RideFast Nov 2019

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2019 SA SBK


2019 SA SSP


2019 SA




Clint Seller & Blaze Baker Crowned

2019 SA Superbike & Supersport

Champions, making it 11 SA Titles

in-a-row for Yamaha!


2020 BIKES









NOVEMBER 2019 RSA R35.00


9 772075 405004



I’ve just finished watching another cracking

MotoGP race from Philip Island in all three classes

and again found myself screaming with delight as

our SA boys once again shone down under.

The Philip Island track always throws up good

racing and this year’s race was another belter.

Brad Binder was absolutely sensational once

again. I don’t think he even knows what pressures

is because it never seems to get to him. He was

put under loads of it by his ‘no on form’ team-mate

Jorge Martin but Brad just never even looked

phased. His ability to churn out one fast lap after

another is incredible and Jorge Martin is the latest

rider in the field to find out that our Brad can

handle whatever is thrown at him.

It really is a pity the season started off so poorly. If only

the AJO team could have sorted the bike out sooner. No

doubt Brad would have possibly even been crowned

Moto2 champ heading into the Philip Island race. Both

Brad and Martin’s performance over the past couple

of rounds proves that the team have found something

and now have a competitive package, but it might all

be too little, too late. Brad is still in with a shout for the

title but it’s a very slim shout.

My brother and I will be heading over to Valencia

for the final MotoGP round of the season so I really

hope the championship goes down to the last

race and if Brad does manage to pull it off and we

are there I can tell you now watch out for a naked,

tattooed South African running around the track

screaming “Binder, Binder, Binder!!!!”

The massive news heading into the Australian

round was that of Brad now signing for the Factory

Red Bull KTM MotoGP team. Brad had initially signed

for the Tech 3 team but has now moved alongside

Pol Espargaro into the full factory team. I think once

KTM weighed up all their options they knew that

he was the best choice and that he will be able to

improve the ever-improving package even more.

Brad has a one year deal signed and I have a funny

feeling that KTM know/knew that it will be hard

holding onto him and thought let’s make the best of

it while we do. They know that Brad will be able to

improve the KTM RC16 package, a bit more than Pol

who seems to just be riding around some problems

rather than improving them.

I’m going to have a good chat with Brad not

only at Valencia but also here in SA when we

have our annual meet and greet event with him

at Ridgeway Racebar on Saturday the 7th of

December and ask him, off the record of course,

what the story is behind it all. This is where my

job as a journo is hard because I am lucky enough

to get so much behind the scenes info but can’t

always take advantage of it. Take this move to the

factory team for instance, I was informed about

it a week in advance but had to keep my mouth

shut. Was not easy not going onto the RideFast

Facebook page and posting the scoop, but Brad

and his team know they can trust me so silly

moves like that will not be beneficial in the long

run so I somehow manage to keep myself in check.

I’m really excited to be going to Valencia and it will

be my brothers first taste of MotoGP in Europe so

we going to make the best of it for sure. I’m hoping

to get as much signed memorabilia to bring home

ready to auction off at the meet and greet event on

the 7th, not only from Brad, who we are going to

tie up and steal everything in his race van, but also

from as many of the other riders as possible.

We will also be staying for the first of the 2-day

official MotoGP test where we’ll get to see Brad

in action for the first time properly on a MotoGP

bike. That will be our EXCLUSIVE feature in our

December issue so another cracker coming come

after this cracker you’re about to page through. I

will be posting loads of video and picture content

from the weekend in Valencia on the RideFast

Facebook and YouTube pages so make sure you

check it all out.

Rumours, unrest and a clear out in 2021

Heading into and coming out of the last couple

of rounds there has been huge rumours going

around the paddock. While all the spots for the

2020 season have now been secured and it looks

very exciting, I can’t help but look forward to 2021. I

think there is going to be a huge clear-out of riders

making way for some fresh new challengers. I look

at the likes of Crutchlow and Lorenzo, who look

set to call it a day after the 2020 season, Danilio

Petrucci, who I think Ducati will swing over to

WSBK in place of Davies and of course the big one,

The Doctor Valentino Rossi who I think will know

his time is up and call it quits.

All those spots will need filling and the rumours

around the paddock are that Vinales is looking like

he will make the move to the Ducati squad, probably

in place of Petrucci, while Dovi could be heading to

KTM to replace either Brad or Pol. That could see

Jack Miller or Pecco Bagnaia move into the factory

Ducati team. Alex Rins is another rider who is being

tipped to make a move across to the Ducati team,

although his performance of late might not make

that happen and instead we could see his teammate,

Joan Mir make that move.

The hottest ticket for 2021 has to be Fabio

Quatararo, who Ducati are also looking to do

whatever it takes to get in their beautiful red colours,

but Yamaha is keen to hold onto him and he could

replace Rossi, or Vinales, in the factory team.

So, that leaves plenty good seats open, the biggest

might be the 2nd Repsol Honda seat, which I

have no doubt will be vacated by Lorenzo, maybe

even sooner than 2021. Not many riders though

seem too keen to go and be the team-mate to the

dominant Marc Marquez. Johann Zarco and his

younger brother Alex Marquez could be the only

real options there.

Other seats that most riders are going to want are

those of the Petronas Yamaha and Ecstar Suzuki. I

can see Brad Binder potentially lining up either on

the Factory Suzuki, Yamaha or Ducati for 2021, while

Moto2 riders such as Jorge Martin, Jorge Navarro,

Lorenzo Baldassari and Augusto Fernández will be

looking to fill some of those spots.

Exciting times ahead no doubt but we still have

some time to wait to see just what will play out

in 2021, but there is no doubt that 2020 could be

Rossi’s last season in MotoGP and I know plenty

people who are booking their tickets now to go

watch races in 2020 as it could be his last and

if that is so, how will it affect MotoGP and will

we still see the famous yellow 46 in the MotoGP

paddock as a team owner? Time will tell…

That other championship

The World SBK championship has come to an end

and again it was Johnny Rea who lifted the title.

Had you said that after the first 5 rounds you would

have been laughed at as it looked almost certain

that Alvaro Bautista was going to lift the crown

but a combination of silly mistakes, bad luck and

supreme riding on the part of Rea meant that a

massive title shift evolved and Rea would go onto

to be the champ and make even more history.

While the start of the season was exciting, it did

seem to fizzle out again with one or two good

races thrown in. 2020 looks like it’s going to be

much better with newly crowned BSB champ

and former MotoGP rider Scott Redding with his

tattoos and bad haircut set to join the factory

Ducati team in place of Bautista who will be

moving to the factory Honda squad. Still no reveal

on the new machine Bautista is set to be riding but

reports say it’s going to be by far the best Blade

yet so let’s hope so. We will have the full run down

of the new machine in next month’s issue.

Toprak Razgatlıoğlu signing for Yamaha is also

exciting news and I can see the Turk making it

into MotoGP sooner rather than later, so another

potential name for the 2021 season. I think Toprak

made the move to the Yamaha SBK squad because

he knows it’s a better road into MotoGP for him,

and no doubt Dorna will want him, his Turkish

passport and more importantly his Turkish money

in their championship.

Odendaal in WSS

Exciting news last month was that of Steven

Odendaal signing to race for TenKate Yamaha

in the World Supersport championship in 2020.

TenKate is the most successful team ever in the

WSS class so Steven will have a really good shot

and going for the title. We all know the talent that

young man has got and it is not time for the rest

of the world to see it. Good luck Steven, we will be

behind you all the way.

So, that’s it then for another exciting issue. If

you want to hear more about what I have to say

about MotoGP check out the Talking MotoGP

podcast I do with Donovan Fourie on the

RideFast YouTube channel.

Also, make sure you grab yourself a Brad Binder

limited edition Red Bull can and get your entry in

to win a trip to the Jerez GP in 2020. Great job by

Red Bull SA! Also pencil in that date for our Brad

Binder meet and greet – Saturday the

7th December – you do not want to

miss this event as not only will you

come face to face with Brad and some

of SA’s top stars, but we will also have

some exclusive limited signed rider

memorabilia up for auction.

I really hope you enjoy this

jammed packed issue of

pure goodness we have set

out for you. We always

thrive on being the first at

bringing you all the latest

news and reviews and

have once again done it in

this issue being the first

publication in SA to bring

you the new 2020 Kawasaki

and Ducati releases. Looks like

naked is the new black for 2020!

Cheers, Rob



Rob Portman



Glenn Foley



Sean Hendley



071 684 4546






011 979 5035


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.



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day at Smokin’ Aces

On a warm and sunny September Sunday

the good folk from Clearwater BMW hosted

a gathering of BMW’s of all ages, sizes,

models and colours. We went along to see

what it was all about. Richard Friend and

Denis Moore of Clearwater BMW had a

great display of the latest offerings from

the Motorrad division as well as demo bikes

for the patrons to go for a bit of a burn on.

Smokin’ Aces, as always is extremely

welcoming to the biking fraternity with ice

cold beverages and good, tasty food with

a rocking atmosphere. They are only too

happy to host any event promoting the

biker lifestyle. And thus the scene was set

for a fantastic of bikes in the sun.

There were plenty of generous prizes for a

multitude of classes. The vibrant and ever

effervescent, Ms. Kerry Sansoucie, was the

MC for the day and did the prize giving to

the lucky winners with Richard Friend once

the judges had delivered their verdicts.

Kerry, with her band then had everybody

rocking the afternoon away with her

seriously good music.

If you are still keen to ride a demo BMW bike

or looking for a good deal on a Beemer head

down to Clearwater BMW on the corner

of Hendrik Potgieter street and Falls Road,

Little Falls, Roodepoort all the way out on

the ‘Woes Rand’, it’s really not that wild out

there and the coffee is really good. You can

also call them on 011 761 3500 – check out

their ad in this mag for some great deals.

Tuning Fork (Pty) Ltd is proud to

announce that effective 01 October

2019, AMP will be distributing the range

of Liqui Moly motor oils and additives

within South Africa.

After Market Products, also known as AMP,

currently distribute Shoei helmets, Acerbis,

RK Chains, Pro Grip, Jobe Sports, Salt Away,

Ultra Flex, and VR46 products amongst

others, and will be adding the wellknown

range of Liqui Moly motor oils and

additives to the wide range of products

being distributed to various motorcycle,

marine and accessory retailers.

For distribution enquiries please contact:

Danielle Hyem - Tel: 0112597750

Email: danielleh@yamaha.co.za

Michael Creevy - Tel: 011 259 7750


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47 000km

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HP 850 GS, 2019

8 000km, tall screen, bashplate, choice

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From R159 900

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R 1200 GS Adv, 2016

18 500km

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K 1600 GT, 2014

4 700km

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R nine T, 2017

5 500km, Loads of extras

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S 1000 XR, 2017

29 500km, M.I.U.V slipon, touring screen

R142 000

G 310 GS Motorsport, 2019

4 500km, Top box, hand guards

R64 900


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Competition time – With

Bike Tyre Warehouse

The ever innovative crowd at Bike Tyre

Warehouse are always finding new ways

to give back to their customers and now

they are doing it again by giving you the

chance to win a brand new top-of-theline

Arai helmet.

Buy any PIRELLI Rosso Corsa Combo and

stand the chance to win one of R22,000’s

worth of ARAI and ZEUS helmets in the

Bike Tyre Warehouse PIRELLI Rosso Corsa


1st Price - ARAI RX7 2019, Value


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PIRELLI Diablo Rosso Corsa Combo Deals:

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Ducati Family Day -

17th November 2019,

Redstar Raceway.

On Sunday the 17th of November, Ducati SA is inviting

Ducati riders and their families to enjoy a fun family day out

at Redstar Raceway. Come and enjoy the Ducati SA teams

hospitality while gazing at some fine Italian supermodels.

Ducati Owners will get free track access, other bikes will

pay R500. For more info contact 012 765 0600.

• 120/70R-17 & 190/50-17, R2,900

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Take this magazine in store for an extra

entry and ask them for details.

Tel 011 205 0216



launches new

product ranges

and Regina

Chains turns

100 years old

Recently, at an event held at their premises,

Autocycle Centre celebrated the 100th

birthday of the premium motorcycle chain

brand “REGINA”.


championships to their name than most of us

can count and with the accolade of being the

chain of choice for many Moto GP, SBK, MX

GP and Supercross riders over the last 100

years. Surely they must be doing something

right! With Z-ring technology instead of old

school O-ring or X-ring the ‘sealed’ chains last

longer than most on the market, even under

trying circumstances. On their non-sealed

chains, mostly for off road racing use, they run

“Shaped bushing Technology” which assists

with wear on the pins and making the chains

last longer with less friction causing less drag

on the motor.

At the same event they also introduced

their new range of tools called ‘AmPro’, an

abbreviation for “I Am a Professional”. The

tools are high quality and seem very well

priced. They also run some interesting

innovations like 90 teeth on their ratchets

instead of 72 teeth. Why does this make sense

you may ask? Well, working in a tight, say

between the frame and the engine trying to

loosen your exhaust header you sometimes

have minimal movement and can’t always

get the ratchet to click onto the next tooth.

So chuck in 18 extra teeth and now you get

that extra movement you need to loosen that

tucked away bolt without losing skin on your

knuckle. They also have a fancy socket that

grips on rounded off bolts that usually require

a hammer and chisel to loosen; looking at my

knuckles I kinda want these tools in a bad way.

Next up they announced a new relationship

and distribution agreement with the “F61”

brand of motorcycle care products. A proudly

and uniquely South African brand completely

developed here in good old R.S. of A. They

have all the prerequisite ISO accreditations,

are bio-degradable and environmentally

friendly, (as far as chemicals can be), and are

sensibly priced being manufactured here. So

supporting this brand you are keeping our

hard earned cash at home and supporting the

local economy. The brand sports everything

from chain cleaners, chain waxes, filter oil and

detergents, engine cleaners, visor demisters

to brake disc cleaners, compression stabiliser,

carb cleaners and so much more.

For more info on all these great products give

them a call on 011 879 6470 or drop them a

mail on info@autocyclecentre.co.za.


