kit needed for

his ‘day job’ in Moto2.

In a dark and undisturbed corner of the Circuit of the Americas vast

Media Center, Brad Binder is happy to be wearing his full race kit.

Outside, the Texan air is stifling. Inside, the air conditioning is chiming

along with good effect so the likeable South African does not mind

squeezing into his shiny, dark and occasionally squeaky leathers. The

23-year-old is fairly uncomplicated and undemanding when it comes

to his requirements for what he needs on the motorcycle in order

to race for the tenths of a second that divide vast numbers of riders

in the ruthless Moto2 division. He counts on excellent support from

various brands and poses for Rob Gray’s impromptu camera setup to

reveal what (and where) he uses and why.

1. The Underlayer

Binder pulls-on a special top

and bottom fabric layer that

sits nicely under his suit. It helps

both regulate body temperature

and increase the comfort

aspect of the whole get-up.

‘Layers’ are one of the fastest

evolving areas of sportswear

in the last five years thanks to

the complicated properties of

the materials that deal with

sweat absorption and even

compression.

“One cool thing is this special

type of material where as soon

as it gets wet and the wind

blows on it then it feels very

cool,” Binder says. “It has a

cooling effect. It’s not ideal for

winter obviously but helps a

lot with temperature control.

The pants are also made from a

material that means it is supereasy

to slip on the leathers.”

“I used to wear long, motocross-style socks but now when the

boots are tailor made and the suits are made to measure that it was

all a bit tight. Nowadays I wear socks that are much shorter and

come about ten centimeters above my ankle. It is actually difficult to

find a good pair! When I get some that I like I stick with them all year.”

“Sometimes it doesn’t even need to be that hot at a grand prix and

you are wringing the gear out because it is so wet! It is quite normal

to come in to the truck soaking. The leathers keep you quite warm

and you are working hard on the bike so you can lose weight over a

race weekend.”

“Before a race I take off the team-wear and put on the under-suit, or

layer, and then do some stretching and my normal warm-up routine.

After that it will be the suit, the boots, back and chest protector, zip-up

and then everything else is waiting for me in the box.”

RIDEFAST MAGAZINE OCTOBER 2019 31


2. The Leathers

Nowadays race suits are complicated mixes of (usually)

kangaroo or cow leathers and other stretch fabrics to ensure

flexibility, lightweight, ventilation and protection. They are

carefully constructed, resilient and very modern with airbag

technology now obligatory in MotoGP for the last two years.

“The amount of steps forward for leathers suits in the last

six years is incredible. If I compared the suits now to what I had

a few seasons ago then it is like ‘another world’ for general fit

and comfort when I’m on the bike. We also have airbags as

compulsory now – it’s packed into the hump and the panels

are in the suit – and I think I have one of the lightest in the

paddock when all is fitted.”

“The suit is made for me, so my body

is being re-measured all the time.

With all the training we are doing it is

normal that your arms or chest can

get a bit bigger. You might even get a

bit skinnier. Every half year – and at

the end of the season – I’m re-fitted

and the suits are redone accordingly.

The support at the track is incredible

and anything that we want in terms

of an adjustment can be done at the

circuit. We get well looked after.”

“Sometimes at the beginning of the year – or if you haven’t

ridden for a while – it can all feel a bit ‘hectic’ with everything

on but once you’ve worn it for a while you get used to it and

once it’s ‘broken-in’ then it gets more and more comfortable.

I finished 2018 having used around 18-20 suits. By the third

round of this year I’d already used six.”

Just before the final zip is done up Binder will place a small

chest protector inside: another part of the MotoGP rulebook.

“The chest pad is just to absorb any possible impact. It is

flexible and super-comfortable. How much it can help you is

unknown … but it is probably better to have it than not.”

3. The Rest

The last items for Brad will be his race boots, gloves and the

helmet: all items tailored specifically to his fit and needs.

“The boots are basically the same as the ones from the shelf

but they are customized a little bit. I have extremely small

calves! So, I need them adjusted enough so I can tighten them

properly. I really like my boots tight! I also like the profile of the

boot to be narrower around the toes so they are less bulky.

I am well looked after. I think I had 12 pairs of boots last year

and I used two, to be honest. If I have something that fits and

works well then I like to carry on with them; I think it is a bit of a

superstition as well. The ones I’m wearing now I think I’ve had

since the mid-point of last season.”

32 RIDEFAST MAGAZINE OCTOBER 2019


KTM 1290 SUPER DUKE R

NOW WITH EXTRA

EXCITEMENT!

BRAD BINDER TRACK EXPERIENCE

Purchase a new 2019 KTM 1290 Super Duke R between now and the 30th of

November 2019 and you will get a FREE track day experience with RideFast

Magazine and 2016 Moto3 World Champion and SA Star Brad Binder at Redstar

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This is a limited offer so get down to your local offi cial KTM dealer and purchase

your KTM 1290 Super Duke R now and add some extra excitement to your life!

Limited stock available. T&C’s apply.


“I hear a lot of people talking about gloves and how they

often need a new pair. Personally, whether it’s brand new this

doesn’t bother me at all and again it is something customized

for me. If any of the fingers are a bit tight then they stretch

them out, or if they are long then they shorten them. I’ve had

3-4 crashes in the gloves I’m using now and they look brand

new. I know there are different materials so that when you

crash it slides on the surface, like a small carbon piece near the

palm of your hand. It can be quite scientific but I’m lucky that I

have not had many injuries at all with my hands.”

“For my helmet a 3D scan of my head was made so that the

inside was totally custom-fitted. It is almost like an internal

liner that fits every little bump! It’s perfectly formed and I’m

using the new model to fit the new homologation and it must

be a kilo lighter! On a normal day I’ll wear a tinted visor. If

it has been raining and there are some patches on track or

it’s cloudy then I will wear a half-tint. The company I’m with

brought out a visor with some new technology last year

where water never sits on top and it never mists up. Since

then I’ve never worried about it. Before we had that dual visor

system that you get in normal helmets for the road but water

could sometimes drop in between the two layers. Since the

new visor it’s been really cool.”

Finishing our shoot we ask Brad if there is anything that

he’d like to see changed or introduced to his race outfit. Riders

obviously need to move and react to the full behavior of the

bike so flex is key, but aerodynamics are also vital in the chase

of winning lap times so keeping their shape slim and narrow

is paramount. “I don’t know what else we can wear or do,” he

thinks. “I think every aspect is covered!”

34 RIDEFAST MAGAZINE OCTOBER 2019


UPDATED

KAWASAKI

ZX10R

Words by Rob Portman | Pics by Beam Productions

To the naked eye not much

has changed from last year’s

green machine, but I had

been told that there were big

improvements made to the

overall power and electronics

and needed to test it out for

myself. To be honest, I was in no

real rush to test this so-called

new ZX10R as I have tested the

previous machine on numerous

occasions and had bigger fish to

fry, so to speak.

So, I decided that with the

Track-Daze Kyalami event

coming up this would be the

perfect place to go and test if

indeed this “new model” was

in fact better, or just same old,

same old… Turns out, I’m an

idiot and the new bike really is a

big improvement over the last.

What’s changed?

Again, looking at the bike in

the flesh one will not spot

the difference, other than the

new red decals on the top of

the fairing and on the belly

pan. It’s underneath the slick

KRT (Kawasaki Racing Team)

team livery where all the

improvements have been made.

Kawasaki’s last major update

of its Ninja ZX-10R occurred

for 2016. That year, the ZX-10R

was updated with not only

more power from its 998cc

inline-four, but also electronics,

including engine braking

control, launch control, ABS,

cornering ABS, a quick shifter

and three power modes. Until

then the big Ninja only featured

ABS and traction control.

The bike was more than

capable, as proven by Jonathan

Rea who won the 2015 and 2016

titles aboard the ZX-10R. Rea

further won the 2017 and 2018

titles aboard the race-ready

ZX-10RR platform. But for 2019,

Rea and Kawasaki knew there

was a new big threat coming

36 RIDEFAST MAGAZINE OCTOBER 2019


“It’s much faster, has more

power through the revs and

even handles better”

from Ducati – the Panigale V4R – so they

had to step up their game and make some

upgrades to their production bike, which

would help them upgrade their race bike.

World SBK rules are based on the full

production bikes that you and I can go to a

dealership and buy. There are a few mods

that can be made but basically the bikes

have to be based on the stock bikes, so

to help improve their race machine and

challenge the new V4R, Kawasaki had to

make the necessary mods, requested by

Rea himself, to make the green machine

more competitive, even though Kawasaki

and Rea had dominated previous year’s

the threat of the new Italian machine

forced Kawasaki to make these changes.

Those changes include major updates to

their 998cc inline-four 16-valve engine for

improved power and a wider powerband.

The major changes are:

• A new finger-follower valve actuation

designed by the World Superbike

engineers, which allows for a more

aggressive cam profile and quicker valve

openings for increased performance.

• A new cylinder head that provides the

clearance to accommodate high-lift

racing cams for increased high-RPM

performance; this was only available on

the 2017 and 2018 ZX-10RR models. The

valve covers are also now red.

Another change for 2019 includes

the quick shifter up-and-down now

as standard, this was previously only

available with Kawasaki’s race-kit ECU.

Still there is that old-school Knight Rider

dash. Please Kawasaki, that has to go...

So, does it all translate to a

better machine?

Well, that’s what I was about to find out,

testing the new machine for the first time

out at Kyalami.

I had no real major gripes with the

previous gen, other than that horrible

Knight Rider styled dash and the fact

that the base ZX10R model did not come

with auto blip as standard. While that

part has been rectified, the now vintage

styled Knight Rider dash is still hanging

around on the 2019 model. Why, oh why

Kawasaki? Knight Rider is long gone so

please, oh please, get with the times and

upgrade that horrible dash. I know that

sounds a bit harsh and I might get a slap

on the wrist from Kawasaki SA, dealers

and fans, but it really is an eye-sore now

on what is otherwise such a good-looking

machine.

RIDEFAST MAGAZINE OCTOBER 2019 37


First out on track, without my

knowledge, was Ricky Morais,

who saw the bike parked in the

pits with the key in and fueled

up so did what any bike nutter

would have done – climbed

on and took it for a ride. I didn’t

even notice the bike was gone

to be honest, until Ricky came

back into pits and told me that

this bike was “so much better”.

Ok, for those who know Ricky he

didn’t quite put it as elegantly as

that, so I added a bit of parent

guidance to his words.

Ricky really was left well

impressed with the bike,

having only done one session

out on track.

While most of my attention

and focus was on the BMW

HP4 Race and Ducati V4R we

also had on test for the day,

my brother and fellow test

rider Shaun Portman headed

out on track next on the new

ZX10R. After a full session, out

on track he returned with the

same sentiments as Ricky, just

a bit politer – “Rob, this thing is

so good” said a very surprised

looking Shaun. “It’s much faster,

has more power through the

revs and even handles better”

he went on to say.

No changes have been made

to the overall chassis of the bike

but both Ricky and Shaun both

came back saying the bike felt

better, even on the Bridgestone

R10’s, which was surprising to

me, Ricky and Shaun.

So, it was finally time for me

to test out whether or not the

new machine was indeed that

much better, and if Ricky and

Shaun were right in what they

had to say about it. Heading

out of pit lane and accelerating

hard I could immediately

feel the improved response

and more power. Stock offthe-showroom

sportbikes

normally feel a bit sluggish

when accelerating hard in first

gear, mainly down to the long

gearing fitted, and the previous

gen ZX10 suffered from the tall

1st gear syndrome more than

most. Not anymore though.

The updates to the engine are

felt straight away. It feels like

a proper modified race bike

with shorter gearing and race

engine mods. It’s so much more

responsive and carries the

power all the way through the

rev range so much more, as

promised.

“The updates to the

engine are felt straight

away. It feels like a

proper modified race bike

with shorter gear and

race engine mods. It’s so

much more responsive

and carries the power all

the way through the rev

range so much more, as

promised.”

The bike still

feels a bit heavier

than its competitors out on

track, but that translates to

stability in-and-out of the

corners. The ZX10R is so

planted under braking, mid

turn and coming out. A real

confidence inspiring feeling.

For sure it takes a bit more

work to get the bike in, and

feels very long and sluggish at

first, but once to get used to

the feeling it’s easy to get the

best out of it. Nothing beats

that planted, stable feeling,

and that’s ultimately what we

all want when out on track so

most riders will feel right at

home on this bike.

The now standard quick shift

and auto blip so silky smooth,

very easy to use and welcomed

out on track and doesn’t mind

being abused. Not one slip up.

Braking from the Brembo

stoppers is still really sharp

and precise, despite

the ABS being activated

and not being able to switch

it off, while other electronic

aids like traction control are a

delight and work really well inconjunction

with the motor and

riders right hand.

Overall, very impressed with

the new machine and happy to

report that all the improvements

made and claimed by Kawasaki

are there and very apparent for

all to enjoy.

Priced at R259,995, the new

ZX10R (make sure you get the

one with the red decals on top

and bottom fairings) is great

value-for-money and available

now from all Kawasaki dealers.

We look forward to putting

the new ZX10R to the test

against it’s new rivals, the

BMW S1000RR, Ducati Panigale

V4R and Aprilia RSV4, very

soon in our 2019 Sportbike

Shootout test.

38 RIDEFAST MAGAZINE OCTOBER 2019


COME ENJOY A

TRACK EXPERIENCE

LIKE NO OTHER!!!

CUP

S O U T H A F R I C A

All you need to know

about the new RR Cup.

The RR Cup is an initiative by BMW Motorrad South

Africa to give RR and R customers a truly exclusive

track experience as a thank you for the support of

the Bavarian brand. It is a class open to all RR and

R riders, road or track bikes, new and experienced

riders alike.

• No racing license required - just a valid Medical

aid. MSA license holder welcome.

• If you already have an MSA license you will be

covered at all Monocle Series races - so if you crash

and don’t have a medical aid but have MSA medical

cover you will be covered.

S1000R - Come race in the streetbike

or Superbike class & RR Cup.

• No more one tyre rule - run whatever tyre you

have fitted or you like

• Road and race bikes welcome - This is a class

open to all owners of BMW RR or R machines, in

road or race trim. So if you have a road going bike

that you would like to bring and enjoy out on track,

all you have to do is simply duct tape up your

lights and side mirrors, or remove side mirrors

all together. We will gladly assist with all the

necessary requirements at the track for you.

• R1500 entrance fee - That’s all you will pay to

enjoy an exclusive on and off track experience.

S1000RR Road - Come race in the

streetbike or Superbike class & RR Cup.

• All RR Cup riders will be treated to their own pit

area (if they would like to join) where there will be

hot and cold drinks served throughout the race day

as well as complimentary snacks as well as your

lunch order taken and served to you straight after

heat one.

RideFast Magazine is the exclusive media partner

to the Monocle Series and RR Cup and will be

exposed in all relevant editions.

• For more information please feel free to contact

Rob Portman on 082 782 8240 or email rob@

ridefast.co.za

S1000RR or HP4 race - Come race in the

streetbike or Superbike class & RR Cup.

ENTRIES FOR REDSTAR MONOCLE

RACE NOW OPEN. ENTER ONLINE AT

www.motorcycleracingseries.co.za

DATE: 18-19 October 2019.

Friday 18th practice day. Saturday 19th race day.


ULTIMATE SUPERBIKES

BMW HP4 RACE | DUCATI V4R CARBON RACE!


||| COVER STORY: BMW HP4 RACE VS DUCATI V4R CARBON RACE!

“Imagine getting to

actually fornicate with

your celebrity crush?

That’s what testing

these two bikes felt

like to us.”

ULTIMATE

Words by Rob Portman | Pics by Beam Productions

SUPERBIKE

BATTLE

WORLD EXCLUSIVE

BMW HP4 RACE VS DUCATI V4R CARBON

42 RIDEFAST MAGAZINE OCTOBER 2019


Proudly brought to you by RACE! SA. 011 466 6666

The motorcycle game is

reaching what some would

call, including myself,

ridiculous heights. Modern

day superbike machines are

more advanced than ever and

what’s scary now is that all

the tech that was once only

available to top racing teams

in MotoGP and World SBK is

now available to the public, no

matter the riding experience.

If you have enough money

(goldmine) you can own a

true 220hp plus machine with

all the bells-and-whistles

fitted, straight from the world

racing paddocks. Two perfect

examples of this are on

show here, in what is a world

exclusive test.

Featured here are two of

the most exclusive, most

expensive pieces of kit you

are ever likely to see with your

own eyes in SA – the BMW

HP4 Race, valued at R1.3m

and a first-of-its kind in the

world Ducati V4R Carbon

race! at R1.1m. Both bikes

are seriously good, seriously

kitted out and yes, seriously

expensive I know, but when

you lay your eyes on these

two motorcycle masterpieces

your first thoughts

are not that of the price, but

rather how is this possible?

How can my eyes possibly

be seeing what they are?

The next thought that will go

through your mind is ‘who can

I steal from? And what body

RIDEFAST MAGAZINE OCTOBER 2019 43


Power and beauty

in abundance!

Proudly brought to you by RACE! SA. 011 466 6666

parts can I sell?’ They truly can

only be described as masterpieces

- horsepower and tech

packed, dressed in carbon

fibre master-pieces.

Both these machines,

including the Ducati V4R in

base trim, are projects by

the manufacturers to show

off what they can do, flexing

their muscles and comparing

private part sizes. These are

machines that only a lucky,

extremely wealthy few will

ever to get to own and ride,

and that’s why I consider

myself a very lucky man,

because I can tell you now I

don’t fit into the wealthy part

of that sentence.

While both bikes are very

much bragging rights projects

from BMW and Ducati, this

test is also bragging rights for

us here at RideFast. This test

is a world exclusive – no one

else is lucky enough to get

their hands on machines like

this and put them up against

each other. Never mind that,

this would in fact be my 3rd

time riding each machine,

although modifications have

been made to both since my

first couple of rides, mostly on

the Ducati, which is no longer

just a gorgeous machine, but

now a lighter, meaner even

more gorgeous machine.

The Ultimate

Superbike test

So, as you can see by the

pictures, and I’m sure you

can take from what you

have already read so far, is

that we have two glorious,

ultimate superbike machines

on test. Both bikes feature

1000cc power-plants - one a

natural 4-cylinder and one a

V-shaped configuration. Over

230hp of pure power featuring

more carbon fibre seen on

most MotoGP and World SBK

racebikes and I was about to

put them to the ultimate test

around the best playground

in Africa – Kyalami Grand

Prix Circuit. A big thank you

must not only go out to both

owners for letting me test

their beauties, but also to Dave

and Arno from Track-Daze for

letting me raid their recent

event at the iconic circuit.

So, the big question that

everyone wants the answer to

– which bike will be crowned

the Ultimate Superbike?

My phone has not stopped

since posting sneak pics and

videos of this test up on our

Facebook page. Readers,

friends and even family

members who have no real

interest in bikes have heard

about this big test and want to

know the outcome, well, the

time has now come…

The BMW HP4 Race

As I mentioned, this was my

3rd time testing this particular

HP4 race machine and 4th

time overall, having attended

the world launch of the

exclusive race-bred bike a

couple of years back.

Many an hour has been

spent on this machine to help

set it up for the owner, who

does go racing with it here

in SA, and believe it or not,

he has even spent money on

getting more power out of the

already ridiculous 240hp plus

motor. Yes, the bike has gone

through the Performance

Technic’s treatment and even

the highly qualified staff there

were left amazed by the tech

featured on this machine.

The latest and greatest in

electronics and data come

standard on this bike, and so

it should at this price tag. For

those of you who are frequent

readers you will know all about

the BMW HP4 having read my

previous articles, but let me

just give you a quick recap.

This is a pure track bike. It

features a World SBK spec

S1000RR motor that pushes

out over 240hp and close on

120Nm of torque. It weighs a

mere 146kgs when dry and

around 171kgs when fuelled,

oiled etc. Just to give you an

idea of how light that is, the

HP 4 Race weighs around the

same as a KTM RC390. Yes, a

litre superbike that weighs the

same as a 300cc – ridiculous.

It features every go-fast

part you will ever see – from

the Akrapovic full racing

44 RIDEFAST MAGAZINE OCTOBER 2019


Its powerful beauty will

never get old. Love live the

BMW HP4 Race!

titanium system to an EVO, 6-gear undercut

race gearbox. Cream-of-the-crop high end

actual World SBK spec Ohlins suspension

that even the richest of the rich will do well

to get their hands on and a straight out of

MotoGP and World SBK hand-made Suter

swingarm that alone costs in the region of

R280k. The Brembo braking systems are

also direct from WSBK, while the titanium

fuel tank and carbon fibre just about

everywhere (most of the frame included)

makes this a machine that actually cannot

be raced in World SBK as it weighs less than

the specified weight limit for the class.

Track Time

Every time I have swung my leg over the

HP4 Race my mind has been blown, but

the updates to the handling, done by Dean

Ferreira from Creative Race Concepts,

and the overall power gain (around 20hp

more) and the way it’s delivered, done by

Performance Technics, have put the bike

on a whole new level – and I really didn’t

think that could happen.

This thing was outrageously fast, way

faster than I can remember from previous

tests and the way it delivers the power is

the real highlight. Yes, it’s nuclear bomb

powerful, but the combination of topgrade

electronics and the way it delivers

the power actually makes the bike easy

to handle. Sounds weird I know. While out

on track, I had the feeling of “holy s@%t

this thing is stupid fast” and “wow this is

so easy to handle” all at the same time.

Very strange, but testament to how good

the bike is.

No matter the rpm, power is available

in ridiculous amounts and just like a top

chef’s knife is ready to carve through

anything. Nothing but instant power that

seems to never end. The gearing on the

bike was a tad short as I found myself in

6th gear on the limiter for a bit too long

down the front straight. Go check out the

on-board video posted on the RideFast

Facebook page and YouTube channel and

you will see what I mean. Having said that,

the rest of the track felt spot on and I didn’t

find myself shifting unnecessarily through

the gears. Again, great work by the owner

and his team to get it right.

RIDEFAST MAGAZINE OCTOBER 2019 45


Proudly brought to you by

RACE! SA. 011 466 6666

Just as my mind got settled

with the monumental power

that I had available on my right

wrist, I then had to wrap my

mind around the insanely good

braking and handling capabilities

of this bike. This is probably

where this bike really shines.

Yes, the power is awesome, but

again, power is nothing without

control and this bike is fully in

control at all times. The brakes

stop faster than an African

Taxi grabbing a passenger on

the side of the road, while the

handling is sweeter than my

Moms homemade fudge. Brake,

point and squirt, it’s that easy on

this bike. Strong legs, arms and

a private part filled with bubbly

stuff is all needed when riding

this machine and even though I

had sleepless nights leading up

to the test, stressing and praying

I did not throw it down the road

and have to sell my house, car

and beautiful family to pay for

it, the bikes extremely good

capabilities instead urged me

on and assured me that nothing

would go wrong and instead I

would go on to set the fastest

lap-time I have ever personally

set around the new Kyalami

Grand Prix Circuit – a 1,51.6.