All the NEWS proudly brought

to you by HJC HELMETS

Grab a Limited Edition Brad Binder

Red Bull can and win a trip to the

2020 Jerez MotoGP round.

South African motorcycleracing

sensation Brad Binder

is set to step up to the MotoGP

in 2020. The 2016 Moto3 World

Champion will steer the KTM

RC16 next year after three

seasons, 6 victories and 11

podiums (to-date) in the Moto2


To celebrate the fact that

Binder will become the first

South African to race MotoGP

in the four-stroke era and

the first to compete in the

premiere class since 2000, Red

Bull have launched a limited

edition can, featuring Binder.

“It’s pretty crazy to have your

face on a Red Bull can!” he

commented. “I don’t think I’ll

get used to it!”

“To know that there are so

many people back home

supporting me is crazy. I miss

everything about South Africa

when I’m away – the food,

the people. I’m really looking

forward to my move to MotoGP

next year and hope to make

everyone proud,” Binder added.

The 24-year-old made his

Grand Prix debut in 2011 (as a

Red Bull MotoGP Rookies Cup

race winner) and grabbed his

first silverware in 2014. He

claimed the 2016 world title in

just his second term with Red

Bull KTM Ajo (becoming South

Africa’s first world champion

in thirty-six years and just

the third from his country)

and graduated immediately

to Moto2 with the same team

where he has raced ever since.

His third season in Moto2

started slow but he’s steadily

gained momentum and won

his second race of the season

at Aragon, Spain in mid-

September. That result made it

two wins and three podiums in

the last seven races.

C.I.T. Pretoria

revamps store

& celebrates

birthday with

crazy specials!

Not only are they a top

Husqvarna dealer in Pretoria

with a national level MX race

team, they are also one of the

biggest and longest standing

bike dealerships in Pretoria.

November is their birthday

month and they are giving

you some prezzies. They

have some amazing in-house

deals on Husqvarna Bikes and

clothing and are doing some

really crazy stuff with the

accessories, but only while

stock last, check out their

advert in this issue.

To coincide with their birthday

month they have also

completely revamped the shop

with dedicated sections for MX

and Dirt and separate sections

for Road and Superbikes. They

have expanded their range

and stock holding and it’s all

looking really factory.

They always stock a good

selection of new and quality

used bikes. If they do not have

what you’re looking for then

they will source it for you.

1222 Pretorius Street, Hatfield,

Pretoria 012 342 8571

“For sure, it’s going be really

difficult at the beginning

especially,” Binder said on the

step up to MotoGP. “However

it’s going to be incredible lining

up on the grid with Valentino

Rossi and a lot of my heroes.

It’s an incredible feeling and I

can’t wait for it to all start.”

In addition to the limitededition

can, Red Bull is offering

consumers the chance to win

a trip to watch Binder race at

his home-away-from-home

MotoGP at Jerez, Spain in May

next year.

To stand a chance to win,

consumers need to make use

of two exciting Augmented

Reality filters and upload their

video of support using the

hashtag #ALL41BINDER. For

more on how to show your

support for Binder, head to:


8 RIDEFAST MAGAZINE NOVEMBER 2019 Available at dealers Nation-Wide

All the NEWS proudly brought

to you by HJC HELMETS

Originales All Italian Advanced

Motorcycle Track Event. Pics by Shawn Van Zyl Media

The Originale Ducati Enthusiats

was founded in 2014 by four

fellow Ducatistis and their love

for Ducati motorcycles. The

hunger and passion for the

Ducati brand grew into more

of an obsession for the leader

of the pack, Mr Jannie Krynauw.

He continued growing his wolf

pack year after year and in

doing so created a new era for

the Italian motorcycle culture.

What was established as a solid

Ducati Driven Club, after 5 years

building up their membership

to over 200 strong, they then

naturally opened up their

doors to Aprilia and MV Agusta

owners and welcomed these

prestigious brands into their

Club structure, but even more

so into the family.

The Originale Group continue

to build on improving their

events each time and create an

exclusive lifestyle experience

for their members. The race

circuit is the only place to be

without any obstructions,

this is where skills and riding

techniques are improved. Their

1st Installment of the Originale

Ducati Enthusiasts “All Italian”

Advanced Motorcycle track

event welcomed MV Agusta/

Fire It Up as their headline

sponsor back in March 2019,

this time around it only made

sense that the NEW Ducati

South Africa be invited to join

forces with Originales and thats

exactly what happened. The

new boss of Ducati South Africa

and President of the Originales

could not have started off their

relationship on a better score.

It did not take long for these

two mega Ducati enthusiasts

to get along - that’s when the

hand shake took place that

these two brands would join

forces and welcome Ducati

South Africa as the main

headline sponsor to their next

track event scheduled for the

19th September ‘19 at Killarney

Raceway in Cape Town. This

was an unprecedented, to see

the owner of this prestigious

brand support the Club and

riders that live for the brand.

But not only that, Jos joined the

Originale group as one of their

new members and was warmly

welcomed by all.

The Originale Club continues

to grow stronger from week

to week and welcomed 55

participants at their event on the

19th September ‘19. They also

welcomed their National brand

Ambassador Rob Portman who

specially flew down to be at the

event as guest speaker. Ducati

South Africa arrived as the guest

of honour and also brought

down some demo bikes for test

rides I.E Diavel, Multistrada and

Scrambler 1100.

Jannie was on the microphone

all afternoon as the

commentator interviewing

members and adding to the

atmosphere that was electric.

The local head of Scrutineering

Ebrahim Darries from The Bike

Doctor took charge as always,

making sure everybody’s

bike are checked and safe.

The track coordinator Mark

Cooper from Advanced Riding

Techniques, who started

this with Jannie years ago

have grown what started

as basic days to now proper

professionally run events that

creates an experience far

more that any normal track

day. The event also welcomed

Quicksure as sponsors and as

the Insurance partners of the

Originale Club. They afforded

an exclusive Group Scheme

to all the members, which has

also been a growing success.

Track cover is automatically

included in the policy structure,

so all the members have the

peace of mind they when riding

on the track. Quicksure have

been supporting their events

since 2018 and were down

once again as event sponsors

and guest speakers. Dario’s

were present once again with

their coffee mobile serving

the best coffee Italian style.

One the members from Onit

Catering also organized and

sponsored delicious snacks for

everyone to enjoy on the house.

Fantastic to see and welcome

Alpinestars South Africa joining

as sponsor this time along

with AKRAPOVIC who afford

the Originale members special

discounted prices. Great to

see Motobatt South Africa as

sponsors once again making

sure the machines are powered

properly. The event was a great

success enjoyed by all and we

look forward to their next event

in 2020 - It’s just get better!


Vitpilen 701 Aero Concept

Hits Best Of Best Top Spot

Husqvarna Motorcycles are pleased to announce their

success in the Best of Best Automotive Brand Contest with

the VITPILEN 701 AERO concept taking top honours in the

Motorcycles category 2019.

The Best of Best Automotive Brand Contest is an

independent, international German Design Council

competition for automotive brands and is widely

acknowledged as an important worldwide event in

the sector. The contest honours outstanding product

and communication design and draws attention to the

fundamental importance of brand and brand design in the

automotive industry.

Initially unveiled at EICMA (Milan) 2018 the VITPILEN 701

AERO concept is a collaboration between Husqvarna

Motorcycles and Austrian design agency, KISKA, and

builds on the unique design approach that runs through

the VITPILEN series. As a concept, it indicates the evolving

direction of Husqvarna Motorcycles, continuing to satisfy

the exacting demands of dedicated and discerning riders.

The VITPILEN 701 AERO concept is a modern faired sport

bike with an innovative design approach that pays its

respect to the past. Built around a modern single-cylinder

engine with an elevated power output, it features a sporty

look that hints at the potential for a more performanceoriented

future for Husqvarna Motorcycles’ street range.

Featuring a lower and more locked-in position, the

VITPILEN 701 AERO concept offers a fully immersive riding

experience. Combining an appealing classic design with

thrilling performance, it aims to deliver an experience that

recaptures the pure exhilaration of riding a motorcycle.

This is not the first time a concept built by Husqvarna

Motorcycles and KISKA has earned an industry plaudit.

The VITPILEN 701 concept won an iF Design Award at the

2016 iF Product Design Awards Competition. One year later,

the VITPILEN 701 and VITPILEN 401 models were formally

launched by Husqvarna Motorcycles.



Brought to you by

Fabio Quatararo

crowned MotoGP

Rookie of the year.

Former MotoGP commentator Nick Harris takes a look at how long it took

other premier class rookies to earn their first victory:

It was a difficult Sunday for the French in Japan. While France was knocked

out of the Rugby World Cup by Wales the mighty impressive Fabio

Quartararo clinched the MotoGP Rookie of the Year title in Motegi but

for the fourth Grand Prix in succession could not beat the rampant Marc

Marquez to secure that first premier class victory. Surely that first win will

come as rich reward for the 20-year-old during the final three races of the

year. He should take heart that others have had to wait longer before the

floodgates opened while some who started with a bang never went on the

win the ultimate prize.

Mick Doohan had to wait until the penultimate round of the 1990

Championship to secure that first win at the Hungaroring on the outskirts of

Budapest in his second season in the 500cc class. The Australian went on

to win 53 more on route to five World titles. What a contrast to Max Biaggi

who arrived in the 500cc class with a bang at Suzuka in 1998. The Italian had

dominated the 250cc Championship for the previous four years and what

a premier class debut he made at the opening round of the Championship.

Max won comfortably on the Honda to send a shiver down the spine of his

rivals to become the first rider in 25 years to win a premier class race on his

debut. It was quite a day with Biaggi the first European winner of a Premier

class race in Japan but he never went onto win the World title. He won 12

more Grands Prix but in the final reckoning always had to play second fiddle

to his bitter rival Valentino Rossi.

Even The Doctor didn’t strike first time out and it after a trip to hospital in

nearby Nottingham following a practice crash he won for the first time at the

ninth round of the 2000 Championship at Donington Park. The rest is history

with 88 victories to follow that brought the Italian seven World titles and a

legendary status. I’m sure it’s no great surprise to learn that Marc Marquez

won at Austin in 2013 in just his second premier class race and went on to

win the title at the first attempt.

I remember two maiden premier class wins by two riders who went onto

win the ultimate prize. Twenty five of us travelled to Assen in 1975 to support

Barry Sheene just four months after his horrendous Daytona crash that

made him more famous than any World titles back home in Britain. I’m still

convinced our vocal beer-fuelled support for Barry as he crossed the line on

equal time as legend Giacomo Agostini convinced the timekeepers to award

the race to the British rider who went on to win 18 more and two World titles.


Redding lifts

BSB crown.

Scott Redding clinched the 2019 Bennetts British Superbike

Championship (BSB) in a thrilling final round at Brands

Hatch. The Be Wiser Ducati rider managed to fend off

teammate and Australian Josh Brookes at the final round,

who reduced Redding’s comfortable gap by securing three

race wins. However, the British contender was able to get

the job done with a third in the final outing of the weekend.

In the end, the Ducati pilot finished five points ahead of

Brookes in the championship standings, earning 11 race

victories across the season.

“I’ve had a lot of emotion – super happy, super proud and

it is good to pay back everyone who has supported me

through all my years in GP and my first year here in BSB,”

Redding explained.

“A lot of people doubted me to win the championship in my

first year, I knew deep inside I could do it even though I broke

my femur one month before the first test of the year, I didn’t

let it hold me back.

“I had a tough season, a great season. The feeling to cross

the line knowing that you did it. It didn’t really sink in until I

got half way round the lap. I was like ‘you’ve done it, it was

just one race’. That was the hard bit.

“It was my own doing to make a mistake, I was thinking the

whole race ‘don’t make the mistake, don’t make the mistake’,

so a big thank you to the PBM Be Wiser Ducati team, a big

thank you to my management, my family, my fans.

“The BSB championship has been amazing, they’ve brought

a lot of passion back into racing and I’ve had so much fun

this year on and off track.”

The British ace has signed with Aruba.it Racing – Ducati

to contest the Motul FIM Superbike World Championship

(WorldSBK) in 2020.

more confidence, in wet

and dry conditions, even

after 5000 KM *

even after 5 000

KM, experience

braking in the


Even after 5 000 KM, a MICHELIN Road tyre

stops as short as a brand new MICHELIN

Pilot Road 4 tyre* thanks to the evolutionary


With its dry grip, stability and best handling versus

its main competitors, thanks to MICHELIN’s

patented ACT+ casing technology, it offers even

more riding pleasure.***


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

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

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

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

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

(rear) on Suzuki Bandit 1250

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

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

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

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


Brought to you by

Brad Binder steps up to

Factory KTM squad for 2020.

Some weeks ago, it was

announced that South African

Brad Binder will be moving from

his current KTM Moto2 ride to

the Tech 3 KTM MotoGP squad

joining his former team Miguel

Oliveira in the satellite KTM

MotoGP team. Since then, much

has changed – Johann Zarco quit

the factory Red Bull KTM outfit

a year before his contract had

concluded after failing to come

to terms with the characteristics

of the KTM MotoGP machine.

Naturally, this left a void in the

factory team for 2020 that

would need to be filled, made

more difficult by the fact that all

the other MotoGP riders already

had contracts in place.

It was first rumoured that KTM

test rider Mika Kallio would take

over, using the year to further

develop the machine during race

weekends and perhaps grab a

few good results while he was

there. More recently, the rumour

mill suggested that 19 yearold

Spaniard Iker Lecuona will

instead fill those shoes; a big ask

for the youngster who is in only

his second year in the MotoGP

paddock, currently riding a

satellite KTM Moto2 machine.

A couple of weeks on from

that, KTM announced that it

would not be Lecuona riding the

works machine, opting instead

for Binder meaning the South

African will take on the role of a

factory MotoGP rider alongside

the experienced Pol Espargaro.

Lecuona, meanwhile, will

assume Binder’s position at the

Tech 3 KTM team.

This arrangement must

have involved some intense

negotiation, as Binder had

already put his signature on a

Tech 3 contract, and KTM would

have had to do some convincing

to get that changed. This

move by the KTM factory does

illustrate the faith they have

in Binder’s riding – after all;

they could have moved Miguel

Oliveira to the works team and

taken his year of experience

with them.

“It was clear that our plans

for 2020 needed to change

following our mid-season

announcement,” commented

Pit Beirer, the KTM Motorsport

Director. “After some thought

and talks, we decided to

move in this direction and let

the young, hungry guys with

good experience in the other

categories of MotoGP show

us what they can do. Brad is

a rider that has made his way

through the KTM structure, and

we have no doubt whatsoever

that he can walk into the

Red Bull KTM team and keep

showing that same style and

never-give-up attitude we

have seen for a long time.”