Other than the upgrade in

power and handling setup,

another really cool feature

added to this machine was

that of the thumb operated

rear brake. I simply adore this

system, it’s so much easier to

use than the traditional rear

foot brake. It’s no wonder 90%

of the MotoGP grid uses it. My

left thumb operating the rear

brake, which was setup at the

perfect amount of pressure,

was being put to work in,

during, and coming out of every

turn. It gave me that little bit

more stability and stopping

power heading into turns, while

helping me steer the bike to

the apex with ease while in,

and keeping her settled coming

out. Something I will for sure

be investing in for my race bike

next year and beyond.

My brother, Shaun Portman,

was also lucky enough to

experience the BMW HP4 Race

for the first time and after the

first session he returned to the

pits and shouted at the top of

his voice “F@%k me, that can’t

be right! That is just not right…”

Let’s just say he was left really

impressed and I can’t tell you

how orgasmic it was riding

behind him while on the Ducati

V4R and seeing big flames

spitting out of the HP4’s Akro

pipe heading into the turns. Just

everything about this bike is

sensational and thrilling!

46 RIDEFAST MAGAZINE OCTOBER 2019


GS 1200

54 400km, choice of two

From R159 900

GS 1200, 2015

63 000km

From R133 999

HP 850 GS, 2019

8 000km, tall screen, bashplate, choice

of two

From R159 900

S 1000 R, 2018

3 900km

R145 000

GS ADVENTURE, 2014

4 600km

R159 000

R nine T, 2019

4 000km

R138 999

R nine T, 2017

2 000km, Roland Sands Seat

R121 000

K 1600 GT, 2014

4 700km

R126 000


RACE! SA

just know

how to

dress a

bike...

That FULLSIX carbon

body kit is just so slick!

The Ducati V4R Carbon Race!

For those of you who have been paying

attention over the past couple of

issues you will know that this is the 3rd

instalment of this particular V4R machine

test. I tested this exact V4R machine

when it was still very much in road trim

and then again when some special parts

had been fitted. This is now phase 3 and

it was supposed to be the final phase, but

I have since been told that there is more

to come… which is exciting not only for

me but all of you as you will get to read

more about this beautiful creation in a

later issue.

The bike has gone through a massive

makeover since the last time I tested it.

The perfectionist at RACE! SA have helped

transform this bike from “holy crap that’s

ravishing just take my money” to “holy

crap that’s ravishing take my money, my

mother, my dogs, my house, my pension,

my heart and my soul, and whatever

else you choose”. The list of added extras

could just about fill this entire magazine,

so I will just highlight the main ones.

The first obvious big change is that

of the full carbon fibre kit that has been

fitted. This is a full race kit designed,

developed and manufactured by a

company by the name of FULLSIX. The

company spent 8 months developing this

kit for maximum effect and has up till

now only supplied the kit to 5 WSBK and

BSB race teams. This is so much more

than just a mold of a stock V4R fairing

kit. It’s designed around the high-spec

V4RS carbon bike, so it’s around 2cm

wider than the stock fairing. The kit fitted

to this bike was the first to be supplied

to a customer outside of racing, so a real

exclusive treat. The screen that is fitted

has also been specially developed by

FULLSIX for maximum aerodynamics.

More carbon fibre has been fitted in the

form of the BST wheels and a monocoque

The V4R is a Mona Lisa

in stock trim, but throw

an extra R400k plus and

loads of carbon fibre at

it and it’s a Mona Lisa

topless - simply breath

taking and even more

mouth watering and

seductive.

48 RIDEFAST MAGAZINE OCTOBER 2019


Proudly brought to you by

RACE! SA. 011 466 6666

subframe and along with other

carbon and titanium bits has

helped shave over 20kilos off

the already lightweight V4R,

which now tips the scales at

just over 156kgs dry.

The GP styled triple clamp

looks so trick while the decals

added give the bike a neat,

factory look to it. The full Ducati

double titanium Akrapovic

system looks and sounds

phenomenal and helps boost

the bikes overall performance

from 205hp to around 230

(with the race map installed).

Finding aftermarket race ready

rearsets for the V4R turned out

to be a tough process, but if

anyone can source aftermarket

motorcycle parts it’s Ashlay

from RACE! SA, who managed

to get some Bonamici Racing

rearsets fitted to the bike. A

bucket load of Ducabike Billet

accessories has been splashed

all over to give it even more of a

factory look and feel.

Track Time

Everything about the V4R’s

ergonomics just makes sense.

The bars are set just perfectly,

nice and wide, while the seating

position is just right – not too

high, and not too low – so from

the minute you climb on the

machine you know you are in for

one hell of a ride. The same can

actually be said about the HP4

Race to be honest.

The bike really impressed

me when in road trim, with

the few parts added last time I

tested it at Kyalami, but I could

straight away feel the weight

loss, which looks impressive

on the scale but didn’t quite

translate as well out on track.

Lighter doesn’t always mean

better and faster, and the

problem here was that no real

suspension setup or changes

were made to cater for the load

shedding. The bike, when 20kgs

heavier, felt planted and really

good, and now, even though it

felt more responsive heading

into turns, was just nowhere

near as stable as before and

this can only be put down to

the weight loss in my mind.

Extra weight will of course

mean extra stability, and don’t

get me wrong, I am not saying

that shedding that weight is a

waste of time and wrong, I’m

just saying changes need to be

made to accommodate the loss.

Complaints from myself,

my brother, and the owner

were the same – not planted

enough - with a floating feeling

all around the track. The bike

was a dream under braking

and steering into the turns,

but once on the gas heading

out got a bit loose and never

really settled itself. It’s not a

problem that can’t be fixed, and

working with Leroy Rich from

Adrenaline Powersport on the

day we managed to get the bike

Yes, the Ducati V4R

has wings, and

yes, it does fly!

RIDEFAST MAGAZINE OCTOBER 2019 4 9


Both machines have had

the RACE! SA effect - pure

brilliance and quality

through and through.

better but still not 100% right.

We burnt through a brand-new

Pirelli SC2 on the back after only

17 laps - a clear indication that

setup was not right.

Apart from that floating

feeling the bike really is a gem,

not only on the eyes but on the

soul as well. The sight, sound

and feel on this machine steals

your heart and makes the world

a better place. Thrashing it

around Kyalami was a like a wet

dream come true. It’s fast, has

stonking good brakes and the

electronics are “I feel like a Super

Hero” good.

Bottom end acceleration is

good but there was a slight

hiccup around 8,000rpm. This

interrupted the insane power

delivery for a split second, after

that it was hold on for dear life.

The revs never seem to end

through every gear, and neither

does the power. It thrusts

forward and just keeps on

going, making very short work

of any straight piece of tarmac.

While the bikes handling did

let it down a bit, and ultimately

held me back from really setting

a lap-time of which I knew I

could, I managed a fastest time

of a 1,52.8, albeit on a abused

SC2 rear tyre with traction

control kicking in more often

than not to help me keep it

all in check (just ask AJ Venter

who spent a few laps behind

me eating pieces of rubber and

riding over thick black lines left

by the rear tyre). There is plenty

of potential in this bike and I will

be assisting the team in getting

it all out, so yes, there will now

be a 4th phase test to this

machine coming up in the not

too distant future.

Verdict: The Ultimate

Superbike is….

It really was a hug honour

getting to test these two

marvellous machines. Imagine

getting to actually fornicate

with your celebrity crush?

That’s what testing these two

bikes felt like to us. It was an

experience hard to put into

50 RIDEFAST MAGAZINE OCTOBER 2019


Proudly brought to you by

RACE! SA. 011 466 6666

sensible words, without using

curse words in every single

sentence.

That’s all nice and rosy, but

I can now hear the screams of

anger and protests outside my

door telling me to get on with

it and announce the winner

already. So here goes…

I’m sure just by seeing the laptimes

you would have picked up

that the BMW HP4 Race is our

Ultimate Superbike winner. It

ended up 1.4 seconds faster, and

that was after me only spending

6 laps on the bike, whereas I

did over 15 on the V4R trying to

improve the setup.

I literally climbed on board

the HP4 race, felt right at home

and gave it horns. It assisted

me in every way and just did

everything I asked giving me

everything I wanted and more. I

found myself looking for a hole

in the fence around the track so

that I could ride away to a remote

island where I could live happily

ever after - just me and the HP 4.

It was a mind-blowing ride, and

I know I have said that on more

than one occasion, but this tops

the pops and by a long way.

And so it should. It is after all

a R1.3m motorcycle fitted with

the latest suspension and tech,

which also includes the latest

MotoGP management system,

which allows some very clever

person, like Dean Ferreira, to get

in and adjust everything – from

traction and wheelie control at

any rpm in any gear to amount

of power delivered at what

percentage of throttle used.

It’s a hand-build special edition

machine that BMW actually

make a loss on. If you add up all

the components and take in the

development and man hours

of this project it far exceeds

that price tag I can assure you.

This was a pure bragging rights

exercise by Zie Germans who

were hoping to produce 750

limited and numbered bikes, but

have since canned the project at

around 450 I’m told.

In a way, it’s actually unfair to

compare and test it against the

V4R, which is a mass-produced

motorcycle that is made in a

factory line along with the rest

of the Ducati range mainly by

machines. Just take the Suter

swingarm on the HP 4 Race

as an example. It’s handmade,

carved down to the last mm

and costs around R280k,

whereas the Ducati’s swingarm

is mass produced and is made

from a block of metal by a

machine. The HP4 Race also

runs on proper racing fuel,

where the V4R uses standard

95 unleaded pump fuel. It’s not

really comparing apples with

apples so to speak, but it is

comparing ultimate machine

against ultimate machine, as

they are both worthy of that

title.

The HP4 Race was better

in every department and

while I did have a GPS system

to help capture top speeds

at the end of the straight, it

unfortunately went corrupt

when downloading so I didn’t

get 100% accurate figures, but

the back-up one I had on my

phone, which was neatly tucked

into my suit, posted a top speed

of 303kp/h on the Ducati and

309kp/h on the BMW. That is

ridiculously fast, but then again,

these are two ridiculously good

machines!!!

RIDEFAST MAGAZINE OCTOBER 2019 51


||| FEATURE: TRACK TYRE TEST CONTINUED Words by Rob Portman | Pics by Beam Productions

Michelin Power Cup

EVO cut clicks

In last month’s issue, we featured the big track tyre

test and I have received nothing but praise for the

feature. Many of our readers begged for a

feature like this, showcasing what track

tyre options are out there along with

the pros and cons of each.

One tyre that was missing from

the test however, due to stock

not arriving in time, was the new

Michelin Power Cup cut slick tyre.

We have since got our hands on the

road/track tyre and put it through

its paces around the same track

we tested the rest last month,

Redstar Raceway. We also

went to the same scale and

weighed the set of tyres, which

came out the same as most at

11kg’s front and rear.

The bike, fitted with the tyres

was put on the dyno and figures

were impressive right up there

with the likes of the Pirelli and

Metzeler’s.

The Power cup EVO is Michelin’s more track focused

cut slick tyre, but one that can also happily and

confidently be used out on the road. It’s a versatile

treaded track-focused tyre that according to Michelin

‘provides excellent stability and warms up

fast for maximum riding pleasure.’

Most of that statement I would concur with

after testing them. The tyres warmed up really

fast and held the heat in offering ample amounts of

grip over the 30 plus laps we put in. Stability was good

under hard braking into the turns and agility

was responsive through the tight sections

and on change of direction.

The front tyre did struggle a bit when

pushed hard into the turns at full lean

angle. The side wall gripped well but

did have a slight washy feel to it. The

same could be said for the rear,

which did not like to be kept

on the side wall at full lean

angle for too long. I found

the best way to ride on

these tyres was to point

and squirt, so brake

late – loads of stability

available – get into the

turn, square it off and hammer

it out. While the rear tyre did feel

a bit unsettled at full lean angle

on the edge, it offers great grip

on the ‘fat’ part when driving out.

Same can be said for the front.

52 RIDEFAST MAGAZINE OCTOBER 2019


“The best part of the Power Cup Evo

was its ability to change direction

really fast in the tight back section at

RSR. Agility is for sure one of the strong

points of these tyres.”

Agility is for sure one of the strong points

of these tyres.

I found the tyres work better and

offer more grip and better wear at a

slightly harder pressure, so 2.5 hot at

the front, which also helped it not wash

as much on the front at full lean, and

1.8 hot rear, same effect as the front

keeping less tyre pressing on the tar at

full lean angle.

The Michelin Power Cup Evo tyres are

only available in one compound, which

I am told is equivalent to a medium

compound, so longevity is a big plus with

these tyres. We tested the 120 front and

190/55 rear, but 180 and 200 rears are

also available in the range.

Good stability and grip on hard braking

and trailing into the turns, but a little

washy and unsettled at full lean angle.

Having said all of that, a bit more

suspension setup on our Honda

CBR1000RR could have been done to

help cure a bit of this problem. But just

as with the other tyres, we tried to keep

a base setting for all. The suspension

setup did feel like it bashed heads a bit

with the tyres, which seem to prefer a

slightly softer setting to not put so much

pressure on the tyres at full lean angle.

The best part of the Power Cup Evo

was its ability to change direction really

fast in the tight back section at RSR.

Pros

• Agility is really good

• Heats up quick and holds

• Versatile tyre for most track day riders

Cons

• A bit pricey compared to others

• Grip and feel at full lean angle when

pushing hard a bit off

The facts

Price per set: R5475 (120 front 190 rear

combo tested here - price will vary

according to tyre size)

Weight (front and rear combined): 11kg

Dyno: 199HP / 121Nm

Lap time: 2,01.7

JOIN THE

WINNING TEAM

WP is expanding its footprint in South Africa

and is looking for professional business

partners that can bring the exciting PRO

COMPONENTS range of WP to the market.

Are you a suspension expert and interested

in becoming one of our WP Authorized

Centers? Please send an enquiry to franziska.brandl@wp-suspension.com

so we can

take the first step in getting you in front.

WWW.WP-SUSPENSION.COM


A REAL

By

REALBy

LIVEWIRE

2020 Harley-Davidson LiveWire Review: 22 Fast Facts

2020 Harley-Davidson LiveWire Review: 22 Fast Facts

By By Ron Lieback (Ultimate Motorcycling.com

Harley-Davidson shocked many in 2014

when it released information about its Project

LiveWire—The Motor Company’s first-ever

electric motorcycle. Thirty-three demo bikes

were built and tested by over 12,000 people

across the world.

Harley took that input and completed the

final design for its production LiveWire, which

debuts as a 2020 model. Harley-Davidson says

the production version is 100 percent different

from the Project LiveWire version.

H-D unveiled the production version

during the 2018 Milan Motorcycle Show

(EICMA), and anticipation began to test a very

unexpected creation from a company known

for its 45-degree V-twins and older buyer

demographics.

We head to Portland, Oregon, to ride Harley’s

LiveWire. Here are the fast facts.

1. Riding an electric motorcycle is

something everyone must experience—

especially on the 2020 Harley-Davidson

LiveWire. I have ridden EV bikes before, though

not quite to the level of performance that the

LiveWire provides. The LiveWire provides a

seamless throttle experience, with all power

available immediately. This, along with the lack

of a clutch, gear shifter, and multiple gears,

creates a truly unique riding experience. Just

twist and go.

2. Once you stop grabbing for the clutch

or gear shifter, you can truly engage with

the moment. It’s a moment with almost zero

noise except those around you, whether that’s

a squirrel rustling through leaves on the road

near a backroad intersection, or a couple

arguing on the corner downtown.

3. When you’re flowing with the throttle

pinned, it’s the closest you’ll get to flying—

not flying within a mechanical machine, but

rather a bird. The LiveWire produces some

whining when accelerating and under engine

braking. The belt drive sometimes sounds like a

quick chirp of a police siren just behind (had me

worried twice!).

4. The 15.5 kWh Lithium-ion battery

has a claimed range of 146 miles of city

range—112km of sustained 100kph highway

54 RIDEFAST MAGAZINE OCTOBER 2019


“The LiveWire has

a 105 horsepower

and 117Nm of torque

at 0 rpm. Yes, all

power is immediately

available, which helps

accelerate this Harley

EV from 0 to 100 kph in

3 seconds, and 100-130

kph in 1.9 seconds.”

RIDEFAST MAGAZINE OCTOBER 2019 55


use, and 150km of combined urban and

highway riding. I rode around 100km, with

most of those miles in spirited non-urban

settings and had 30km remaining on the

charge. For the intended market of city

commuters, this range presents no issues.

As for weekend jaunts while shredding the

backroads at a quicker pace, riders must

plan their trips around charging stations.

5. The LiveWire has fast charge

technology. Owners can go from zero

charge a 100 percent charge at a Level 3

station in an hour, or an 80 percent charge

within 40 minutes. The LiveWire includes

a charging that uses the typical 120 V

household outlet and stores under the seat.

Charging takes much longer—upwards of

10 hours for a full charge. Harley-Davidson

says the solution here is to treat the

motorcycle like a cellphone and charge

every night after use. For those who require

fast charging at home, a 240 V Level 3

system can be installed by an electrician.

6. The LiveWire has a 105 horsepower

and 117Nm of torque at 0 rpm. Yes, all

power is immediately available, which

helps accelerate this Harley EV from 0 to

100 kph in 3 seconds, and 100-130 kph

in 1.9 seconds. Of course, software pads

down the response to make the motor

usable. The EV engine is called Revelation

by Harley-Davidson and is an internal

permanent magnet synchronous motor

with water jacket cooling. It spins up to

15,000 rpm. Harley-Davidson claims a top

speed of 110mph, though I saw 116 mph.

7. Throttle response is crisp,

providing instantaneous gobs of

power. Powering through quick corners or

slow in-town traffic, I was able to control

the delivery smoothly. When getting

off the throttle, the battery goes into

regeneration mode. This adds a charge

to the battery to add range. Important

to riding the riding experience, the regen

mode adds engine braking.

8. The 2020 Harley-Davidson LiveWire

weighs 250kg, though it feels much

lighter. The battery itself is 113kgs, which

on paper looks like it would cause some

unbalanced issues. Harley-Davidson

designed the motorcycle so that the center

of gravity is optimized. Although the massive

battery may seem like it would cause

56 RIDEFAST MAGAZINE OCTOBER 2019


THE ESSENCE

OF RIDING

NO GADGETS, NO

UNECCESARY FANCY

FEATURE, JUST PURE RIDING

IN MIND. YOU, YOUR BIKE AND THE

NXR IS ALL IT TAKES TO EXPERIENCE

THE ESSENCE OF MOTORCYCLE RIDING.

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The new LiveWire will be

making its way into the SA

market sometime next year

and is expected to cost in

the region of R300k plus.

some awkward handling issues, that couldn’t

be farther from the truth. The LiveWire’s

weight is unnoticeable, even at slow speeds

maneuvering through parking lot traffic.

9. Others sport riders may demolish

the LiveWire on the straights, but in

the seriously twisty sections, this

motorcycle will have zero issues. The

torque is always there, and without worrying

about shifting, riders can remain more

focused on the task at hand—having fun.

10. Harley-Davidson went full premium

with electronics on the 2020 LiveWire,

which includes a six-axis IMU. It has

what H-D calls the Reflex Defensive Riding

System—a collection of tech that optimizes

traction during acceleration, deceleration, and

braking, with all available during cornering. I

tried breaking the rear loose on some wetter

corners and slammed on the brakes in a few

mockup city emergency stops. The riding aid

systems work exactly as they should, and

with little detection of engagement. The ABS

is not switchable, though the traction control

can be defeated by a simple push of a button

while at a stop. I switched off traction control

because I constantly felt the need to smoke

up the back tire—it’s an extraordinary feeling

when you see smoke and don’t hear the noise.

The integration of the following electronics

is seamless, even as the trade names are

awkward:

• Cornering Enhanced Antilock Braking

System (C-ABS): The brake pressure required

to initiate wheel slip when cornering is

typically lower than the pressure required

under straight-line operation. This system

adjusts for that.

• Rear-wheel Lift Mitigation: This system

utilizes the C-ABS sensors and the six-axis

inertial measurement unit (IMU) to manage

rear-wheel lift during heavy braking and

further balance deceleration and rider

control.

• Cornering Enhanced Traction Control

System (C-TCS): Designed to prevent

the rear wheel from excessive spinning

under acceleration when going straight or

cornering.

• Drag-Torque Slip Control System

(DSCS): Designed to manage rear-wheel

slip and prevent rear-wheel lock during

regenerative braking, which may occur

when the rider decelerates on wet or

slippery road surfaces—an electric motor

variation on the slipper clutch concept.

11. The 2020-Harley-Davidson

LiveWire with four riding modes—Sport,

Road, Rain, Range—and personal modes

that can be fully customized. Sport is an

undeniable favorite, providing high levels of

engine braking and minimal amounts of TC

and ABS. You can surely feel the differences

between modes, especially between Sport

and Range. Range is an economy mode

58 RIDEFAST MAGAZINE OCTOBER 2019


Harley-Davidson—it looks more European

than American. LED lights add more to this

European look, especially the rear brake light,

headlight, and front blinkers. The LiveWire

appears to have a gas tank, though that area

serves as the location of the charging port.

When you plug it in, the plug is where one

would traditionally fill up on fuel.

with a softer throttle response and more

regenerative engine braking. Customizing

the maps is simple due to the touchsensitive

4.3-inch TFT color dash. For

example, adjusting the traction control is just

done by sweeping a finger from low to high.

12. The ergonomics are typical of an

upright naked sportbike, the LiveWire

placing you in a slightly forward-leaning

position. It’s just enough for sporty ergos,

but not enough where it puts weight on the

wrists while riding. The handlebars are wide,

which assist in easy maneuverability during

slower parking-lot speeds and through

city traffic. The setup was comfy for my

nearly six-foot frame and 32-inch inseam,

though long stretches of miles would have

me moving around a bit to get comfortable.

The 30.7-inch high seat allows for limited

movement during longer rides. Again, this

motorcycle is optimized for in-town riding.

13. Harley also went premium with

Showa suspension components, which

assisted in sharp, sport-like handling.

The LiveWire has with a 43mm inverted

Separate Function Fork – Big Piston (SFF-BP)

and a Balance Free Rear Cushion Lite (BFRClite)

shock. I didn’t feel a need to adjust

suspension, though it was a bit harsh on

bumpier in-town sections. The chassis holds

a sharp line during cornering, and is stable

under heavy braking and acceleration.

14. Also attributing to the stellar

handling are the Michelin Scorcher Sport

tyres, which allow for easy turn-in due to

their high-performance sidewall design.

Shod on 17-inch cast aluminum five-spoke

wheels that look very Marchesini-ish, the

sizes are 120/70 and 180/55. This means

you’ll have plenty of options available to you

should the Michelin’s not meet your needs.