Mike Leitner, the Red Bull KTM

Team Manager, reiterated: “I’m

super-happy with the duo we

have for 2020. We had a long

discussion about it, but finally,

I think it is a good decision that

KTM made. In Pol, we have a

very strong rider who has made

good results for us, and we’ve

seen in the other categories

what Brad is capable of with our

bikes. He is one of the young kids

that has come through the rank.

It will be a big challenge for him,

but I think he will have a great

future in MotoGP.”

Binder will ride with the Red

Bull KTM MotoGP team for

the first time during the first

post-season test at Valencia

on 19 November 2019, and our

editor Rob will be right by his

side which means we will bring

you exclusive behind the scenes

access from the test in our next

issue. Make sure you keep a look

out on the RideFast Facebook

page as Rob will be bringing you

some great footage from the

entire Valencia race weekend

and MotoGP test.

Don’t forget about our Meet and

Greet event with Brad and other

top SA riders on Saturday the 7th

of December.

Come meet the new

MotoGP Factory rider!

We as RideFast magazine are

proud to announce our annual

SA Stars Meet and Greet event

to be held at Ridgeway Racebar

on Saturday the 7th of December

this year. It’s an event we have

hosted for the past 3 years now

and this time it will feature a

full factory MotoGP rider - Brad

Binder will once again be the

headline act and will be joined

by his brother Darryn Binder

and other top SA riders such

as Steven Odendaal, Sheridan

Morais and others.

Brad and Darryn will have their

new merchandise on sale for

the first time to the public, so

don’t miss your chance to get

your new Binder gear and have

it signed on the night. There will

be loads of rider gear on auction

on the day - boots, gloves, knee

sliders etc. - so make sure you

bring some cash!

SAVE THE DATE! Saturday the 7th of December 2019 - you do not want to miss out on the event of the year!

Come meet and greet some of SA’s top stars including the Binder Brothers at our Annual Meet and Greet

event held at Ridgeway Racebar. Loads of signed riders gear up for grabs in the auctions as well as the new

Binder merchandise on sale for the first time!!!



Brought to you by

Oliveira left “Disappointed”

after Binder KTM deal.

Miguel Oliveira couldn’t hide his

disappointment at KTM’s decision to

give rookie Brad Binder the vacant 2020

factory MotoGP seat.

Oliveira, doing an impressive job at

the satellite Tech3 squad during his

own debut premier-class season, was

the obvious initial choice to take over

following Johann Zarco’s early exit

from the official team.

KTM then seemed to be leaning

towards handing the role to test rider

Mika Kallio, who is finishing this season

in place of Zarco.

But in a surprise twist, Binder - due to be

Oliveira’s Tech3 team-mate - will now

go straight to the factory MotoGP team

alongside Pol Espargaro next year.

It’s a decision that has left Oliveira

clearly disgruntled.

The Portuguese had been prepared to

remain at Tech3 for a further season if

the factory wanted the vast experience

of Mika Kallio, but can’t understand why

Binder is a better choice than him.

“KTM approached me during the Misano

GP and, they weren’t really asking me

anything or giving me the option, they

just said that there was this seat that

was available in the factory team and

they were thinking about putting Mika

there,” Oliveira explained on Thursday at

Phillip Island.

“And I said, well if it’s Mika [getting the

ride] I think it’s completely fine for me,

because I had built a good relationship

with the [Tech3] team and I think it

doesn’t make sense to make the switch.

“In any case, you know we were

supposed to have a factory bike this

year that didn’t happen until recently

and who knows about next year?

This is the thing I want to look at, the

KTM relationship in the long term

and having chosen a rookie and a guy

[Binder] who is the same age as me

makes me feel a bit like I’m not worthy

enough to be there.

“But it’s their decision and I respect it.

And it doesn’t change any single thing

on my mind of being here and doing

the maximum.”

Oliveira, who found out KTM’s plans

last Friday at Motegi, explained

that being in the official team not

only means getting the latest-spec

machinery but having a guiding hand in

development of the RC16.

“The thing is, when you are offered

the factory seat there are many other

things at stake, like first of all you are

guaranteed that you have a factory bike,”

said Oliveira.

“Secondly, you are more involved in the

development of the parts and you get to

try many things, which for me as a oneyear

experience MotoGP rider made

more sense to be there [than Binder].

“But it doesn’t make sense to them and

this is the thing where we disagree. But

again I respect that. There’s nothing I

can do.”

Another area where Oliveira and KTM

seem to disagree is over the decision

to put another rookie, Iker Lecuona, in

place of Binder as Oliveira’s new Tech3


“I think it was a rush move. Basically

he’s for sure a fast rider in Moto2, he

has shown it a couple of times. But you

know it was something that I think was

forced,” Oliveira said.

“It was never the ideal plan for KTM

and for the whole project. But it’s

something that was made to do and

maybe it will be a positive surprise next

year and he can maybe also be fast on

a KTM. We’ll see.”

Oliveira is 16th in the world

championship, as the second-best KTM

rider after Espargaro, with a best race

finish of eighth place.

World SBK news:

Camier to Barni

Ducati while GRT

Yamaha get two

new riders.

The Barni Racing Team has announced Leon

Camier will join the outfit for the 2020 FIM Motul

Superbike World Championship (WorldSBK).

Camier will ride the Ducati Panigale V4 R, making

it his sixth different manufacturer during his

WorldSBK career, while he’ll experience his first

taste of the bike during the upcoming 13-14

November tests at MotorLand Aragon.

“I am very much looking forward to the new

challenge in the next season,” Camier. “I will use all

my riding and development skills to achieve toplevel

results together with Marco and his team.

“They have a close relation to the factory, are a

very passionate, engineering-driven group with

focus on results and I believe we will work well

together. Having said that, my focus now is first

to finish the season as strong as possible in Qatar

with my current team.”

The British ace departs Moriwaki Althea Honda,

the squad’s future uncertain after the Honda

Racing Corporation confirmed it will enter an inhouse

factory team to be spearheaded by Alvaro

Bautista. Who the 2nd rider in that factory team

will be is still undecided.

GRT Yamaha signs Caricasulo

and Gerloff for 2020 WorldSBK

GRT Yamaha has signed Italian Federico

Caricasulo and American Garrett Gerloff for the

2020 Motul FIM Superbike World Championship


Caricasulo is already familiar with the GRT

Yamaha squad, having contested the WorldSSP

category with them in 2017 and 2018, while he’s

currently ranked second in the championship

standings with one round remaining aboard the


24-year-old Gerloff was the MotoAmerica

Supersport champion in 2016 and 2017 before

joining the Yamaha Factory Superbike Team in

2018 and 2019, most recently finishing third in the

championship standings.

Current GRT Yamaha rider Marco Melandri will

retire at the conclusion of the season, while

Sandro Cortese’s future remains uncertain.



2019 Michelin Moto GP incentive

trip Buriram Thailand.

It was with great excitement

that 20 Michelin retailers set

off for the Michelin MotoGP in

Buriram, Thailand on the 2nd

October. After almost 30 hours

of travel, which included a

6-hour bus trip from Bangkok

to Buriram, our group of

enthusiastic travelers arrived

at the Hotel and in true Michelin

fashion the view from the hotel

room was the Chang Circuit!

Saturday morning rolled around

and after a short shuttle to the

circuit everyone was astounded

at the Michelin VIP hospitality

lounge right above the pits.

During the course of the day the

South African delegation was

treated to a meet and great with

Factory Ducati Rider Andrea

Dovizioso, exclusive visits into

the KTM, Yamaha, Suzuki and

Ducati pits, pit lane walks and

a very informal sit down with

the legend Randy Mamola. The

team were amazed as he shared

his very personal insight into

MotoGP. Randy is still doing

extremely fast laps on the Ducati

two-seater MotoGP bike and

scaring the life out of motorcycle

enthusiasts around the world at

over 60 years of age!

The layout of the Chang circuit

combined with the Michelin VIP

access allows you to ‘bump’ into

riders and many of our dealers

made it their mission to get as

many photos with the riders

and signatures on memorabilia

as possible. Henry from RBS

Yamaha even managed to get

a Marc Marquez signature on

an official timing sheet after

he had just won his 8th world


Before we knew it race day had

arrived and the racing did not

disappoint! It started off with the

Asia Cup, the Easts version of the

European Red Bull Rookie Cup.

Putting a bunch of testosterone

poisoned youngsters on Moto3

bikes made for GREAT racing.

Then it was the turn of our very

own Brad Binder who made an

amazing pass on the last lap for

second place leaving a Michelin

VIP lounge full of proud South

Africans! And as if that wasn’t

enough we had the privilege

of watching the Marc Marquez

8 Ball show as he won his 8th

world championship, which

left all feeling like they were

witnessing history in the making.

Monday morning had come

way too quickly and saw a very

weary group board the bus and

head back to Bangkok where the

afternoon was spent exploring

the city on Tuk-Tuk’s with

extremely enthusiastic… (Shall

we say)… pilots. Let’s just say if

you think our minibus taxis are

dangerous in South Africa, you

haven’t experienced a Tuk-Tuk in


A late afternoon ‘cruise’ on long

boats powered by turbo charged

V8 Diesel motors allowed for a

very different view of the city,

exposing both the opulence and

extreme poverty of the city. One

thing that was evident was the

abundance of Buddhist temples

and with 98% of the population

being devout Buddhists what

really stood out for all was the

A group pic with Andrea Dovisiozo.

Variety of transport available...

Words: Ryan Robertson Pics: Everybody that went with

Brought to you by

extremely humble and polite

nature of everyone we dealt with.

Finally, we spent the proverbial

“one night in Bangkok…” but what

happens in Bangkok stays in


Now you may ask yourself, how

the heck did these lucky guys and

girls get selected to go on this

trip of a lifetime? Well, firstly it is

only for legitimate bike shops and

then they have to qualify through

their sales and promotion of

Michelin tyres into the South

African motorcycling market. The

criteria is based on the following:

VOLUME SALES, so all dealers

stocking and selling significant

quantities of Michelin motorcycle

tyres and the winners in this

category were:

Bike tyre Warehouse

Trac Man (Paarden Eiland)

Bikers Warehouse

Trac Man (Belville)

Wicked Cycles

Tazman Motorcycles

Bavarian BMW (BMW incentive)

GROWTH, so dealers who

have shown sales growth and

increased stock holding volumes

and the winners here are:

Just Bike tyre (Cape Town)

Renata/tyres (Zinniaville)

Raceworx KTM

Wheelie Inn

Moto Tyres

LUCKY DRAW, self-explanatory

and the lucky winners were:


Biking Accessories

RBS Yamaha

JMD Superbikes

Moto Mate (Edenvale)

Insane Bikers

Fan favourite - The Doctor.

A sit down with the legend Randy Mamola.

The delightful Mpho from Mate Edenvale

& Boksburg and friendly Autny Liz of Bike

Tyre Warehouse in Midrand





“SPORT FORCE+ is a safe, dynamic and rider

friendly tyre. It ensures immediate grip, fast

and easy steering and high corner stability.

It also helps to steer the bike and provides

consistent performance through its

lifetime.” That’s the official blurb from Mitas

themselves about their Sport Force + tyre –

a tyre aimed at sportbike riders for the road.

We decided to put them to the test

around the track – the perfect and easiest

way to put mileage and test the capabilities

of the tyre. While they are not track focused

tyres by any means, the Mitas Sport Force

+ felt solid out on track, exactly what one

would/should expect from a good sport

road tyre. Front end steering was easy

and agility was in abundance. The rear, at

full lean angle, was a bit more resistant

but never let go unsurprisingly. As you can

see by the pictures, grip was not a real

issue, decent amounts of lean angle were

reached. Heading into the corners was solid

and confidence inspiring, it was only at full

lean angle for a while where the tyres did

suffer a bit. But again, these are not track

focused tyres and you won’t be finding

yourself at full lean angle for long periods

out on the road.

As with all good sport road tyres, the

Mitas offer huge mileage with a harder

center, while the side walls are a slightly

softer compound offering grip in the turns.

The tyres heated up really quickly and

held the heat well. Stability under braking

was for sure the tyres best attribute out

on track, which is a good sign as that’s

ultimately what you want out on the road -

A good solid feel from the tyres.

We clocked up over 200km of track

riding and the tyres wear was phenomenal.

Typically, harder road pressures had to be

run to get the best out of these tyres so

we found them best set at 2.3 cold at the

front and 1.8 at the rear. Mitas has a full

breakdown of the best pressures to be set

for different use on their website - www.


We were left impressed with the Mitas

Sport Force + tyres, having never heard

about them we were very hesitant heading

into this test but they performed admirably

on the track which is not their home ground.

They are tyres aimed at the road sportbike

rider looking for grippy, long-lasting tyres

that are affordable and that’s exactly what

they are. AT only R2857 for a set of the 120

front and 190/55 rear that really is a bargain

and well worth a look next time you in the

market to replace your sportbikes tyres.

Mitas SA - 041 822 3344.

“Stability under braking was for

sure the tyres best attribute

out on track, which is a good

sign as that’s ultimately what

you want out on the road”


2020 BIKES


‘Naked’ is the new black for 2020!

There seems to be a theme ahead of the 2020 season.

Big, powerful, supercharged naked bikes with wings seems to be the

in-thing, with Kawasaki and Ducati taking the covers off their 200hp

plus hyper-naked machines.

While there a host of other machines recently released it was very

much the two big naked bikes that stole the show.

Ducati also revealed a host of new and updated models for 2020,

including a new V2 Panigale and their new range of V4 superbikes

which now come standard with wings - as if they needed any

more updates!

Over the next few pages we will bring you unrivalled coverage of all

the 2020 machines released from the past couple of weeks.

This is part one of our 2020 bikes special, next month we will bring

you all the latest releases from the EICMA Show, where hopefully

we will be showing off the new Honda CBR1000RR, amongst others.



New Streetfighter V4

N E W D U C A T I S T R E E T F I G H T E R V 4


The new

Italian Stallion is

ready to fight!