15. Harley-Davidson chose Brembo

brakes for the LiveWire. A four-piston

monoblock caliper squeezes a 300mm disc

up front, and a two-piston caliper out back

modulates the rear 260mm disc. The front

brake has an easy pull on the brake lever and

precise engagement for smooth trail braking.

Speaking of the latter, I quickly stopped

trail braking, and relied on the regenerative

engine braking to slow the bike down in

corners. The LiveWire’s chassis settles

quickly, allowing me to maintain a smooth

line when cornering either before or after

heavy braking.

16. Though electric, Harley includes a

“Haptic Pulse” that reminds riders there’s

still a Harley engine beneath them.

Activated by the magnets in the Revelation

engine, the LiveWire delivers a subtle

pulsing—like a heartbeat that lets you know

the engine is truly alive. Remember nudging

your friend’s rear tire at a stop? That is what

it feels like—someone is lightly tapping the

rear of the bike as you sit at a light or any

other stop. You can deactivate it through your

dealership, or set it on high or low pulsing.

The Haptic Pulse stops once riding and is only

felt while stopped to reproduce an idling feel.

It’s a good reminder that the engine is on.

17. Some don’t like the look of a large

battery within a motorcycle, so Harley-

Davidson’s design team focuses your

attention on the engine below the battery

through some sleek flowing of lines and

the silver engine bottom. The tailpiece

is sporty and clean, especially the bar that

appears like a horseshoe over the rear tire

and connecting to the swingarm. This holds

the brake light, license plate, and rear turn

signals; the skinny brake light is especially

attractive. When viewing the LiveWire from

behind, you would never recognize it was a

19. The LiveWire is H-D Connect

compatible, which allows you to

download an app (iOS or Android) and

connect the motorcycle directly to the

app. The app allows riders to check various

operations:

• Motorcycle status (battery status and

available range, riding mode, riding stats)

• Enhanced security (bike location, if anyone

is tampering with it, suspected stolen alert)

• Charging status and notifications (battery

charging percentage, Level 3 charging

station locations)

• Service reminders and notifications

20. Harley-Davidson has not provided

any production numbers. Starting in

September, the 2020 LiveWire will be

available in 250 worldwide authorized

dealerships, with 150 of those in America.

Each of these dealerships will have a

minimum of one trained LiveWire mechanic

and salesperson, along with a free Level 3

charging station.

21. Harley-Davidson says the

LiveWire’s battery has a five-year,

unlimited mileage warranty. H-D says

the longevity of the battery is ten years,

depending on how much it’s used. Also, the

LiveWire comes with 500 kW of free charging

at Electrify America fast-charging stations,

though you only have two years to use it.

22. In targeting the typical EV

purchaser—think of the culture of the

typical Tesla owner—Harley-Davidson

nailed it. Harley-Davidson unapologetically

markets the LiveWire towards a new

demographic of well-to-do riders—ones

of diversity in mostly urban areas and are

willing to go against the status quo. The

2020 Harley-Davidson LiveWire is built

for prospective customers with other

luxury items in their lives, such as clothing,

technology-driven homes, and, of course,

four-wheeled EVs. This premium motorcycle

does what’s needed and has enough power

and comfort to appease various levels of

riding, from in-town commuting to spirited

twisty-road ripping.

RIDEFAST MAGAZINE OCTOBER 2019 5 9


||| SA LEGEND: SHANE NORVAL Words: Donovan Fourie | Pics: Shane Norval

Shane Norval:

SA’s last

MotoGP

Racer

South Africa has erupted with excitement

after the announcement that Brad Binder will

be moving up to the premier MotoGP class

next year after his ceremonious signing to the

Tech3 KTM MotoGP team. It is glorious – at last,

we are to see one of our own compete on the

biggest stage in motorcycling!

What a pic - Shane Norval with Bard

Binder at this year’s Silverstone

MotoGP. This picture is what inspired

us to do this feature.

While South Africa celebrates

its momentous future, let us

take a step back to the last

Saffer to climb aboard one

of the most prestigious and

vicious two-wheeled machines

in the world.

Shane Norval was born

in Pietermaritzburg in 1974

and began racing 125 junior

motocross “at the vintage

age of 15”. A year later, he put

together a 50cc road racing bike

and competed in his first race

at a Newcastle street circuit,

discovering that building a 50cc

race bike by yourself at the age

of 16 is not most competitive

way to go racing.

Afterwards, his formerracer

father Jeff got involved,

and Norval saw his racing

career build until he won his

first South African racing title

in 1993 in the 125cc class, an

achievement he repeated in

1994. From there, he moved

to the SA 250 GP class that

he won in 1996, beating the

likes of Russell Wood, Trevor

Crookes and Wayne Doran,

“More so, the Europeans are interested

in sponsoring only fellow Europeans, and

after a year and a bucket-load of cash,

Norval returned to SA with no offers.”

making him a three-times SA

titleholder.

The only way from there is

up and, with the help of a group

of racing enthusiasts from his

home town of Pietermaritzburg

plus people from all over the

country, he boarded a plane to

1996 SA champs

Europe to compete in the 1997

European 250cc class. The idea

behind racing the European

Championships is to use it

as a stepping stone to Grand

Prix racing but, as many South

Africans have discovered both

before and after, it’s a savage

series with fast bikes, fast

riders and demanding circuits,

made all the more impossible

by the fact that no one speaks

your language.

More so, the Europeans are

interested in sponsoring only

fellow Europeans, and after

a year and a bucket-load of

cash, Norval returned to SA

with no offers.

Much like Europeans, South

Africans want to see their own

succeed, and his long-time

sponsor Ivor Keppler from Time

Freight gave him a helping

hand to get back to Europe in

2018, this time in the British

250cc Championship. Britain

has a host of tricky circuits, but

they at least speak the same

language. While he had enough

cash to see him start the year,

he didn’t have enough to last

him even halfway through it.

He needed help.

The first two rounds started

slow until he found form at

Round Three at Thruxton

where he snatched a podium,

and at the next round at

60 RIDEFAST MAGAZINE OCTOBER 2019


“He signed with

Appleyards again

for 1999 intending

to win the British

Championship and

do two wild card

GP rides; one at

the British GP and

another back in

South Africa.”

1999 at the British GP as a wildcard.

Snetterton, he claimed his

first British win. It earned him

prize money, free tyres and

an offer from team owner

Colin Appleyard. The year was

saved! They took another win

at Silverstone on their way to

second in the championship.

Another bonus of running

upfront in the British

Championship was the

opportunity to wildcard at the

British GP at Donington, an

opportunity he and his team

duly took. Although, it was a

massive wake up call for him:

“I couldn’t believe how fast

the bikes were, unbelievable!

Capirossi’s bike was nearly

20km/h faster down the short

back straight!”

He signed with Appleyards

again for 1999 intending to win

the British Championship and

do two wild card GP rides; one

at the British GP and another

back in South Africa. During the

British Championship, he was a

consistent front runner and the

title was in reach, but during

the wild card British GP, he fell

massively and left with a host

of injuries. Upon his return

to the British Championship,

he fell again and broke his

wrist. Once he was finally

healed, he had missed half the

championship.

His big goal was to make

it for the SA GP, and despite

still not being completely fit,

he took wins at Silverstone

and Thruxton. With these, he

earned a plane ticket back to

SA and a ride.

On the podium at Donnington Park race 1998.

Donnington Park race 1998.

Shane with Luca Boscoscuro at Silverstone this year. Shane

Raced against him on the 250’s in 1998, 1999 and 2001 when

wildcarding at the British and SA GP’s.

Given the restrictions

– a slow bike, injuries and

not knowing the newlybuilt

Phakisa – you might

understand his jubilation

at finishing 16th in the race:

“Finishing 16th after what I had

been through, and in front of my

people was something special.

There is nothing like racing in

front of your home crowd!”

The goal at this stage was to

secure a full-time GP 250 ride,

but he instead found an offer

on his desk to ride a privateer

500cc. Imagine that! Not only

does it get him a full-time spot

in GPs but also a foot in the door

of the world’s premier class!

The team was called Sabre

Racing who would be sporting a

twin-cylindered 500cc against

the four-cylindered machines.

It was not the end of the world,

as the likes of Sete Gibernau had

shown in years previous, the

lighter, torquier twins could be

a force to be reckoned. Yes, the

bike ridden by Norval would be

a “standard” 500 V-twin, with no

special HRC upgrades but that

was okay – perform better than

everyone else on the standard

machine and get noticed.

What wasn’t considered

was that the year 2000 would

be the first where unleaded

fuel became compulsory in

MotoGP. It had a profound

effect on the midrange torque

of the two-stroke machines,

an area where the V-twin had

all its advantage. The unleaded

fuel not only severely disabled

the V-twin’s grunt, but also

made the throttle snatchy and

difficult to control.

So he rode a bike that was

slow, ill-handling and bad

tampered. Despite this, after three

challenging rounds against the

best in the world on far superior

motorcycles, he had managed to

accumulate four points.

RIDEFAST MAGAZINE OCTOBER 2019 6 1


Then they got to Round Four

at Jerez in Spain where the evil

tempered nature of the V-twin

took its toll, and Norval broke

a hand and both wrists. It was

his tenth broken bone in just

nine months.

After missing a few rounds,

he made a return at Catalunya

but found that the gremlins

haunting them were still

ever-present, and the injuries

were still causing problems

physically. With that, he thought

it best to rather part ways with

the team, but it was not an

endeavour utterly wasted: “It

was quite an experience being

part of that circus!”

He then returned to Britain

and finished second in the 250

class before graduating to

the Superbike and Supersport

classes while doing an

engineering degree and

holding a full-time job at the

same time: “I was busy!”

Eventually, he retired from

professional racing but has

now, at the age of 45, started

a somewhat more demure

career in both classic racing

and 600cc club classes, but

no one can take away the fact

that he did race in the world’s

greatest motorcycle racing

series against the best.

Year 2000 MotoGP grid photo - Shane Norval top left of shot with the likes of Max Biaggi, Alex Criville,

Regis Laconi, Gary McCoy, Kenny Roberts JNR, Jeremy McWilliams, Norick Abe, Carlos Checa, Valentino

Rossi, Taddy Okada, Loris Capirossi and Alex Barros, just to name a few...

His career also shows the

difficulty of going to Europe as

a South African and making it

in the big time. Binder started

his European career and the

tender age of 12 with his father

acting as his pit crew. He has

slogged it out for 13 years, won

one world title and now sees

himself about to move to the

big leagues. It wasn’t easy,

but Binder’s most significant

benefit is that he has avoided

any properly big, debilitating

injuries, something many very

talented South African riders

have had to endure.

To race in Europe, you will

not have the best machinery,

you will not have the best

support, and the only way to

make is with guile and guts,

having to ride the machines

well beyond their capabilities.

It’s the territory of only the

superhuman.

Shane on the NSR500 V2.

He’s still got it - Shane still

races a Yamaha R6 out in

the UK and still likes to win.

62 RIDEFAST MAGAZINE OCTOBER 2019


||| WORLD LAUNCH TEST: 2020 YAMAHA R1 & R1M

Text by Ron Lieback (Ultimate Motorcycling.com)

2020 Yamaha R1 and R1M Review from Jerez MotoGP Circuit

RACING

PULSE

23 FAST FACTS ABOUT YAMAHA’S NEW SUPERBIKE MACHINES

Every time an OEM revises a

motorcycle that is already and often

stupidly capable in the hands of any

level of rider, I ask how much better

can these bikes actually get?