After teasing the

world with a naked V4

Streetfighter machine at

the Pikes Peak race earlier

this year, Ducati finally

unveiled their latest jewel

to the V4 crown - The V4


After more than a year of

endless development and

testing, Ducati has finally rolled

out its 2020 Streetfighter V4 during a

well-attended world premiere in Rimini,

Italy, on October 23, 2019.

Still gorgeously wrapped in the

Ducati signature deep red skin, the new

Streetfighter V4 appeared on center stage

with a more powerful stance and whoa—

we see a set of aerodynamic wings!

Nope, the Streetfighter has no plans of

flying up in the sky. Those four angular

winglets attached to the radiator edges

are meant to keep this 208hp road bike

stable at high speeds.

In principle, they have the same

purpose as the winglets on the

Desmosedici race bikes that crank out

more than 250hp. They generate up to

28kg of downforce to keep the front

wheel pinned to the asphalt at 270kph.


Yes, there is a pillion

seat as standard for

those brave enough to

go on the back.

Both the engine and the front monocouque frmae come

directly from the Panigale V4 and the Streetfighter is stripped

of anything not deemed necessary to obtain that authentic

“streetfighter” style. This includes the higher handlebars

and separate light unit, which, for Streetfighter V4, is a

combination LED DRL and projector light setup located low in

front of Ducati’s naked superbike.

Ergonomics, More

Comfort, More Control

Above: The main difference

between the two flavours

of Streetfighter V4 is in

the suspension, with the

base model getting fullyadjustable

suspension while

the Streetfighter V4 S gets

electronic suspension lifted

off the Panigale V4. Of note is

the power output of Ducati’s

naked superbike, which gets

208 hp at 12,500 rpm and 123

Nm of torque at 11,500 rpm

from the liquid-cooled 1,103 cc

Stradale V-four engine.

Of course, the track-ready

2020 Ducati Panigale V4

S has its own set of biplane

winglets, too. It was the

Ducati team that first used

these winglets in MotoGP;

the other teams just followed

suit. The new winglets on the

Streetfighter and the Panigale

are almost identical to the firstgen

aerodynamic wings used by

the MotoGP team, but were later

modified for safety reasons.

Elsewhere, the new

Streetfighter V4 looks quite

unique and extraordinary,

especially with the application

of what the Ducati styling

department describes as the

“Joker’s face” for the bike’s

fascia. The dual LED headlamps

feature sleek, tiny winglets, too.

Obviously, just the aero

kit is not enough to keep the

bike stable when the rider

pushes to the limit. The new

Streetfighter V4 is equipped

with an agile rolling chassis

that’s similar to that of its

Panigale V4 racing sibling.

Also, a road bikes like

this must provide a solid,

comfortable perch for the

rider, prompting Ducati to pad

the seat with 60mm of foam

versus the Panigale V4 S’s

25mm cushioning. As regards

safety, the Streetfighter

has an impressive suite

of performance-oriented

electronic aids: cornering ABS,

traction control, slide control,

wheelie control, power launch,

quick shifter (up/down), engine

brake control, and an electronic


High Power

The new Streetfighter V4 is powered by a 1103 cm3 Desmosedici Stradale

engine. In this configuration the 90° V4 delivers 208 hp at 12,750 rpm, an

unrivalled power level within the naked segment, perfectly in keeping with

the all-out character of the new Streetfighter V4. Maximum torque is 123

Nm at 11,500 rpm, practically unchanged with respect to the Panigale V4.

Dedicated engine mapping lets riders safely make the most of Streetfighter V4

performance on the road.

Power and torque can be raised to 220 hp and 130 Nm by fitting the full-racing

Ducati Performance exhaust by Akrapovič that also reduces weight by – 6 kg.

Brembo supplies Stylema

M4.30 Monobloc front

callipers on 330 mm semifloating

discs while a 245

mm diameter disc on at back

is stopped with a two-piston

calliper with ABS Cornering

EVO as standard. A full suite

of electronics is supplied

including Evo 2 traction

control, wheelie control,

slide control, engine braking,

power launch and up-anddown


Check out those wings?!

No doubt they are

needed to help keep

this beats nose from

pointing to the sky.

Compared to the Panigale V4, the riding

position - with an above-ground height of

845 mm - has been redefined as per the

specifications of a naked model. In keeping

with streetfighter culture, the semihandlebars

have been replaced by a high,

wide bar that, together with a seat with

60 mm of foam thikness and moderated

footpeg position, ensures sports-style

comfort during inner city rides and the

control needed to tackle country roads or


While maintaining many of the Panigale’s

stylistic features, the tail is supported by a

steel subframe and has been redesigned to

enhance passenger comfort and give the

rider more lengthways space.



The latest-generation electronics package

on the Streetfighter V4 is based on a 6-axis

Inertial Measurement Unit (6D IMU) which

instantly detects the bike’s roll, yaw and

pitch angles.

The electronics package has controls for

every part of the ride: some oversee start,

acceleration and braking, others govern

traction and others again lend a helping

hand on corners and out-of-the-corner


• ABS Cornering EVO

• Ducati Traction Control (DTC) EVO 2

• Ducati Slide Control (DSC)

• Ducati Wheelie Control (DWC) EVO

• Ducati Power Launch (DPL)

• Ducati Quick Shift up/down (DQS) EVO 2

• Engine Brake Control (EBC) EVO

• Ducati Electronic Suspension (DES) EVO

Operational parameters for each of these

controls are associated by default with

the three Streetfighter V4 Riding Modes.

Riders can personalise parameters to suit

their riding style or restore Ducati factory

settings. DTC, DWC, DSC or EBC control

levels can be adjusted quickly via the left



Boasting of a dry weight of

178 kg – closer to 200 kg ready

to ride – the Streetfighter V4

boasts of a 1.17 hp/kg powerto-weight

ratio. With this,

Ducati chief executive officer

Claudio Domenicali says the

Streetfighter V4 is 25% more

powerful than its closest


At the heart of the

Streetfigher is a 208hp 1,103cc

Desmosedici Stradale V4

engine derived from the Ducati

MotoGP powerplant. With an

impressive dry weight of only

178kg, the new model has

a power-to-weight ratio of

1.17hp/kg, pushing out a

mamouth 208hp as standard.

This number is increased

further with the race use only

titanium Akrapovic exhaust that

boosts power to 216 hp while

losing 4 kg in the process.

The power delivery in the

Streetfighter V4 is notably

different from the Panigale V4

with 14% more torque sent to

the rear wheel at 100 km/h.

Compared to the previous

model Streetfighter, the

Streetfighter 1098, torque takes

31% bump at 100 km/h. This is

achieved not with making any

modifications to the engine

but by simply changing out

sprockets for a bigger plate at

the rear wheel and a smaller

cog at the gearbox while fuel is

carried in a 16-litre tank

Offered in two variants—the

base Streetfighter V4 and the

Streetfighter V4 S are the latest

jewels of the Ducati line which

will be available in SA beginning

April 2020. Do you think it’s

worth the long wait and the

price? We certainly do, and we

hope to crack the nod to the

world launch of this machine

which should be any day now.

Contact Ducati SA on

012 765 0600 for more info.


Ducati Panigale V4 models get

V4R aero and wings for 2020

Ducati have announced an updated version of the

Panigale V4 and V4 S models for 2020.

The updated bikes incorporate the aero design of the

brand’s Panigale V4R homologation racer including a

new fairing and also wings.

Alongside this are suspension changes aimed at

making the bike’s performance more accessible with

added stability under braking and smoother power

delivery at corner exit.

The 2020 V4 models will also get the DTC Evo 2

traction control system found on the V4R and the

2019 V4 25° Anniversario 916.

Prices are unsurprisingly up from the 2018 models

and we hope to see the new bikes here in SA around

Jan/Feb next year.

The V4 and V4 S will sit alongside a new addition

to the Panigale family in the shape of the 959cc

Panigale V2, featured below.

New Ducati Multistrada

1260S Grand Tour

The 2020 Ducati Multistrada 1260S GT (Grand Tour) was revealed

at Ducati’s World Premiere in Rimini, and the biggest news is

what’s missing - there’s no radar-guided cruise control.

This special version of the 1260S is geared for maximum rider

comfort, with a centre stand, panniers and a dedicated seat all

standard-fit. Riders also get heated grips, additional LED lights, a

handsfree petrol cap and tyre pressure monitoring.

The colour scheme is matt Sandstone Grey with Ducati Red

wheels and fairing trims.

All other specs are the same as the 1260S, and as you’d expect

the V-twin engine’s specifications are the same too.

Another Ducati

Scrambler - Icon Dark

added to 2020 range

Ducati upgrade 959

to Panigale V2

The Ducati Panigale V2 is a new name for the 959.

It gets a completely new design following in the

tyre tracks of its V4 big brother, and features

advance electronics alongside the promise of

better rider comfort and safety.

There’s a single-sided swingarm and a new

exhaust design with a single-side end pipe.

It sits atop revised Pirelli Diablo Rosso Corsa II

rubber, with the suspension reworked to offer

better comfort for road use.

The Superquadro V2 motor is Euro5 compliant

and gets a 5bhp power hike, with an

accompanying 2Nm of twist. The heady 153bhp

arrives at 10,750rpm.

Its electronics package includes cornering ABS,

anti-wheelie, quickshift up and down the ‘box,

traction control and engine brake control.

A trio of riding modes are on offer - Race, Sport

and Street - and they are selected through the

4.3-inch TFT screen.

Ducati have today announced a new Scrambler Icon Dark

model will be joining their 2020 line-up, aimed at providing a

more affordable entry-point to their retro range.

Based on the existing 803cc air-cooled Ducati Scrambler Icon,

the new machine will arrive in dealers in soon and will be

priced as the cheapest mid-sized Ducati retro (price TBC).

The Dark Icon features dual-channel cornering ABS like the

other 803cc Scramblers, alongside LCD instruments including

a gear indicator and fuel level.

Finished in matt black, with a black twin-spar trellis frame and

seat with a grey rim, the new machine also includes a steel

teardrop fuel tank, complete with interchangeable aluminium

side panelling.

Continuing the black theme is a die-cast aluminium swing

arm, rounded mirrors and 10-spoke alloy wheels, which

come as an 18in front and 17in rear and are shod with

enduro-inspired Pirelli MT60 RS tyres, as found on the


Ideal for tackling the urban sprawl in style, the new

bike comes with a manageable seat height of 798mm

and weighs just 175kg dry. This is aided further by wide

handlebars and a relaxed seating position, as well as

a modest power output of 72.5bhp. A hydraulic clutch

also features, alongside an adjustable lever.

Away from performance, the new bike is also fully

compatible with the Ducati Multimedia System, allowing

you to connect your smartphone directly to the machine,

in order to listen to music, make calls and more.

New Diavel 1260 S Red:

So Good To Be Bad

For 2020, the colour range of the Diavel 1260 has been updated. The standard

version is now available in total black: the Dark Stealth colouring includes

matt black for the superstructures, which is combined with rims, frame and

mechanical parts also in black with different finishes. The S version, on the

other hand, is available in Ducati red with white graphics, alternating with

black parts, giving the Diavel 1260 a new sportiness, without sacrificing the

style that distinguishes this model.


N E W K A W A S A K I Z H 2



OK freaks, here’s your naked,

supercharged Kawasaki Z H2.

Design Concept: SUGOMI & Minimalist

The styling of the Z Series flagship Z H2 was shaped according to its

SUGOMI & Minimalist design concept. Its dynamic crouching form,

which calls to mind a predator poised to attack, and the asymmetric

Ram Air intake on its left side are elements of its fiercely intense

and highly individualistic SUGOMI design. Its compact chassis is the

product of a minimalist design philosophy, with all functional parts

shown simply, without flourish, and made as small as possible.

Conversely, the prominent display of the new steel trellis frame its

aluminium pivot plate only underscores their importance – both

functionally and as styling elements. Finally, when discussing the

Z H2’s styling, the significance of the Kawasaki River Mark emblem

displayed on the headlamp cowl should not be forgotten. Its use,

an honour permitted only for machines powered by supercharged

engines, confirms the Z H2 as a flagship model.

Kawasaki has

finally dropped

the supercharged

super-naked it’s

been threatening to

unleash for several

months now. The Z

H2 melds the looks of

recent Kwaka nakedbikes with the

197-horsepower lunacy of the blown

H2 motor, and it’s not for the timid.

Unveiled at the Tokyo Motor Show,

the new Z H2 will be an absolutely

wild machine to ride. We still giggle

to ourselves, sometimes in public,

thinking of what the original H2 did

to time and space when we held

the throttle open. The first half of

the tacho was butter-smooth and

manageable, and the top end was a

crazed slingshot rush of lunacy.

Well, the Z H2 (terrible name, by

the way), has had its motor slightly

remapped from the way it appeared

in the H2 SX, resulting in a good thick

dollop of extra torque below about

7,000rpm, and a slight dip in power at

about 8,500rpm before the slingshot

action kicks in to take you to the same

197-horsepower peak just before the

redline. At this point, you’ll either hit the

standard quickshifter for another wild

race to the redline, or button off for a

breather and enjoy the chittering chirp

of the supercharger winding down.

As far as looks go, it’s probably

about what you’d expect, retaining the

Transformer robot looks and gogglelike

headlight mask of bikes like the

recent Z1000, but beefs up the frame

with extra lurid green trellis lines. The

H2’s signature mirrored grey paint


job remains, offset with some lighter and

darker matte grey bits, and the engine ...

well, it’s not pretty to look at, but that’s

hardly going to deter the sick puppies that

want to ride this thing.

There’s a full-color TFT dash, including

smartphone connectivity. There’s a ride-bywire

throttle and inertial management unit,

enabling goodies like cruise control, traction

control, multiple power modes, launch

control, ABS and Kawasaki’s KCMF cornering

management system, which helps you keep

a tight line through a corner by managing

brake force, bike pitch and engine power in a

lean angle sensitive fashion.

Suspension, as on the H2, is by Showa,

including the top shelf Big Piston Forks

and a fully adjustable shock. Brakes are big

Brembo monoblocs, and you’ll be glad they

are. Lights are LEDs.

The Z H2 doesn’t take the crown of world’s

most powerful production nakedbike off

the MV Agusta Brutale Serie Oro and Ducati

Streetfighter V4, but it pays to remember

that a simple ECU flash can unlock an easy

50-odd horsepower from the H2, and with

more extensive exhaust and intake work the

engine’s good for at least 300 horsepower

in the H2R.

It also pays to remember that 200-odd

horsepower is an absolute lunatic’s number,

and the fact that it’s available on motorcycles

at all – let alone street-focused nakedbikes

like these – is either a sign that we’re living

in a golden age, or else one of the four

horsemen of a coming apocalypse. Bravo

either way!

The Z H2 will definitely be making its way

to SA, when and how much we are not too

sure about just yet. You can try contacting

your local dealer for more information, but

we suspect the bike will only hit our shores

around Feb/March next year and will come

with a price tag close to or over R300k.

Electronic Cruise Control

Kawasaki’s cruise control system allows

a desired speed to be maintained with the

simple press of a button. Once activated, the

rider does not have to constantly apply the

throttle. This reduces stress on the right

hand when travelling long distances,

enabling relaxed cruising and

contributing to a high level of riding

comfort. Operation of the Electronic

Cruise Control is conveniently activated

from the left handle.

Smartphone Connectivity

This model is equipped with a smartphone

connectivity function, which enables

connection via Bluetooth. Since the system

can be accessed via Bluetooth technology,

there is no need to connect cables, which

means that convenience is dramatically

improved. In addition to checking machine

information and recording and downloading

logs, settings such as Riding Mode can be

prepared remotely.

A Bluetooth chip built into the instrument

panel enables riders to connect to

their motorcycle wirelessly. Using the

smartphone application “RIDEOLOGY THE

APP,” a number of instrument functions can

be accessed, contributing to an enhanced

motorcycling experience.

Advanced Electronic Systems

that Support Vehicle Control

The Z H2’s advanced electronics package

includes numerous electronic control systems

such as KTRC, KCMF, and KIBS, as well as an IMU

that provides chassis orientation feedback to

KIBS and KTRC. These rider-support systems

offer the peace of mind to handle the power

of the supercharged engine, while providing a

wide range of information. In addition, Electronic

Cruise Control and KQS further enhance riding


In addition, a choice of three Power Modes, and

integrated Riding Modes that link KTRC and

Power Mode are extremely easy to operate,

allowing riders to focus on their ride.

Fat-Type Handlebar and Handle Switches

Mounted on the strong, supple fat-type handlebar, left and right handle

switches let riders make setting and display changes without releasing

the grips. The left handle switch is used to operate the Electronic Cruise

Control, make meter display changes, and update settings, while the right

handle switch is used to access to the machine setting menus.

Full-Colour TFT LCD screen

The instrument panel comprehensively displays various information

on the full-colour TFT LCD screen. It also has functions that can help

you manage daily vehicle operating status and schedule for long

distance riding. Display functions include a digital speedometer, gear

position indicator, shift indicator, odometer, dual trip meters, fuel

gauge, remaining range, current/average fuel consumption, outside

temperature, coolant temperature, clock, Economical Riding Indicator,

IMU indicator, KIBS indicator, boost pressure and boost temperature.

All LED Lighting

All the lights – including the headlamp,

taillight as well as turn signals and license

plate lamp – are equipped with LED bulbs.

Low power consumption and high durability

improve maintainability while providing

high-light intensity and high illumination.

The light’s vivid colouring contributes to

excellent visibility from the surroundings,

significantly contributing to enhanced night

riding safety.

The frame mounted headlamp also

influences the styling around the front and

creates an innovative look that is different

from previous naked models.

Single intake

You will notice that the new Z H2 only

features one intake on the left hand side of

the bikes. This is to allow air to flow through

to help cool the Supercharger. It is a bit

weired that there is only the one...

Trellis Frame

Able to harness the full power of the

supercharged engine, the Z H2’s specially

designed frame offers a combination of

high-speed stability and light handing that

facilitates control when riding in the city

or on twisty roads – seemingly contrary

characteristics. The compact frame, an

ideal basis for the form of a naked model,

has a high-level balance of stiffness and

flexibility, allowing a wide range of riding

situations to be tackled.


Supercharged Engine

Manageable Power Delivery at all speeds

thoroughly pursued to achieve a power

unit that enables you to experience the

high output of 200hp. When displacement

is increased in order to gain more power,

this usually results in increased size and

weight, which diminishes the merit of any

power gained. The Z H2 eliminates this

problem by using a supercharged engine.

The DOHC 16-valve 998 cm3 In-Line Four

Balanced Supercharged Engine generates a

high maximum power of 200hp while also

being lightweight and compact. It produces

intense acceleration unlike anything a

naturally aspirated engine can provide.

Brake System

To be easy to ride at low and medium speeds, as well as high speeds, the Z H2

needed a brake system that matches its performance. The front brakes are

gripped by Brembo M4.32 monobloc calipers. Machined from cast aluminium

blocks, their highly rigid one-piece structures boast strong braking force. The

calipers are radially mounted, further contributing to their high performance.

The Nissin master cylinder, fine-tuned with Kawasaki original settings, offers

functionality perfectly matched to the Z H2’s character, enabling riders to

not only control deceleration from various speed ranges, but also to use the

brakes to initiate weight transfer to change the bike’s posture on corner entry.


and the slip action reduces

wheel hop and chatter under

aggressive downshifts and

heavy braking.

New Styling

The design of the 2020 Street

Triple RS gets subtle but

noticeable updates. The sharper

new headlights are brighter, and

more conspicuous incorporating

LED daytime running lights.

The overall silhouette of the

bike remains familiar, but there

are distinctive touches which

lend the new Street Triple RS

fresh appeal. New fly screen,

air intake, side panels, rear unit,

seat cowl and belly pan all have

been distinctly updated. The

silencer has also been restyled

for the 2020 model, making it

sporty and compact, and with a

carbon fibre end-cap.

Top-spec cycle parts

The 2020 Triumph Street

Triple RS features top-spec

components including Brembo

M50 brake calipers, gripping 310

mm front discs, as well as Pirelli

Supercorsa SP tyres. Suspension

includes fully adjustable Showa

big piston forks with 41 mm

diameter and 115 mm front

wheel travel. At the rear, there’s

a fully adjustable Ohlins STX40

piggyback reservoir monoshock,

with 131 mm of travel.

Updated tech

The improved TFT instruments

have second generation

graphic schemes and better

functionality with Bluetooth

connectivity, optional GoPro

control, turn-by-turn navigation

and phone/music operation.

Five riding modes can be

switched on the fly, and each

individual riding mode adjusts

throttle response, ABS and

traction control settings.

The TFT screen angle can be

adjusted for optimum visibility

to suit rider height.

Triumph’s engineers have incorporated learnings

from the 765 cc Moto2 engine and incorpoarted

those in the 2020 Street Triple RS.

N E W T R I U M P H S T R E E T T R I P L E 7 6 5 R S


Gone are the weird shaped lights and replaced with less

weird shaped lights, but, most importantly, this naked

bike shares the same DNA as that of the Moto2 racer.

The design has been given an update as well with new

LED headlights which are sharper and more angular.

The 2020 Triumph Street Triple RS has been

unveiled and the new model gets several

important changes, including updates to the

engine, bodywork and electronics. The 2020

Street Triple RS needed an update, primarily to

meet the upcoming Euro 5 emission regulations,

but more importantly, it was only a matter of

time before Triumph Motorcycles’ experience

as the engine provider for the Moto2 class will

see manifest in production models. The 2020

Triumph Street Triple RS is the first of that

example, with leanings from the Moto2 engine

introduced in the updated Street Triple. Here’s

what we know about what all has changed on

the new Street Triple;

The updated engine

gets lighter internal

components, making for a

more responsive throttle,

and also gets a new, freerflowing

exhaust for a more distinctive sound.

But more than that, the in-line, three-cylinder

engine now makes 9 per cent more mid-range

power, complemented also by 9 per cent

more mid-range torque, resulting

in what is certainly going to be

crackling mid-range performance.

In numbers, peak power is just

north of 121 bhp at 11,750 rpm, while

peak torque us rated at 79 Nm at 9,350 rpm.

765 cc Moto2 Engine

The most significant change on the 2020

Triumph Street Triple RS has to be in the

powertrain. The engine isn’t exactly the same

Moto2 class 765 cc, in-line three-cylinder motor,

but Triumph’s engineers have used a lot of

learnings from the Moto2 engine and applied

those to the Street Triple’s engine, which is, in

essence, derived from the 765 cc, Moto2 engine.

Updated gearbox and clutch

The gearbox has been updated too with

shorter first and second gears for quicker

acceleration. And now, there’s a standard

up/down quickshifter, which enables

smooth and comfortable gear changes

while maintaining the accelerator

position. A slip and assist clutch offers a

light clutch lever action to reduce lever effort,

The world launch test of the new Street Triple RS has

already taken place. Sadly, no SA journos were sent by

Triumph SA, which is a bit silly, but the new model is

expected here in SA early 2020.

Brembo M50 calipers and fully adjustable

suspension on the 2020 Street Triple RS.



MM93 Austin Riding Shoes

The perfect everyday riding shoe for all you Marc Marquez

fans that looks and feels great both on and off your

bike. Featuring new performance innovations adapted

from decades of R&D experience in the highest level of

motorsports, the Marc Marquez inspired Austin Riding Shoe

is lightweight and incorporates class-leading protective

features, both inside and outside. The Austin Riding Shoe is

constructed from a lightweight, durable microfiber chassis

and comfort-giving interior mesh, resulting in an aggressively

styled road racing shoe offering performance, precision,

flexibility and structural integrity.

From Fire it Up at R2999. (011) 467 0737

MM93 Rio Hondo Tech Shell Textile Jacket

Another stunning piece from the MM93 Collection - The Rio

Honda Tech Shell is designed for urban riding and has internal

Kevlar reinforcements on the shoulders, back and elbows for

abrasion resistance, with CE-certified Bio Lite protectors

on the elbows and shoulders. Comes with three

waterproof pockets and a detachable hood.

Available in red and black.

From Bike Kings at R6400. (012) 271 0070/1

MM93 Gearbag &

Jerez backpack

Packing for a trackday can be a huge task with

plenty of gear needing to be packed - helmet,

boots, gloves, undersuit, socks, visors etc.

These things take up a lots of space, lucky

for you Alpinestars has a really cool gearbag

designed especially to help you cart all your

gear around with plenty of space available

and wheels with a handle to help wheel

along. And if you are a Marquez fan you will

particularly love this new gearbag.

To help pack some extra little goodies there is

also the Jerez backpack available, which is also

perfect for the everyday ride helping keep all

your documents and gear safe.

From Fire it Up (011) 658 0208

Gearbag R5499 - Backpack R2599

MM93 Rio short glove

& Twin Ring glove

The perfect gloves to go with the rest of the

range. The Rio glove is a short styled leather

glove with all the protection and style needed

for those who don’t like the feel of a long

glove going over your jacket. It fits perfectly

under most riding jackets including the

matching Rio textile jacket featured above.

The Twin Ring glove is a full leather glove

also featuring all the protection and style

one could possibly want from a glove.

The Twin Ring glove is also available in


From Fire it Up (011) 658 0208

Rio Short R1799 - Twin Ring R2999



MotoGP Art by Michael Rogers

If you are a fan of MotoGP then these amazing hand painted

designs are for you. Michael Rogers is the man behind this

amazing art. He hand paints these original design and them

makes a limited run of prints available for the public to purchase.

Pictured here are some of his latest creations - Marquez, Rins

and Rossi. The Rossi painting is the latest of the lot and is selling

for only R985 (each) for the first 30 prints, thereafter they will

sell at R1250 (each).

The Marquez and Rins designs are priced at R1,200 per print.

Then there are still a few Dani Pedrosa (only 10 left), Nicky

Hayden, Marco Simoncelli and Andrea Dovizioso, while there

are still a few Brad Binder Moto 3 Champ (all signed by Brad)

still available. Make sure you check out his Facebook page

for these and other great designs - www.facebook.com/


This a Christmas special EXCLUSIVE to RideFast magazine

readers as the prints are normally priced at R1850 each. Mention

RideFast Magazine when calling to get the discounted price.

All prints carry a certificate of authenticity. Price excludes

postage at R100 per tube or one can arrange collection.

Framing can be arranged at a cost.

Michael along with his amazing art will be at our Brad Binder

Meet and Greet event on Saturday the 7th of December.

Tork Craft 26PC

Spanner set in case

A must for any and all bike riders and

men in general, this 26 piece spanner

set from Tork Craft has every single

spanner you will need perfectly fitted

into a versatile carry case for easy use.

The full range of Tork Craft tool are of

the highest quality and these spanners

are no exception. We here at RF have

this exact set and it has come in very

handy on many occasions.

No more lugging around a bunch of

loose spanners, with this set you have

every spanner you need in a case, so no

more loosing them.

From www.pocketbikesa.co.za

Price R1,495

Email michaelrogersart@gmail.com or call

074 101 5000 to order






Where Does He

Go From Here?

At the tender age of 25 this motorcycle racing genius is set to break ever record ever set in the

history of MotoGP and after wrapping up his 8th title the question now is where to from here?

Words by David Emmett

What was impressive about Marc Márquez

wrapping up his sixth MotoGP title in seven

years was not so much that he took the title

with a win (as outstanding as it was), but how

he got there in the first place.

Márquez’s record after Thailand is almost

unparalleled in the MotoGP era: 9 wins, 5

second places, and a single DNF. Márquez’s

sole DNF came when he crashed out of the

lead in Austin, a result of the engine braking

problems the 2019 Honda RC213V suffered

early in the season.

The only rider to have done anything like

this before was Valentino Rossi in 2002. Then,

in the first year of the 990cc four strokes,

Rossi won 11 of the 16 races, and took 4 second

places, with one DNF, caused by a problem

with his rear tyre.

It was Rossi’s third season in the premier

class, a year after winning his first title aboard

the 500cc two stroke Honda NSR500.

To find other parallels, you have to go back

further in time. In 1997, Mick Doohan won 12

races out of 15, finishing second in two more

and not finishing in the last race of the year, his

home Grand Prix at Phillip Island.

Before that, there was Freddie Spencer,

who won 7 races in 1985, finishing second in 3

more, crashing in Assen and choosing to skip

the final race in Misano.

To find greater dominance, you would have

to go even further back, to the days of Giacomo

Agostini on the MV Agusta, who either won or

retired in every race he started in during the

period from 1968 to 1971.