This sentiment floated

throughout my thoughts as I

traveled to Spain’s Circuito de

Jerez for a first-ride review of the

revamped 2020 Yamaha YZF-R1

and its premium carbon-fiber clad

brother, the YZF-R1M.

Just as each of the previous

generation R1s was a significant

advancement over their

predecessors, the ninth-gen R1 has

done it again. And then some.

The changes to the engine,

electronics, suspension, and

bodywork are subtle but significant,

making the 2020 R1 and R1M

superbikes feel 10x more lethal than

the 2019 Yamaha R1 in the grips of

both novices and seasoned racers.

Jerez is a MotoGP circuit that

provides the perfect playground

for safely testing the limits of

motorcycles. During the test, I spent

an hour (three 20-minute sessions)

on each platform.

64 RIDEFAST MAGAZINE OCTOBER 2019


RIDEFAST MAGAZINE OCTOBER 2019 65


“For 2020, it gets a

variety of new parts—

cylinder head, fuel

injectors, finger-follower

rocker arms, and

camshaft profiles. The

result is a sound unlike

any inline-four on the

planet—pure music that

increases the pulse.”

1. Before we begin, both

the base and M models are

identical, except the R1M is

upgraded with new Öhlins

NPX ERS (electronic racing

suspension) and carbon-fiber

bodywork at an R100 k plus

premium. For the Jerez test, the

YZF-R1 was shod in Bridgestone

Battlax Racing Street RS11 tyres

(190 out back) and the YZF-R1M

in Bridgestone Racing Battlax

V02 slicks (200 in the rear).

2. Both YZF superbikes have

the same fourth-generation

crossplane-crankshaft

engine that debuted in 2015.

The engine’s character mimics

the crossplane platform of

MotoGP prototypes that were

built with input from Valentino

Rossi and Jorge Lorenzo. The

2020 changes are subtle; they

offer smoother delivery across

the entyre rev range rather than

more raw power. This allows

the CP4 powerplant’s 270-180-

90-180 firing order to hook the

tyres up with more traction in a

more finely tuned manner.

3. You can more easily

read the tarmac and quickly

dial in maximum throttle

output for the amount of

traction available. Sure, the

electronics we’ll discuss below

are a huge assist on this, but

the revised CP4 provides more

of a connection to the tarmac

before the electronics such

as traction control intervene.

The CP4 powerplant creates

an estimated 200 horsepower

and a capability of a 300+kph

top speed. For 2020, it gets a

variety of new parts—cylinder

head, fuel injectors, fingerfollower

rocker arms, and

camshaft profiles. The result is

a sound unlike any inline-four

on the planet—pure music that

increases the pulse.

4. Four refined power

modes are available and

at least one for any riding

situation, with 1 being most

aggressive. Mode 2 was

optimal for smoother power

delivery on the track because

mode 1 is a bit harsh with an

aggressive throttle delivery.

Mode 2 allows the revised CP4

engine to produce smooth

and predictable output when

either blasting to full throttle

after cornering or regulating

a maintenance throttle

throughout a corner. This

smoothness occurred across the

rev range, whether at 5000 rpm

or nearing redline at 14,000 rpm.

5. New for 2020 is refined

ABS (Yamaha calls it Brake

Control, or BC) and Engine

Brake Management (EBM) for

a total of seven independently

adjustable electronic control

rider aids. The motorcycle’s

refined magic is delivered by the

EBM, which has three settings,

with 1 offering the least amount

of braking.

I prefer setting 2—it has just

the right amount of engine

braking needed when going

from wide-open throttle to

braking. Also, when regulating

throttle through a corner

after running wide, the engine

braking slows the bike down

just enough if needed to

tighten the line, whereas on

the previous generation I relied

more on a slight touch of the

back brake. The previous R1’s

linked braking system is gone.

EBM compensates for it, and

is a much better option—

seasoned riders will concur

with after the first corner.

6. The 2020 Yamaha YZF-R1

and YZF-R1M return with:

• 10x traction control settings

• 4x slide control

• 4x wheelie control

• 3x quickshifter

• 3x launch control

All work identically to the

previous generation R1s and

integrate seamlessly when

dialed into your riding style.

On the track, my map basically

read 1 across the board, except

for 2 on the engine braking

management and power

mode—all are changeable on

66 RIDEFAST MAGAZINE OCTOBER 2019


The base R1 model features

fully adjustable 43 mm

inverted fork at the front with

120 mm wheel travel while

at the back fully adjustable

bottom link Monocross shcok

with 120 mm travel.

the fly. Even when the tyres

got greasy, the electronic

intervention was not noticeable.

For the truly experienced pro

racers, traction, slide and lift

control can be defeated with

the motorcycle stationary.

7. To adhere to future Euro5

compliance, the 2020 R1s

have a ride-by-wire system,

the first for a Yamaha R1.

The lack of cable operations

cleans up the dash, but I felt no

noticeable difference in throttle

feel between the 2020 RbW

system and last year’s throttle

cable-operated system.

is due to Yamaha totally

revising the R1’s KYB inverted

fork with a new internal shim

stack design, and optimizing

the KYB shock settings. I did

experience some front-end

chatter under heavy braking

at the end of both of Jerez’s

long straights, but I didn’t have

the time to dial in the settings

fully. Although the revamped

2020’s KYB suspension may not

be noticeable to a novice rider

familiar with last year’s R1, it

definitely offers more feeling

that inspires more confidence

when pushing the motorcycle

to the limit.

10. The 2020 Yamaha R1M’s

Öhlins Electronic Racing

Suspension (ERS) uses an

NPX fork with integrated

gas cylinder and optimized

shock settings. The R1M feels

immediately dialed in and

adapted to any condition the track

supplies, from drastic elevation

changes to tight switchbacks.

11. I wanted a bit more

stiffness on Jerez’s final

section due to the tighter

layout, but a softer feel for

the double-apex turn five that

flows quickly uphill and leads

8. The 2020 Yamaha YZF-R1

has revised KYB suspension

that furnishes a more planted

feel throughout acceleration,

stopping, and cornering.

Tossing the already lightweight

(204kilos, ready to ride) around

through quick switchbacks

is effortless with the R1’s

KYB setup, and even more so

with the YZR-M1’s electronic

suspension. That feeling is

especially apparent during midcorner

throttle—the motorcycle

remains stable and smooth as it

maintains the optimal line.

The biggest

difference from the

base R1 to the R1M

model, other than all

that delightful carbon

fibre, is the Ohlins

electronic racing

suspension front

and rear.

9. The more planted feeling

RIDEFAST MAGAZINE OCTOBER 2019 67


onto the back straight—and

the R1M compensated for

this. The suspension set in

setting 1 (of five) was so good

that by my second lap on the

R1M, I was more focused on

perfecting my lines instead of

tweaking suspension settings.

You forget about suspension

all together—a sign of a

remarkable setup.

12. Whereas the R1’s

suspension changes will

only be fully appreciated

by the advanced rider, the

same can’t be said of the new

Öhlins electronic suspension

on the R1M. I’ve said it before

and will say it again—electronic

suspension is pure magic,

especially on the race track.

13. Yamaha refined the

already stellar Brembo

braking system on the 2020

R1 and R1M. You get dual

320mm discs up front squeezed

by four-piston radially mounted

calipers, and a single 220mm

disc out back squeezed by a

single-piston floating caliper.

The feel at the lever is precise

and only requires a one-finger

pull. I didn’t feel one ounce of

brake fade throughout the day,

which can be attributed to a

newer brake pad material.

14. There’s a new Bosch

“The bodywork is slightly massaged for

2020, and Yamaha claims a 5.3-percent

increase in aerodynamic improvement

when a rider is at full tuck. I couldn’t tell the

difference on Jerez’s straights, but Michael

van der Mark of the Pata Yamaha WorldSBK

Team said he positively feels the difference—

we will have to take his word for it.”

ABS unit on the Yamaha

superbikes, and stainlesssteel

braided front brake lines.

The ABS feels different, and is

available in two settings—BC1

and BC2. I prefer BC1 because

BC2 intervenes too much under

harder braking at the end of the

straights. For the street, I’d surely

prefer BC2, but BC1 was perfect

for the track setting.

15. Both the 2020 Yamaha

YZF-R1 and YZF-R1M

arrive stock with updated

Bridgestone Battlax Racing

Street RS11 tyres, which

feature a more advanced

tread pattern and updated

rubber compounds. You

can quickly tell that MotoGP

technology has fully hit the

street tyres (Bridgestone was

the spec MotoGP tyre supplier

from 2009-2015). The test was

done with the R1 on the stock

tyres and the R1M on V02 slicks.

The RS11s provide stability and

constant feedback under hard

braking and acceleration. They

did get a bit greasy during the

final laps, which was expected.

I shared the R1 with another

rider, and we pounded them

for two hours on the Jerez

with the air temperature in

the 90s. For normal street use,

the Bridgestone RS11 tyre are

definitely a top choice.

16. The bodywork is slightly

massaged for 2020, and

Yamaha claims a 5.3-percent

increase in aerodynamic

improvement when a rider is

at full tuck. I couldn’t tell the

difference on Jerez’s straights,

but Michael van der Mark of

the Pata Yamaha WorldSBK

Team said he positively feels

the difference—we will have

to take his word for it. Besides

the slight massage, the YZR-M1

also has a full carbon fiber

tailpiece to complement the

returning carbon fiber side

fairings and nose.

17. The R1M also has a super

68 RIDEFAST MAGAZINE OCTOBER 2019


“The data shows everything from

throttle opening to engine speed

at whatever area of a track you’re

working on, allowing you to truly

dial the R1M in for your riding style

and bike setup to the track for the

fastest lap times.”

slick GYTR Communication

Control Unit (CCU) that uses

GPS to track the motorcycle’s

position and recorded data

from the IMU and ECU. The

data shows everything from

throttle opening to engine speed

at whatever area of a track

you’re working on, allowing you

to truly dial the R1M in for your

riding style and bike setup to the

track for the fastest lap times.

I didn’t see my data until I left

the Circuito de Jerez, but for

the racers and track riders who

want to achieve the very best,

this data is the equivalent of

having a factory-spec team of

analyzers behind you. The CCU

is compatible with the Yamaha

Y-TRAC app for mobile devices.

Communicating via Wi-Fi, it

facilitates downloading data

and making settings changes.

This is a +/- R10k accessory for

the base YZF-R1.

18. The full-color TFT

gauge’s layout is simple,

showing Yamaha Ride

Control (YRC) settings and

the electronic suspension

settings on the YZF-R1M.

You can select what info you

want to show in the main view,

such as a lap timer. Yamaha

uses a simple wheel on the

right control to scroll through

information such as miles and

temperature, making it easy

to switch info on the fly with

gloves on. The left control has

a simple three-button switch

to change YRC settings. Also, a

gear indicator is standard.

19. Yamaha didn’t change

the ergonomics on the 2020

R1 and R1 models. The rider

triangle caters to my nearly

six-foot frame, though the

short reach to the footpegs

may cause some discomfort

for taller riders. I have a

rod in my right femur—if a

motorcycle crunches my legs,

they typically go numb after

three sessions. The Yamaha

induced no numbness, which

is how I effectively gauge if the

ergonomics work for me.

RIDEFAST MAGAZINE OCTOBER 2019 69


20. If I were choosing between the two

for a street bike, the base R1 would

certainly be my pick. The suspension

updates combined with the engine and

electronic refinements don’t create a want

for the typical Öhlins upgrades; the bike works

optimally out of the gate. I’d take that extra R45k I

saved and buy some tyres—I know I’d be burning

through them quickly as my smile continuously

grew from corner-to-corner.

21. The R1M has the goods for the track. The

most significant advancements are the engine braking

control and advanced suspension on the R1M lead to one

of the favorite aspects of riding confidently—mid-corner

stability and smooth throttle.

22. For 2020, Yamaha has dropped the red color

scheme on the base R1. The 2020 R1 is offered in two

color options—Team Yamaha Blue and Raven. The R1M is

available only in Carbon Fiber.

23. Prices are up for 2020, and so is performance.

These changes mean the bikes are more expensive than

last year, and the R1M has a substantial R40k plus price

increase, primarily due to the electronic Öhlins suspension.

While the changes to the CP4 engine, electronics, suspension,

and bodywork may seem subtle on the computer screen, the

differences are extraordinary when pushing the 2020 Yamaha YZF-R1

and YZF-R1M to their limits on the track.

Contact your nearest Yamaha dealer for pricing and availability.

70 RIDEFAST MAGAZINE OCTOBER 2019


K161592


||| FEATURE: THE FORGOTTEN MASTERPIECE

The Rise & Fall Of

KTM’S RC8

Sportsbike

72 RIDEFAST MAGAZINE OCTOBER 2019


At the turn of the decade KTM manufactured one of the most striking and

surprising superbikes on the market but in a few short years it was gone.

What happened to the RC8? Adam Wheeler tells part 2 of the story...

On the track, the RC8 was

being raced to top five results

in AMA Superbike by the likes

of Chris Fillmore and even

starring at the Isle of Man TT.

In Europe KTM established a

team to enter the competitive

IDM German Superbike series.

“The IDM was more-or-less

a European Championship,”

says Felber. “It was fully open

for tyre development and

no restrictions on things like

electronics.” The RC8 would

go on to beat the competition.

More important than results

however was the chance

for KTM to learn about road

racing. It was a process that

fed directly into their stunning

Moto3 Grand Prix titlewinning

debut.

The RC8 was the icebreaking

machine that made

the journey for Moto3 and thus

MotoGPTM much smoother.

“The IDM was an ideal

playground to develop the bike

but also people,” says Felber.

“We raced for three seasons

and it was extremely useful.

We were learning a lot about

tires together with Dunlop,

and we won the title. We

reached a level where we were

able to tell [Magneti] Marelli

how and what we wanted to

change with our electronic

software. That all fed into the

new Moto3 project because

it was clear that 2011 would

be the last in the German

Championship before all the

people moved into Moto3. We

RIDEFAST MAGAZINE OCTOBER 2019 73


had to start early actually, and I

had to split people between IDM

and Grand Prix. In the end we

had a fully capable and working

group for road racing.”

While the RC8 was being

modified and chiseled in

Germany McWilliams was also

running a separate test program.

“We got Jeremy on the bike after

remembering him well from the

original MotoGPTM project and

still, to this day, he is fantastic to

work with and still so fast with so

much expertise over what seems

like fifty years of racing!” Felber

grins. “He’s loyal, honest and he’ll

never talk s#$t.”

“To be honest it was a

big surprise to jump on the

IDM version of the RC8 with

the full-on Magneti Marelli

spec from the road bike,” he

remembers. “The improvement

in performance was an eyeopener.

Whatever Wolfgang and

the boys had done with the bike

it had huge mid-range: It was

incredible and pulled like a train.

I still haven’t ridden anything

like it to this day that makes that

kind of torque and mid-range

power. Wolfgang told me it

was still only making 185-87

horsepower but it felt like 210; it

was that good.”

As with almost every

motorcycle there were

imperfections and the rough

waters around the development

and production bore an influence.

“We were aware that we’d need

some good electronics on the

bike, but due to the 2008 crisis

there were thumbs on budgets

everywhere and we did not get

the chance to develop it in this

term,” Felber says.

“We got Jeremy on the bike after

remembering him well from the

original MotoGPTM project and still,

to this day, he is fantastic to work

with and still so fast with so much

expertise over what seems like fifty

years of racing!” He’s loyal, honest

and he’ll never talk s#$t.”

Journalists were quick to

praise the RC8’s strengths

upon its introduction but

they also identified some of

the quirks. “Idiosyncrasies? I

guess the slightly rough gear

change, and also those typically

unmistakable looks, which

I’m not sure enough people

liked,” says renowned British

bike tester Roland Brown. “And

the fact that by sportsbike

standards it was so comfortable

and versatile, but I don’t think it

got enough credit for that.”

On the whole KTM had hit the

mark. “I remember it was well

received and I think it also sold

well in the first year, especially

in Great Britain,” Felber says. “I

think 2000 bikes from the 2008

generation were sold there;

that’s a sign that it was accepted

by customers.”

Towards the end of the

second decade of the century

it is gaining almost cult status.

Particularly as KTM indulge

more and more in road racing. “I

and many of the other journos

thought it was very competitive

with Ducati’s 1098, which is

pretty high praise,” says Brown.

A competitive bike and a

highly rated one: So why is

the RC8 no more? The change

in the WorldSBK playing field

was the first ‘closing of the

door’. Felber explains why: “The

bike was planned as a 1000cc

superbike. The engine was

going to be a robust 1000cc

capacity with the potential for

enlargement over the years and

this quickly became the case as

Ducati forced the FIM to set the

new limit to 1200cc. We were

somehow on the wrong rail. The

74 RIDEFAST MAGAZINE OCTOBER 2019


intake section with the throttle

body dimensions was designed

for a 1000. When we became

aware that we’d need to beef

it up to 1150 (initially) and then

1200 the deadline was already

gone to increase the throttle

body. This was one of the ‘birth

defects’ of the RC8. It was not

a disadvantage at all for the

production bike – in fact it was

a big help because with smaller

units you get better gas flow

and better rideability – but it

always limited us in top power

to enter WorldSBK.”

“There was a new version

with new throttle bodies in the

prototype stage, which at the

time did 215hp, not too bad but

we never got the release to

switch it into production and

have the proper base for world

superbike racing,” he adds. “It

was simply a company strategic

decision in 2011 to go Grand

Prix racing instead of WorldSBK

because we could not do both

… and it was the right decision.

We were always very busy and

were a small group so there

was not too much time to be

disappointed that we did not see

the RC8 in World Superbike.”

As a track asset the RC8 had

limited use, but surely there was

a case for keeping it in the KTM

portfolio? In the end the project

fell afoul of other priorities and

the allocation of resources.

“I cannot really answer the

question as to why the RC8 is

not here anymore, but I can

give a few points of view. KTM

always ran an economic growth

policy, so you had the small

displacement bikes coming

along, the new SUPER DUKE and

many other projects. I think KTM

simply had to choose where to

put our R&D efforts and a SUPER

DUKE or a smaller DUKE brings

in more money and is more

strategically important than an

RC8. We have new customers.

It was the better solution. There

were also some comments from

Mr. Pierer about the speed of

Superbikes and they should just

be on the track. I mean, a SUPER

DUKE is also a fast motorcycle

and in the end I think it was

just a matter of resources and

economic calculation.”

For those that rode or

raced the RC8 the bike was

missed. “I still think to this

day it still stacks up against

what other manufacturers do,”

says McWilliams. “Of course,

everything has moved on in

terms of electronic wizardry

but we would have done the

same with the RC8. I got to ride

it – the original IDM bike – again

at the end of last summer and it

brought home how good it was

as an all-rounder. If we had the

chance to make a 1290 with the

same chassis I think it would

“It was simply a company strategic

decision in 2011 to go Grand Prix

racing instead of WorldSBK because

we could not do both … and it was

the right decision.”

be back up there as ‘one of the

bikes to have’ in the garage. It

was a shame that it wasn’t kept

alive. I’m still hoping – as are

some of the other guys in R&D

– that it will be resurrected at

some stage!”

The RC8 was a technical,

stylish and functional template

for KTM’s road bikes and

‘accelerating’ racing division. It

was also a memorable edition

to the company’s history:

Perhaps even the ultimate

definition of KTM’s DNA to

affect and move motorcyclists.

“Given KTM’s amazing success

since, I guess you’d have to say

that Stefan Pierer got it right as

usual and made the correct call

to invest in other stuff rather

than throw more resources at

that rapidly shrinking market,”

concludes Brown. “It would

have been great to see them

continue the development

though. I guess it’s never too

late to change his mind and

make a MotoGPTM replica … ”

RIDEFAST MAGAZINE OCTOBER 2019 75


Words by Rob Portman / Pics by Gerrit Erasmus & Daniella Kerby (Beam Productions)

A WELKOM RETURN

The penultimate round of what has been an amazing introduction year for the Monocle

Motorcycle Racing Series returned to the Phakisa Freeway circuit in Welkom.

Searing heat greeted the riders

for the penultimate round of

the Monocle Motorcycle Racing

series, which took place at the

Phakisa circuit in Welkom. The

new motorcycle only series has

been a breath of fresh air to the

SA motorcycle racing scene and

riders once again showed their

support with over 100 entries

being recorded.

The Phakisa track surface

has degraded over the years

so tyre grip and wear were big

issues for all the riders. The

32 degrees plus heat was also

causing more than a few bikes

to overheat. Despite these

problems the racing on track

was thick and fast as usual with

the days racing action being

kicked off with the Supersport

300 class. SA Star and World

Supersport 300 rider Dino Iozzo

joined the series for the first

time getting in some saddle

time on his Kawasaki Ninja

400. He would go on to take

back-to-back heat wins. Race 1

was interrupted by 2 red flags

- first with young lady rider

Jessica Howden crashing out

and needing medical attention

(luckily nothing serious). Shortly

after the re-start the red flag

would come out again, this time

for a crash involving two riders

in turn one - Nicole Fourie and

Oliver McKay we’re the riders

involved, again nothing serious.

Officials decided to move the

race to a 5-lap sprint at the end

of day not to hold back the rest

of the days racing action.

Behind Iozzo there was

an almighty battle between

Nicole van Aswegen, Ryno

Pretorius and the very

impressive Clinton Fourie. Van

Aswegen would end up getting

the better of both men in both

heats, with Pretorius picking

up 3rd. His championship rival,

Chris Wright, had a tough day

in the saddle and had to settle

for 4th overall.

The BOTTS class was out on

track next and again it was a

V4 Ducati machine that took

the overall honours in the

hands of Brian Bontekoning.

He was pushed hard by the

returning Marius Koekemoer

on his V-Twin Ducati 1299.

Alan Hulcher took 3rd overall

and went to the top of the

championship standings with

his closest rival, Thomas

Brown, not being able to ride

due to injury.

Joining the Monocle Series

and the BOTTS class for the first

time was new Ducati SA rider Mo

Mahope, who made the switch

from her Kawasaki ZX6 machine

to the almighty Ducati Panigale

V4 racer. This was Mo’s first

taste of a big superbike and she

surprised all with her pace. She

managed to finish 10th overall

for the day showing a few men

the way around. Exciting times

ahead for sure as Mo will be

racing a Ducati V4 machine full

time in the BOTTS championship

in 2020.

Ducati SA were at Phakisa in

full force and fielded 5 riders

Nothing but smiles in the pits... Paul Kruger and David Buckham

Starting them young - Tyler van Aswegen always ready and

willing to help Mommy and Daddy

Johnny Krieger

and Bert Jonker

looking fresh in

their new MASS

Custom suits.

Loads of helpful hands ready and waiting in the pits.


in the BOTTS class, which

included Mr Jos Matthysen

himself, the new owner of

Ducati SA who raced a Ducati

Multistrada 950. Deborah

Senekal climbed on the Ducati

SA Monster 821 and proved

that it’s more than capable of

being raced and enjoyed.