Closer than ever

Márquez’s 2019 season stands above all

of those, however, for the sheer level of

competitiveness of the current era. When

Agostini was racing, the MV was in a league of

its own, the Italian regularly lapping the rest of

the field.

In 1985, Spencer’s only real opposition

came from Eddie Lawson, and from his own

successful attempt to secure the 500cc and

250cc titles in the same season.

Mick Doohan faced little competition

beyond his teammates Tady Okada and Alex

Crivillé in 1997, racing against a handful of

riders on non-factory Honda NSR500s, underpowered

Yamahas and Honda V-twins.

The gap between the podium was huge

in that era. The difference between first and

third was under 10 seconds in only 5 of the 15

races that year. And it was over 20 seconds in

6 of the 15.

The advent of the four strokes helped

shrink that gap, as did Valentino

Rossi’s instinct for showmanship.

But even then, the Honda RC211V

was head and shoulders above the

competition – indeed, a case could

be made that the RC211V is the best

racing motorcycle ever made.


The average gap between first and

second is nearly nine tenths closer in

2019 and in 2002, but the real difference

is with the rest of the field. In 2002, the

gap between first and third was nearly 9

seconds, in 2019 it is less than half that.

The top five were covered by over 20

seconds in 2002, now, that same gap

covers the first nine riders.

Better Bikes, And More of Them

The biggest difference is in the breadth of

competition in 2019. In 2002, only Honda

and Yamaha were capable of winning

races, whereas in 2019, Honda, Yamaha,

Ducati, and Suzuki have all won races.

The field only really became more

competitive at the end of 2002, when

Honda started handing out RC211Vs to the

more successful satellite riders, Daijiro

Kato and Alex Barros. In 2019, if you take

away Marc Márquez, there are seven or

eight riders in with a shot at winning.

What makes Márquez’s 2019

championship stand out even more is the

performance of riders on the same bikes.

In 2002, there were three Hondas in the

top four, and Rossi’s teammate Tohru

Ukawa finished third.

This year, the next Honda is Cal

Crutchlow in ninth. In 2002, the RC211V

racked up a total of 14 wins with three

different riders, in 2019, only Márquez has

won on the RC213V.

In 2002, the Honda RC211V was widely

regarded as the best bike on the grid. In

“He had his physiotherapist come

to live with him, and had physio on

the shoulder four hours a day, every

day except Christmas

and New Year.”

2019, even Honda’s technical director

Takeo Yokoyama acknowledged that

they had built a flawed bike with a lot of

horsepower, knowing that Márquez would

ride his way around the problems and find

a way to win.

“In the winter time, what we tried to do

is, we knew that we had the best rider in

the world, and so we gave him the power,”

Yokoyama said. “Because if you don’t have

the power in the middle of the straight,

you can’t do anything.”

“Even the best rider in the world can’t

do anything. So we concentrated in the

winter time to give him as much power as

possible, knowing that there will be some

other problems. But we decided, OK, the

problems will come, but again, he’s the

best rider, so maybe he can manage.”

Coming Back from Injury

He had to manage from the start of

the season with a shoulder that was

still recovering from serious surgery in

December 2018. So bad was his shoulder

last year that when the anaesthetics

rendered him unconscious, his shoulder

spontaneously dislocated, Dr. Mir, the

surgeon who operated on Márquez said.

Recovery was harder than expected,

despite Márquez working as hard at his

recovery as he normally would at preparing

for a season. He had his physiotherapist

come to live with him, and had physio on

the shoulder four hours a day, every day

except Christmas and New Year.

Even then, the rehabilitation

took longer than either Márquez

or Honda had hoped. At the

Sepang test, he was at only 50%

readiness, rather than the 80%

Honda had expected.

It was Jerez before he

recovered the strength he lost

over the winter, and the summer

break before he was completely

without pain.

To do all this – dominate the

season on a bike only he could

ride, while still weak and in pain

from major surgery, and never

finishing lower than second – is

as near to perfection as it is

possible to get for a MotoGP rider.

Early this year, I asked

Márquez if he believed he could

ride a truly perfect season,

winning every race. “Nothing

is impossible, but it’s very, very

difficult,” he replied.

“Now I would say ‘it’s nearly

impossible’. Because the way

that the championship is,

everything is very equal, and if

you just slip a little bit in FP3 you

are not in the QP2 directly. In

Montmelo for example I finished

ninth in FP3.”

“Everything is very equal,

and to be very strong in all the

races and to have the perfect

bike is impossible. And now

that everything is very equal,

one manufacturer will be

faster in this racetrack, another

manufacturer in another


“The most important thing

is find the compromise for all

racetracks and try to be on

the podium. Trying to be on

the podium in all the races is

possible. But win all the races?

Mmmm, very difficult.”

Kindling the Fire

So where does Márquez

go from here? The biggest

question for the Repsol

Honda rider is whether he can

maintain his level of ambition

to keep on winning races and

championships. The past is a

poor guide here.

In 2005, when Valentino Rossi

seemed able to win at will on the

Yamaha M1, a sweet-handling

bike which was obviously

inferior to the Honda RC211V, he

started toying with the idea of

a switch to F1, and lost focus on

development for 2006, going on

to lose that title to Nicky Hayden.

Mick Doohan, on the other

hand, went on to dominate

1998 nearly as completely as he

“To do all this – dominate the

season on a bike only he could

ride, while still weak and in pain

from major surgery, and never

finishing lower than second – is as

near to perfection as it is possible

to get for a MotoGP rider.”

had in 1997. Only serious injury

stopped him in 1999, a huge

smash in Jerez effectively ending

his career.

Where does Marc Márquez

fall between these two

extremes? Márquez is more

Doohan than Rossi, always

taking the win rather than

risking losing out by engaging

in battle. Márquez has a hunger

for victory that outdoes even

Doohan, and it does not look like

being sated any time soon.

So he will have to find new

targets to chase. In Thailand,

after winning the title, he already

named a couple of targets. His

aim was to try and finish on the

podium or win in both `Japan and

Australia, he did just that.

In past seasons, he has

managed to crash out of races

after wrapping up the title

(though sometimes, like last

year, through no fault of his own).

The next aim is to wrap up the

constructor’s and team’s titles.

The constructor’s should

be easy enough, but the fact

that the Repsol Honda team is

only a few points behind the

factory Ducati squad in the team

standings is remarkable.

The standings are determined

by the combined points of both

riders in each team: Márquez has

scored 375 of the Repsol Honda

team’s 398 points.


Can he repeat again next

year? Right now, it doesn’t

look like anyone is capable of

stopping Marc Márquez from

winning another title. Andrea

Dovizioso came closest in 2017,

but that was when the Ducati

Desmosedici had a serious

horsepower advantage over the

Honda RC213V.

This year has seen a new

generation of challengers rise,

with Alex Rins, Fabio Quartararo,

and Maverick Viñales taking

the fight to him. But Rins and

Viñales seem flawed, lacking the

consistency that Márquez has

worked so diligently on in 2019.

That leaves Fabio Quartararo.

Talk to people inside Honda, and

they will tell you Quartararo is

the only rider Márquez is truly

afraid of, because Quartararo is

not afraid of him.

The Frenchman has been

quick since the beginning of the

season, but in the last few races,

he has really taken the fight to

Márquez. If Yamaha can find a


nice chunk of horsepower over

the winter, Quartararo could

make life very difficult indeed for

Márquez next year.

That, perhaps, is just the

motivation Márquez needs.

Where Márquez and his team

have been so strong in the past

few years is in their attention to

detail. That expresses itself in

a number of ways. In strategy:

they were the first to try doing

three runs in qualifying, rather

than two, giving Márquez an

extra shot with a new tyre.

They also use FP2 as race

preparation, not bothering to

throw a tyre in at the end to

ensure passage to Q2. They

prefer to concentrate on race

pace under conditions as similar

as possible to the race, chasing

times in the morning sessions of

FP1 and FP3.

In preparation: Márquez

and his team turn up to each

race with a plan to minimize

time lost. They try to cut down

the tyre choices as quickly as

possible, preferably before the

weekend even starts, preferring

to concentrate on understanding

tyre wear over race distance

rather than going back and

forth between similar tyres to

see if one has marginally better

performance than the other.

Márquez, too, is constantly

working on his preparation,

using his training to try to further

hone his technique and look

for ways to improve. He rides

motocross and a lot of dirt track,

and not just on ovals.

To go from this massive crash on the Friday in

Thailand to winning the race and the MotoGP

title on Sunday was truly spectacular!

Around Spain, more and

more dirt tracks are springing up

with a mixture of left and right

corners, and Márquez uses this

to get a feel for how the bike

reacts. And he works on sliding

the front, feeling when it goes,

always at the limit in his quest to

understand just how grip works

on a motorcycle.

Pushing the Envelope

Marc Márquez has moved

the bar in motorcycle racing,

like all great riders who came

before him. The challenge he

now faces is that the riders

coming after him have grown

up watching him race, studying

him on video, reading about his

training techniques, working to

emulate him.

He has gone from upstart

chasing the champions who

came before him – the Valentino

Rossis, the Jorge Lorenzos, the

Dani Pedrosas – to being the

champion the young upstarts

are coming after. He caught

riders who carried the target

on their backs, and has now

transferred it to his own.

Márquez is not yet done

winning. Though he has no

real sense of his legacy – no

riders do: if you gave them

a choice between winning

a championship but being

forgotten, and becoming a legend

while not winning again, they

would choose the silverware

every single time – there are still

targets left to achieve.



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Can Fabio Quatararo be the man to take the fight to Marquez in 2020 and beyond?

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Fernandez, Remy Gardner, Fabio

Di Giannantonio join Quartararo,

Rins, Viñales, Jack Miller, Miguel

Oliveira in taking on Márquez?

Can his younger brother Alex

continue the remarkable

progression he has made in

2019 to challenge Marc in 2021

and beyond?

We may be in the middle

of the Marc Márquez era in

MotoGP, but that doesn’t mean

the rest will just lie down and

accept defeat. The Cannibal may

still have an insatiable appetite

for victory, but he has a whole

army of talent arrayed against,

trying to stop him.

Consistency was an objective

for 2019, and one he and the

team fulfilled admirably. Bar

the crash in Austin, of course:

an error Márquez can try to

eliminate for 2020 and beyond.

We are in the middle of the

Márquez era, with little sign of it

ending. Marc Márquez will keep

winning, and should pass Mick

Doohan as the most successful

Honda rider in the next race or

two, Márquez currently having

53 premier class victories on a

Honda to Doohan’s 54.

Giacomo Agostini’s premier

class haul of 68 wins is not far

off, while Márquez is just 11

victories short of Angel Nieto’s

total of 90 wins in all classes.

Next Generation

That will take Márquez another

couple of seasons, and on

towards his thirties. By then, we

will have a better idea of just

how much of a challenge Fabio

Quartararo can put up against

the current King of MotoGP, and

also get a sense of the coming


2021 could see wholesale

changes in MotoGP, with the old

guard making way for young

blood. Cal Crutchlow will be

gone, Valentino Rossi could be

gone, even Jorge Lorenzo and

Andrea Dovizioso could have left

MotoGP by then.

Can Brad Binder, Jorge

Navarro, Luca Marini, Augusto



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BMW recently invited us along


for the launch of 3 new bikes in

Mpumalanga. We sent Glenn

Foley along for the ride. He came

back smiling. Quite a lot actually.

Pics Rob Till and Glenn Foley

When I saw this launch invitation

come along, it was an easy choice

to accept and tag along. These are

absolutely my kind of bikes – real

world machines that can be ridden

every day. And with the advent of

that new gen boxer engine that I felt

at the GS launch earlier this year –

BMW’s have suddenly become very

interesting to me.

New Gen: Some techy stuff.

The latest evolution of its liquidcooled

boxer features increased

capacity, delivering more power

with the new ShiftCam variable

valve lift and timing system. The

new boxer boasts a peak torque

number of 105.5 pound-feet at

6,250 rpm that ensures supremely

strong and very smooth throttle

response at any rpm, in addition

to a smoother ride thanks to its

improved balancing shaft.

You can google all of that – but in

my opinion, the new engine is truly

a revelation that has suddenly given

the BMW Boxer bikes a massive


BMW has capitalized on the

new tech by dressing the Boxer in 5

different sets of clothing.

Everyone is familiar with the GS

1250 which really is a new dawn

for the Adventure market – but,

the clever guys in Munich also

decided to look after the road riding

fraternity with four other bikes,

all powered by that amazing new

boxer engine.

The bikes:

Lined up at the scenic Kruger Park

international Airport for our riding

pleasure were three models: The

very svelte naked R 1250R, the

gorgeous half faired R1250RS and

the R1250RT tourer.

Lots of tech: Two riding modes,

ASC and Hill Start Control as


There are two riding modes

available as standard on all

models in order to be able to

adapt the motorcycle to individual

rider preferences. The standard

Automatic Stability Control ASC

ensures a high level of riding safety

due to the best possible traction.

The set-off assistant Hill Start

Control is likewise a standard

feature in all models, enabling

convenient set-off on slopes. And

that’s really handy on bigger bikes

like the GS and the RT.

Optional equipment also


“Riding Modes Pro” is now available

as an optional equipment item,

featuring the additional riding

mode “Dynamic” and “Dynamic Pro”

(configurable), and Dynamic Traction

Control DTC. DTC enables even more

efficient and safe acceleration,

especially when banking.

ABS Pro offers even greater

safety when braking, even in

banking position. The new Dynamic

Brake Control DBC provides

additional safety when braking, also

in difficult situations, by avoiding

unintentional accelerator activation.

By means of intervention in

the engine control, drive torque is

reduced during braking so as to

make full use of the braking power

at the rear wheel. This keeps the

motorcycle stable and shortens the

braking distance.

On all of the bikes, the ABS is

unobtrusive – as it is supposed to

be. We all turned on the seat and

handlebar heaters as soon as we

had to swap bikes – and that raised

a couple of chuckles. Naturally we

used the electronic quick shifters

- they are perfect and are a great

touch on any modern bike.

Numbers Game: The “R” and the

“RS” – If you love engineering and

physics – read this.

Glenn with Team Bee Em.