The 600/1000cc class was

up next and it was great having

another top rider present on

the day. SA Superbike champion

Michael White dusted off his

Yamaha R1 and got in some

much-needed track time. He

would go on to win both races,

but was pushed all the way

by Matthew Herbert in race

one and Damion Purificati in

race two. Matthew Herbert

lead most of race one before

crashing out in turn one.

Purificati would then take the

reins and push the champ all

the way to the flag in race two.

The biggest winner in the

class was George Hadji who

picked up the overall win for

the day, with Michael White not

scoring overall, and taking the

championship lead. Ryan van

der Merwe surprised all with his

ride to 2nd overall with our very

own Shaun Portman picking up

his first podium for the season

in 3rd on our Honda CBR1000RR

Streetbike racer.

In the 600 class, Ricardo Otto

picked up both wins ahead of

newly crowned champion Cam

Aitken, who’s 2nd place finish

was enough to hand him the

title. He had an almighty battle

with Capetonian Conor Hagan

who seems to be loving life on

his Suzuki GSXR600 after his

step up from the 300 class.

The Masters were up next

and it truly was a grid full of

Masters. Ricky Morais took

his second double win of the

The true Master -

Ricky Morais.

Newly crowned 600cc champion Cam Aitken.

Clinton Fourie right

on Nicole’s tail.

The BOTTS boys

doing battle.

Mo Mahope on her

new Ducati V4.

George Hadji and Adriaan

van Dalen going at it.

Ducati Boss Man Jos on his 950 Multistrada.

Masters rider Carl Rohrbeck.


season, but was pushed hard in both races by Brian Bontekoning.

Both riders put on Master Class rides. Brian looked set to pick up

the race two win, but unfortunately crashed out. As did his fellow

BOTTS rider and Master Marius Koekemoer, who also crashed out

late on in race two. That promoted Johnny Krieger to 2nd overall

for the day ahead of Andre Senekal.

The Classic racers again lit up the pits and track with their

presence. Leon vd Berg took pole position and the overall win for

the day with championship leader, Paul Jacobs, on a borrowed

750 machine from Donovan Simpson, taking one step closer

to being crowned champion with 2nd overall for the day. His

biggest challenger, Jaco Gous, was forced out of both races with

bike troubles. The very impressive and hard riding Ettiene Louw

rounded out the podium in 3rd.

The Streetbike class once again fielded over 20 riders and has

become one of the favourite classes in the Monocle Series. The

racing action was brilliant with Wade Wright taking the overall

win on his Yamaha R6 machine, proving that the Supersport

machines can stick it to the bigger bikes. Colin Hume’s 2nd overall

for the day was enough to see him crowned 2019 Streetbike

champion in his first season of racing, showing that the Streetbike

class has been a huge success in helping new riders get involved

in racing and help improve their skills. Pole position man Wayne

Luddick couldn’t convert his top spot from qualifying into a win

and had to settle for 3rd overall for the day.

The final round of the championship heads to Redstar raceway

on the 19th of October and is a race you do not want to miss

as there are multiple championships still up for grabs. Also, a

certain Mr Sheridan Morais will be making an appearance in the

Superbike class on-board the Ducati SA Panigale V4 racer. That’s

worth an entry ticket in its self. See you there!

Martin Wild ahead of Tiaan Fouche in the Streetbike class.

RR Cup and 1000cc

SBK winner

George Hadji.

BMW RR Cup

Round two of the new BMW RR Cup, which is now part of the ever

expanding Monocle Series, took place along side the rest of the

riders at Phakisa.

The beauty of the new formula for RR Cup is that it encourages

all riders to join no matter experience or speed level. Riders can

enter which ever category they like or feel more comfortable in

and race. Every rider on a BMW machine, no matter the class or

speed, will score in the overall RR Cup class without having to

race against any of the fast experienced riders. For now, we only

score everyone combined, but when numbers pick up we will

score according to times so there will be a class A, B and hopeful

C, depending on numbers.

So if you want to come to the track and ride your S1000RR or

S1000R machines around some of SA’s best circuits in the safest,

most enjoyable and affordable environment ever, then please

contact me on 082 782 8240 or email rob@ridefast.co.za.

All BMW riders will not only be treated to an exclusive on track

experience, but also off track where a pit setup is available for

riders to grab snacks and cool drinks for the day. Our overall aim is

to offer you, the BMW customer, the ultimate track experience.

At Phakisa, it was last year’s champion George Hadji who took

overall honours only just ahead of Masters rider Johnny Krieger,

with newly crowned Streetbike champion Colin Hume, in his first

season of racing, picking up the final podium spot in third.

The final round of the season will take place at Redstar

Raceway on Friday the 18th and Saturday the 19th of

October, so go online now and get your entries in - www.

motorcycleracingseries.co.za

A Classic battle - James Barson and Paul Jacobs.

Mike McSkimming on his Katana.

RR Cup podium - Hadji (middle), Krieger (left) and Hume (right).


BLADE OF GLORY

It’s been a busy month for our

Honda CBR1000RR Streetbike

racer with Shaun Portman

racing it at a recent RSR club

race where he picked up the win

in his class and 3rd overall in

the National category class.

Shaun then headed off to

Phakisa for round 6 of the

Monocle Series where he and

the Honda machine would

achieve more success.

After fitting a brand new

set of Pirelli SC2 Slicks, Shaun

put in his best qualifying of

the season ending up 3rd

fastest in the 1000cc class.

The Honda, with its extra 30

horsepower courtesy of Rapid

Bike and Performance Technic,

was working like a charm in

the cooler conditions, but we

knew as soon as conditions

got hotter, which it did, the

bikes standard suspension and

motor would suffer. And we

were right, as Shaun battled to

maintain the same kind of pace

he had shown in qualifying

during both races.

A terrible start in race one

did not help his cause, as he

found himself having to use

a lot of energy, tyre and bike

Pirelli tyres means grip,

means elbow down!

to get through some of the

slower riders. He did manage

to get himself into 3rd until his

progress was halted by and

overheating bike. Two laps

spent short shifting cooling the

bike down did the job and he

managed to hold onto his first

podium of the season.

The overheating, along

with tyre wear, were the big

concerns heading into race

two. We managed to solve the

overheating by removing the

radiator guard, but the tyre’s

took a beating at the very

abrasive Phakisa surface and

in the blistering afternoon heat

battled to offer the same grip

as earlier in the day. Shaun still

managed a 4th in race two,

which ultimately handed him

3rd overall for the day and his

first trophy, and, the Honda CBR

1000RR’s second of the season.

One more race to go then

for Shaun and the Honda

CBR1000RR Streetbike racer

and considering this is a bike

with headlights, rear tail light,

passenger seat, side stand

and a hooter still fitted, it’s

impressive to think it can finish

on the podium and potentially

5th in the overall Monocle

Superbike championship. Also

considering not one service has

been performed on the stock

suspension after 3000plus

hard racing kilometres, the

Blade has been nothing short

of spectacular. I would love to

know if there is actually any

oil, or anything left in the front

forks and rear shock...


BSB Bike

Show

Business

Mat Durrans is a very well known name in the South African motorcycle

game and is one of the two ugly faces you will see on the weekly “The Bike

Show” program featured on Ignition TV. We have managed to convince Mat to

take time out of his busy schedule to supply us with a monthly column.

Just say no to Race Rubber

The title should get some fast

riders’ blood boiling, so before

any of you explode with rage, let

me qualify that statement. Just

say no to race rubber if you’re

riding on the road (and you’re not

at least a national level racer).

Race rubber is for, erm,

racing. It is very good at that

discipline, and you surely

wouldn’t want anything else

fitted to your bike if you’re

hunting for an extra tenth of a

second off your best lap times.

But, race rubber is not the

best tyre to fit if you’re riding on

the road. And yes, that includes

the banzai attacks of your

favourite Cape or Mpumalanga

mountain pass when you’re

really on it – blowing away the

other Sunday sport bike riders

and generally behaving like

John McGuiness on a 130mph

lap of the Isle of Man.

I know that many of you

will now be cursing my name

and the idea that the race

rubber you use on your Sunday

morning blast is the wrong tool

for the job. But I’m afraid it is,

and if you’re also using your

sport bike for commuting to

work during the week (good on

you for doing that) then you’re

unnecessarily placing yourself

in harm’s way.

Before you send me any

hate mail, let me explain. Race

rubber at the track offers the

most amount of grip, for the

shortest period of time. You

absolutely must have it in order

to be competitive. However, it

gets used in ideal conditions

where the track is dry and clean

and relatively smooth. When

you exit pit lane the rubber is

very nearly up to temperature

because they’ve been

simmering inside tyre warmers,

and a couple of hard corners

ensure that they’re up to the

perfect temperature within the

first kilometre or so.

At these extremely high

temperatures they are brilliant,

offering grip and feel in

abundance, allowing you to

exploit them right to the limit of

adhesion.

On the road they do not,

unless you are a Brad Binder

or Sheridan Morais, ever

get anywhere near those

temperatures. And when they

are not nearly hot enough,

they are next to useless. As

a top runner in the A-group

at a trackday you are simply

nowhere near the level of these

riders, and believe me when I

tell you even they would baulk

at the idea of getting cold race

tyres up to race temperatures

on public roads.

Remember, there’s no

mechanic fitting tyre warmers

every time you stop for a drink

or a chat with your mates on a

Sunday – you’ve got to get that

heat into the tyres with just

Say no to race rubber

on the road, unless your

name is John McGuiness.

your own hard riding talent.

From cold, these tyres behave

like they’re covered in grease,

which makes getting the heat

into them a dangerous balance

between generating heavy

enough loads to do the job while

not losing the front or spinning

the rear. Given that cold race

rubber is as devoid of feel as it is

grip this is effectively the biking

equivalent of playing Russian

Roulette.

It is an unnecessary risk as

well, since tyre manufacturers

make brilliant sport bike rubber

for the road. The outright grip

levels may be slightly down

on race rubber but there’s

still more than enough to be

wearing out your knee-sliders

and footpegs. If you need more

grip than they offer, then you

need to book yourself a trip to

the IOM TT races, or pick out

a spot in your local cemetery

because you’re destined to be

there very soon.

More important than the

slight drop-off in grip is the

compound of the tyre itself. It

has added chemical elements

that ensure it can reach an

effective operating temperature

quickly and without the need for

tyre-warmers or MotoGP-level

heroics in the corners.

Proper sport bike road rubber

also has grooves that extend

much closer to the edge of the

tyre in case you get caught in

some rain. Riding full-on race

rubber in the wet is a truly

unpleasant (and very slow)

experience because the heat

is quickly lost from the carcass

and consequently so is the grip.

And those grooves that help

displace the water don’t reach

the edge of the tyre (so that

on a dry track they effectively

become a full slick at big lean

angles) so leaning too far from

the vertical is tantamount to

tightrope-walking with your

takkies covered in old engine oil.

I bring this up because it’s

been on my mind recently, since

the bike I bought a couple of

weeks ago came fitted with

some fancy Pirelli race boots.

I use my newly acquired 2016

BMW S 1000 R as my daily

transport, regularly clocking

up to 1,000km a week. That

means I have to ride it in less

than ideal conditions – early

on a cold morning or in an

unexpected downpour – and I

am constantly grateful that the

bike’s amazing electronics are

there to help me stay the right

way up.

So, the next time you see

a “fast” guy out on a Sunday

morning with race tyres, or

heaven forbid even slicks,

don’t be intimidated because

although he thinks he’s the

absolute business, you know

he’s actually an idiot.

80 RIDEFAST MAGAZINE OCTOBER 2019


REMY GARDNER

SAG MOTO2

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