The R1250R and the R1250RS

share the same basic chassis

with the only difference

represented by 0.6 of an inch

in wheelbase—the R 1250 R

spanning 59.6 inches while the

R 1250 RS goes to 60.2 inches.

The difference comes from the

0.6 inch less tri-clamp offset at

the R 1250 R steering geometry.

In fact, given the same

27.7-degree steering axis rake,

the R 1250 R front end geometry

features a 4.98-inch trail while

the R 1250 RS is happy with

a 4.36-inch trail. Possibly the

BMW chassis specialists moved

the front wheel back on the R

1250 R to increase the amount

of weight bias to the front to

compensate for the lack of the

downforce the fairing generates

to keep the R 1250 RS nose

down at speed and that does

not assist the naked R 1250 R.

The Ride:

We were loosely arranged into

separate groups, allocated

time slots for each model and

pointed in the direction of the

marvelous twisties that only

Mpumalanga offers.

Country Trax man Aldo van

der Walt sorted some really

lekker routes out of Mbombelo,

twisty roads that hug the

mountains and wind through

the suburbs. These routes

eventually took us past the

Ngodwana paper factory – and

up onto the Kaapse Hoop pass.

We were warned to watch out

for wild horses – and guess

what? After 25 odd years of

riding this road, I finally got to

see them. In fact, as we came

zooting around a sweeping

corner we found a young foal

standing nonchalantly in the

middle of the road watching the

A trio of Boxers.

herd of Beemers whizz past,

while the adults hunted for

green shoots along the side of

the road. Too cool!

This led to a quick unplanned

stop for photos and… Man! I am

constantly reminded why we live

here! South Africa has so much

to offer – especially if you ride a


The route wound its way

along some of the most famous

passes that all motorcyclists

in this neck of the woods love

- and we soon found ourselves

heading into Sabie.

The 1250R

From R161.400

For this leg, BMW allocated me

the 1250R. Mine was the green

one – but it is available in 3

different coats of paint. In my

opinion, the white, blue and red

one needs to make its way into

our garage.

If you are a naked bike fan,

you’d be hard pressed not to

like it. Its compact size belies

the fact that it is powered by a

massive 1250cc engine. It feels

small and light – and it’s easy to

get your legs onto the ground.

It’s really comfortable too – the

bars and controls are perfectly

placed – and the foam that they

have used on the generous seat

is comfortable – not too soft

and not too firm. Up front in the

cockpit you get a cool TFT dash

that transmits all the info that

you need to know at a glance.

This bike is so much fun. Not

a maniac like a conventional

inline four but it has oodles

of bottom end torque and

it accelerates quickly and

smoothly through the

quickshifter - to arm stretching

speeds, without revving to the


I chickened out at about

195kph – that’s plenty fast for

a naked.

There is a reason that so

many adventure riders love the

Boxer engine. It’s all about a low

centre of gravity. This bike turns

so well and handles like it’s on

rails. A brilliant, fun to ride grin

stretcher for which you simply

do not need an excuse to take

for a ride.

Love it, love it! Please Mr

bank manager…

Kaapse Hoop is a

pretty spot...


Pop into the Sabie Valley Rider Academy next time you are in Sabie.

Thomas explains the intracasies of the GS to Lance...

Sabie Riding Academy:

Upon entering Sabie, we

stopped in at the Sabie Riding

Academy for a refreshment

brake. The academy is built out

of shipping containers - too cool!

Thomas Böhm is the operations

instructor at this scenic training

venue situated in the forestry

town of Sabie, Mpumalanga,

gateway to the famous ‘22’ road,

and offers On-Road & Off-Road

Academy courses that are aimed

at Motorcycle Enthusiasts and

accommodates from novice to

more experienced riders. They

will also assist anyone in the

area who might need some

assistance. Next time you are

in the area – pop in and say



At the academy, we traded

bikes. I have to mention that I’d

grown quite attached to the R – it

fits perfectly, but in the name of

scientific edification, I reluctantly

agreed to let it out of my sweaty

paws – and I assumed the

position on the faired RS.

Mpumalanga Twisties:

More of the same – everywhere

you look there is another corner

and yet another gorgeous

view as we blitzed our way

down the escarpment towards

Sudwala’s neck. The Lowveld

is pretty dry at the moment.

At the time of penning this,

we are all kind of hoping for a

storm or two just to alleviate

the brownness of it all. These

routes gave us the opportunity

to open up a bit – and in what

felt like a heartbeat, we arrived

at our lunch destination at the

Summerfields Kitchen.

The R1250RS

From R176 400

I have always loved the look

of the RS. I remember seeing

the very first 980cc ones that

they used in the Boxer cup. In

my opinion, they were styled

ahead of their time and I was

always fairly determined that

I’d own one.

Sadly, as often happens,

this never came to pass – so

this was the perfect time to

make up for this deficit. Read

everything that I said about the

Naked R. Remove a fraction of

the hooligan, refine the bike a

little bit and include a fairing

and screen.

Naturally, because the bike is

fared, you tend to go a bit faster

– and we easily saw 225KPH

before chickening out this time.

The screen is easily adjustable

up and down via a clip that you

can move while you ride. Simple

and effective. Very comfortable

with awesome, useable torque

in all applications. This is another

bike that you could commute on

every day – and then head out

for longer adventures on the



I need to chat a bit about

Summerfields. Summerfields is

a working macadamia Nut Farm

that happens to have a luxury

lodge – and a Gin Still on the

property. We were treated to a

picnic type lunch on the banks

of a babbling brook (OK waxing

lyrical now…), and then we were

taken on a tour of the nut plant

and the Gin Factory.

It’s really interesting - and if

you find yourself in that neck of

the woods, go and say hello. The

visit was topped off with a gin

tasting on the banks of their dam

– non alcoholic nogal!

A pretty cool, interesting

visit that we’d probably had

never seen if we did not ride



Summerfields was the spot

where we swapped bikes again

– and this time I climbed on to

the big daddy R1250RT.

A fuel stop in White River –

and we were on our way back

to the airport. Proceedings were

delayed by a bit of a smash-up

en route – it looked as if one of

the trucks ran out of brakes and

donnered into a median barrier.

Nothing serious, but it could not

have happened at a better spot

to cause delays.



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At the famous Mankele venue near Sudwala...

We arrived back at the

airport just in time to sample

a very welcome ice cold craft

beer before heading back to the

big smoke…

The R1250RT

From R191 900.00

Everything about this bike is

designed for comfort and long

distance touring. I appreciate the

fact that it is not nearly as bulky

as something like that Goldwing

that we rode earlier this year.

We were all quite surprised

that the RT does not share the

modern TFT screen. This one is

equipped with a digital analogue

setup. Apparently BMW

Germany ran a survey amongst

consumers and feedback was

that people in that bracket/

age-group/whatever, prefer the

older gen setup.

Sadly the routes from the

farm were not ideal for testing

a bigger touring bike like this

– lekker – but quite tight and

narrow – no real open road

where we could open up a bit.

This is a good thing coz, we’ll

need to borrow it again soon.

The afternoon was creeping

to a close and we needed to

get back to the airport. The sun

was baking – and lots of traffic

meant that everyone kind of

took it a bit easy as we went

along. Different bikes were

fitted with different screens,

both adjusted via a button

on the bars. One of the other

guys moaned a bit about the

heat and the lack of airflow to

your chest. The one I rode had

a shorter screen – still warm,

but on the lower setting it was


The RT is such a comfortable

bike – and although it is the big

daddy of this pack, it’s still quite

nippy, easy and fun to ride. It’s

also a lot calmer than the other

two Boxers.

I know – same engine and

all that, but it’s very chilled to

ride. Smooth, predictable, all the

things that make a big tourer like

this so comfortable.

Please BMW – I need to pop

the missus on the back and take

her to the Gin farm again. I need

to try out the sound system

nav system. I want to fill those

panniers up and head out for a

proper weekend away…

It’s a luxurious, smooth, big

girl that begs to be ridden again.

Go and check them out at

your closest BMW dealership.


Summerfields is beautiful... The bikes pretty cool too...

Interestingly, the RT still has

digital analogue clocks...


||| TESTED: BMW C400X Words: Glenn Foley, Sean Hendley | Pics: Sean Hendley & Tristan Foley


Engine: 350cc water-cooled single cylinder four-stroke,

four valves per cylinder, single overhead cam

Power: 33.5bhp @ 7,500rpm

Torque: 35Nm @ 6,000rpm

Wheelbase: 1565mm

Max speed: claimed (139 km/h)

Seat height: 775mm (760mm option available)

Kerb weight: 204kg

Tank size: 12.8litres

Build quality – from the stainless steel exhaust to the bodywork – is of very high quality and the amount of storage space is impressive.


Sleek, sturdy and stylish.

RideFast is synonymous with hyper

bikes that most of us can’t even begin

to use to their full potential. So what’s

a scoot doing in here then? Well, go and

ride one - and you’ll understand.

This is BMW’s latest

superscoot, the C 400X - and it

is, well, super.

“Wow Dad! What scooter is that

in the garage?”

“It’s the new BMW boys, and

you just leave it alone!”

“Flip but it’s beautiful! C’mon

dad can’t we ride it?”

“Boys, it costs 120k – NO! Go


That lasted all of a day – and

before I could blink, my older

son Tristan, who was left at

home to study… took off on it

while his folks were out and

about. Sadly for him, he left the

ignition on when he parked it,

we checked the mileage and he

was properly bust!

We had this scoot parked at

our offices for a full week - and

guess what?

Despite the fact that we had

a selection of other superbikes

and adventure bikes knocking

about, when we needed to go

somewhere - the scoot was



Well that’s quite easy to answer.

Quick, comfortable convenience.

Pop on a lid, hop on the bike

and off you go. No fussing

with leathers, worrying about

where to park or anything of

the sort. Everyone should have

a scooter like this. Those not

open to the idea that a scooter

is as much an exciting form of

two-wheeled transport as a

motorcycle will try to point out

that you could buy a “real” bike

for the price. To be quite frank,

our lot even battled to justify

the costs when big scoots first

made their appearance. But,

think about it: Bike or scoot,

both have a huge amount of

development and engineering

going into building them. The

engine might sit in a different

place on a scooter (which takes

more development), but it still

has a piston, four valves and

a heap of electronic controls.

It still has a carefully designed

chassis, brakes, suspension and

bodywork. In fact, many of the

parts on the C400X are shared

with those from BMW’s larger

machines, like the distinctive

headlight and filler cap that a

very ‘GS’ esque. This is not the

little scootertjie that you might

remember the young ladies at

high school riding. The big cc

scoots are so much more - and

BMW has packed this one with

some real high end stuff that

adds to the seriously cool factor.

Check out the TFT display

– as found on most modern

motorcycles. Complete with

Bluetooth that links to your SCS

headset. BMW is particularly

proud of the C400X’s ability

to link to your smartphone

using the ‘Connectivity’

package. This brings a TFT

display and very easy to use

multi-function controller.

You can also use the multicontroller

to skip back and

forth through music on your

phone, and make and receive

calls with full access to your

contact list on the scooter’s

display. By downloading the

BMW Motorrad Connected

app from the iOS app store or

Google Play, up to five different

phones can be connected to

provide sat-nav directions

to the dash. The app on your

phone will also allow you to

find where you last parked,

check the weather, see where

the nearest petrol station is,

and view various data from the

machine, including mileage,

riding time and average speed.

Also shown is when your next

service is due. Record your

rides, navigate, AAARGH! You

need to play with it all – tech

overload for the plebs in this

here office. Electronic Fuel

Injection is the norm these

days. ABS - just like any

modern motorcycle.

The C400X features BMW’s

Flexcase; when riding, you

can fit an open-face lid into

the front of the boot, as well

as documents, shopping etc.

When you stop, a lever allows

the rear to drop down into the

space above the rear wheel

that lets you also fit a full-face

helmet in. The bike won’t run

with this down as it reduces

rear clearance. The boot is

opened with a button when

the ignition is on, as are the

two cubby holes at the front,

one of which has a small DIN

socket for power. It’d have

been nice to find a USB power

outlet here, but an adaptor

will give you the ability to plug

your phone in. Our test scooter

featured keyless ignition, a

heated seat and grips and LED

daytime running lights. Just like

the big Brother BMW’s. See, we

told you, lots of tech fitted into

this package. Cool Huh!

Power: It’s all about the ride.

A liquid cooled 350cc engine

accelerates you rapidly to the

140kph mark at the twist of a

throttle. Seamless, powerful

power transfer through the CVT

system all the way. CVT simply

means it’s a gearless twistand-go.

A transmission belt

is carried on two expanding

pulleys that effectively change

the gear ratios constantly

and seamlessly. Peak power

is quoted as 33.5bhp at 7,500

rpm, with torque hitting 35Nm

at 6,000rpm. Yamaha’s 395cc

XMAX400 makes 32.6bhp

at 7,000rpm and 36Nm at

6,000rpm. Engineers at BMW

say that the new 350cc engine

was developed to give a good

balance of performance and

economy, with the added

benefit that the layout has

the flexibility to work for both

smaller and larger capacities.

The Connectivity system gives directional arrows on the dash, while the app is well featured


Twin front discs are bitten by

four-piston radially-mounted

Bybre (Brembo) calipers –

combined with the large rear disk

they offer excellent power. The

two-channel Continental ABS

works well; small wheels are

harder to keep in contact with the

ground, and the ABS activates

easily, but even when grabbing

a handful of front brake at high

speed, the C400X is very well

controlled and feels really safe,

the ABS pump pulses gently.


While a lower seat is available

as an optional extra, we all

found the standard 775mm

seat to be just right. The riding

position feels pretty familiar

and natural to someone used

to big scoots, though you don’t

have the room to stretch your

legs out quite like you can on

the larger super-scooters.

More than comfy enough, even

for our six foot something Sean

and your feet are tucked away

by the fairing to give the bike a

more aerodynamic design. The

engine is mounted on rubber

bushes, which BMW claims

eliminates vibration without

reducing rigidity, makes sense

– they’ve been doing it in cars

for decades and decades… and

they work – there’s no vibration

at all from the motor when

moving (you can feel it pulsing

at a standstill), and the mirrors

are completely still, definitely a

very refined feel.


Ride impressions.

The C400X handles very well.

The chassis has a 50/50 weight

distribution, and the telescopic

fork and twin rear shocks give a

really comfortable yet firm ride.

Smacking into the odd pothole

doesn’t feel nearly as harsh as

you might expect from a scooter,

and even when we accidentally

launched the scoot over a

lurking speed bump it didn’t get

too out of shape. Loading the

aforementioned youngster on

the back when we fetched him

from school, we did notice that

the rear suspension could be a

bit firmer… it bottomed a bit on

the bumps. The rear shocks are

adjustable, we checked them

out – standard they are on the

softest setting, so if you are

going to carry a pillion, stiffen

up the back a bit. It is a fairly

simple task. In traffic, the C400 X

is great fun, with a tight turning

circle and easy handling.

On open roads, the 400cc mill

pulls well and is great much fun

in twisty bends. There’s a lot of

fun to be had on a twist-and-go

like this. Freeway work is easy,

She’ll sit at 130/135kmh all day

and even at an indicated top end

of 145kph, the engine never felt

stressed and the wind protection

is very good even with the little

windscreen. The scoot also feels

extremely stable. According

to the book, the CX weighs in

at 204kg. It carries its mass

extremely well, without feeling

‘big’ or top heavy.

Sean Says:

It is no secret that I have

always been a huge

protagonist for

smaller cc bikes

and scooters.

Don’t get me

wrong, I really

enjoy the big

powerful stuff;

they separate the men

from the boys, get your

adrenalin pumping

and sort out your

relationship with

whatever deity you

choose to believe in. The

smaller cc bikes, I think,

improve your riding skills

because the power is not

intimidating thus you tend to

push harder, try the corner

faster with more lean angle

and later braking accelerating

out earlier so when you get

onto more powerful stuff

“On open roads, the 400cc mill

pulls well and is great much fun in

twisty bends. There’s a lot of fun to

be had on a twist-and-go like this.”

you are more skilled and

confident. The same is true

for scooters and DCT bikes,

but my passion for scooters

goes way back to the late 70’s

ad early 80’s. My old Man had

a Lambretta 150cc, I was into

the Mod’s and Rockers culture

and these were the bikes of

choice. Always wildly modified

and customized, ridden with

piss pot lids and

generally just a carefree way of

riding. My mates always used

to tease me with the old joke,

“What’s the similarity between

doinking a large lass and riding

a scooter ….. both fun until

your mates catch you!”, let me

tell you, do not underestimate

a large lass in the sack.

Things have changed

however, the best golfer in the

world in not white,

the best rapper in the world is

white and there are more cars

parked outside the local pub

on a Sunday than outside the

church and the likes of Justin

Bieber is considered a super

cool rock star. However, not

everything is messed up in the

world today, scooters are still

cool and that negates a lot of

the other nonsense.

The BMW C400X is that

scoot, it reminds me of all

these ‘Cross’ and ‘X’ cars

like the Polo ‘Cross’, Livina ‘X

Gear’ and Sandero ‘Stepway’,

standard cool little hatch

backs with slightly raised

suspensions, rugged black

fender over riders and

meaty bumper making

them look a bit tougher

and ready for

anything. The

C400X has a

similar aesthetic

with a GS inspired

headlight, windshield

& duck bill front fender,

tougher looking footwells,

big chunky wheels, stepped

seat and black body

over riders below the

pillion grips and rear

carrier. It almost has a bit

of an off road appeal about it,

needlessly encouraging us to

find the odd dirt road short cut

here and there.

Glenn mentioned its comfort

and ergonomics even for my

stretched chassis. I was really

expecting to feel a bit cramped

as I have on one or two the

other maxi scooter I have

We have a shortcut to the kids school. The C400X

handles mild off-road stuff perfectly.

tested lately, especially with the stepped seat

that kinda restricts where you sit. Honestly, it

is possibly the most comfy scoot I have ridden

to date with plenty space in the cabin for my

lanky legs, the stepped seat actually gets you

sort out your posture and sit properly without

slouching too much, giving your lower back

great support for long distance riding.

Grabbing a handful of throttle is pleasantly

surprising, the C400 whips off the line

instantaneously more like a 400cc bike than

a scooter with almost no lag from the belt

driven CVT transmission which is prevalent in

almost every other scooter I have ever ridden

making it feel like a much bigger cc scoot. I saw

a top speed, on a slight uphill with a bit of a

headwind, of 145kmh and easily maintained a

cruising speed of 135kmh all day long. Big twin

rotors upfront and a single out back bring it

to a smooth quick stop with ABS and traction

control sorting out any over enthusiastic

antics, so no cheeky slide and burn out pics

because we couldn’t turn them off. Cranking

over through corners was a lot of fun, albeit a

nerve wracking because of the relaxed sitting

position. All in all, I couldn’t really find anything

to fault the C400X on …. Maybe just the fact

that I can’t really afford one.


Overall build quality is – as you’d expect – very

high. The C400 X is made on a BMW-dedicated

production line at China-based Loncin and

materials and tolerances are of the same

standard as the bikes made in Europe. The

Bavarian company has a long and successful

history with Loncin, the F650GS and 850GS

for instance are built there. A larger-capacity

scoot like this BMW is a great choice. If you’re a

commuter who travels to work and back every

day, the convenience of boot space and the

comfort and ease of use really will appeal. She

is also more than capable at freeway speeds

or twisty back roads. If you’d like to pop your

best friend out back and go exploring on the

weekend, then this is also great, comfortable

fun. and you can pack a picnic under the seat.

As a side bar, if you have a kid that needs a ride

to school and back… this scoot is safe and fast

enough to carve through traffic and you’ll save a

fortune in time and fuel. Just, it’s a 400, so you’ll

need to check age limits for his or her license.

Like we said, go and ride one!

Priced from R120.000, the C400X is

available from your BMW dealer.




At first glance the bike

reminded me of the

Ducati Diavel. It even

sports the small

backrest for the pillion just like

the Diavel. The handlebars

sweep back like a cruiser

should with the uprated dash

sitting just above the fuel tank.

The seat is low at 720 mm and

you have feet-forward controls

putting you into a comfortable,

relaxed riding position.

Interestingly the footrests

can be adjusted through three

settings, so taller riders should

also be comfortable on the

small Zontes.

The exhaust looks stubby

with a honeycomb pattern.

However, on closer inspection

you will see that it is a plastic

shroud over the actual

exhaust. The swingarm

creates the illusion that it

pivots just above the exhaust,

but it is actually attached a

lot further forward. The rear

footrests are incorporated

into the bodywork and can be

released when needed. These

clever design elements add a

certain style to the design.

The 310-V shares the same

front wheel of the other

Zontes bikes, but the rear

wheel is noticeably fatter as

befits a cruiser. It is a 180/55

compared to the 310-X’s


One of my gripes that I had

with the other Zontes models

was the brakes. They lacked

initial bite and required a

hefty pull to affect any sort

of retardation of the bike.

Zontes have now beefed up

the brakes and the size of the

discs have also grown. This

has made a huge difference

in the stopping ability of the V.

The other major upgrade is in

the dash. The 310-X and 310-T

both had a bigger instrument

cluster than on the 310-R,

but it was still an LCD panel.

The new 310-V has a full

colour TFT screen. You have

four themes to choose from

to change the layout of the

display to your liking. That is

the thing about Zontes: every

iteration of Zontes just gets

better and better. And not just

small incremental changes.

The changes are noticeable.

Both the updated brakes and

dash will filter down to all the

other models over time.

The 310-V runs the familiar

Zontes 312 cc mill from their

other models. Power is 26 kw


Zontes have just expanded their 310 range of

motorcycles here in South Africa with their latest

offering: the 310-V. The cruiser styled V will bring

the number of 310s to four. The others are the


naked R, the faired X, the adventure oriented T.

Words & pics by Brian Cheyne


@ 9500 rpm while the torque figure is 30

Nm at 7500 rpm. The bike weighs in at 157

kg and the tank holds 15 litres of fuel. The

engine pulls strongly and even though this

bike only had 39 km on the clock when I

got it, it did not feel tight and unwilling to

move. The performance is on par with other

single-cylinder bikes in this class.

With the short suspension travel at the

back, you will notice bumps in the road.

Once out on the highway the little Zontes

had no problem maintaining highway

speeds. There is no wind protection, but

that is the nature of cruisers.

For me personally, Zontes have knocked

it out of the park with the 310-V. It looks

cool and the fit and finish is very good. The

bike will make its way into showrooms

soon, so if you are in the market for a

commuter, you must add this bike to your

test-ride list. I loved it!


Engine type: 312 cc water-cooled,

Single cylinder, fuel injected

Power: 35 hp @ 9500 rpm

Torque: 30 Nm @ 7500 rpm

Seat height: 720 mm

Wheelbase: 1488mm

Kerb Weight: 157 kg

Fuel capacity: 15 L

Price: TBA (around R79k)



Zontes Cup Championship 2020 is a GO!

There is a new exciting

motorcycle racing series

hitting the tracks here in SA

for 2020. The new Zontes Cup

Championship is set to join the

Extreme Festival Series where it

will race alongside some of the

most established motorcycle

and car categories in SA.

The Zontes Racing Cup is

a series that was created for

a specific group of riders. The

first objective of the series is

to accommodate a group of

motorcycle enthusiasts that

are at any skill level, age, male

or female. The idea to create,

within a one make series, a

competitive well organized

racing club. Because this series

is limited to a specific group and

also the number of entrants, all

participants must belong to the

Zontes Racing Club.

This club wants to provide

new riders the opportunity

to take part in a competitive

world. Arrange a recreational

monthly meeting and promote

the good image of motorcycling

in general. This is a one

make series and all Zontes

312cc model motorcycles are

authorized to participate.

Registrations for a Zontes

Club Membership are now

openat only R950 for the year,

go to this link to complete

registration - https://www.


Riders will be able to enter

a Junior or Senior Zontes

Membership. All men and ladies

are welcome to enter.

There will be four


• Juniors: Open to riders who

turns 14 years old in 2020

• Seniors: Open to riders who

are at least 21 years old on 1st

January 2020

• Overall: Based on time and

position finished from Juniors,

and Senior classes combined

• Ladies: Open to all ages

The aim of the championship will

be to declare a Club Champion in

all classes.

The upright standard bars are a bit

high for the track, but the crew from

Zontes have already made a plan to

drop them for the 2020 racebikes.

Participants will have access

to the following services

subject to approval of the

series organizers and by

presenting their membership

cards at any Zontes


• Zontes motorcycles at a

subsidized price package.

• Subsidized price on spare parts

purchased from RST less 20%.

• Tyres at cost per rider per event,

to be supplied per event, and to

be taken for said event only.

• Spares like brake pads, levers,

rear sets will be available at


• Demarcated Pit areas at each

event shall be provided by the

Zontes Cup Organization.

• 1st, 2nd and 3rd place trophies

to be supplied for two classes

(Juniors and Seniors)

• TV coverage for each event to

be negotiated with the relevant


• Website dedicated to the

series: www.zontes.co.za

• Club membership of the of

Zontes Racing Club

To be eligible for the above

services and discounts,

participation is defined as

starting in a qualifying session.

In the event of non-participation,

the Zontes Cup organizers

shall decide on eligibility for

the above-mentioned services.

Membership benefits may be

suspended in the event a rider/

member does not partake in a

Zontes Cup race meeting for 3

consecutive race meetings.

The Bike

We were invited along to

Redstar Raceway to test out

the Zontes 310 X race prepped

machine that will be used in next

year’s championship. Riders,

as mentioned, can also use the

naked 310 R as an option, but we

quite like the look of the 310 X.

While this particular bike

still has the headlights, tail light

and indicators fitted, most of

the other road going parts have

been removed. A racing decal kit

has also been fitted, which helps

give the bike that racing look.

Next year’s full-spec bikes will

be supplied with plastic race kits

with all road kit removed.

The Zontes 310 X is a real

looker in road trim but in this

racier trim it looks so inviting.

Heading out on track for the

first time and straight away

we were impressed with the

comfort of the bike. Bottom

end acceleration is spunky

from the 312cc single-powered

fuel injected motor. It climbs

through the rev range nice and

smoothly and reaches rev limiter

(around 11,000rpm) quicker

than expected. The bike still has

standard gearing fitted and this

will be the same for all racebikes

for next year. Gearing is not

allowed to be changed.

In this trim, the bike weights

around 157kgs so it’s really easy

to handle out on track. The seat

height is set at 795mm so will

accommodate the smaller riders

(like our Shez) and the upright

handlebars will also help invite

taller/bigger riders.

Handling and agility were

surprisingly good and the grip

from the Bridgestone R09’s

fitted was inspiring, but the new

R11 tyre will also be available for

next year.

Once we realized we weren’t

on a 1000cc arm wrenching

superbike and didn’t have to

square corners off and stand

it up coming out to avoid being

flung skywards, the bike was

a real treat and so much fun.

Throw it in the corner and

hammer the throttle on, that’s

pretty much all you have to do

on this bike.

The brakes did lack a bit of

bite, but we have been told the

new models for next year will

be coming out with bigger front

discs so braking will be better.

This was very much a

prototype machine and there

will be big changes for the

actual bikes supplied for next

year’s championship including

a full colour TFT display, single

sided swing arm and the bigger

front discs.

How it will work then for next

year is like this – participants will

pay a once off fee of only R71,995,

that will include everything.

Literally arrive and race, Zontes

SA will handle all entries, bike

setup and maintenance, tyres

etc. While they would prefer

riders to pay the R71,995 upfront,

they will also offer a monthly

payment of R6,495 for the year.

The new Zontes Cup

Championship really does sound

like a successful formula that

will no doubt attract riders

looking to go enjoy the thrill

of racing around some of SA’s

best circuits, while enjoying the

competitiveness out on track

and comradery off.

We look forward to testing out

the new machine and the series

once launched next year, so

keep a look out for that. For now,

if you would like any further

information feel free to visit

www.zontes.co.za or call John

Johnstone on 083 448 6901.

Shez was flying out on track... Literally.





Readers gazing upon this page’s images before the text would be forgiven for thinking

that this is the illustrious Can-Am Spyder, a ubiquitous three-wheeled stalwart in the

Can-Am line-up for more than 12 years. The Spyder set forth unto the world as a luxury

sports cruiser, offering comfort with a dollop of sporting prowess. However, this is not

the Spyder. It is the first in Can-Am’s three-wheeled tangent known as the Ryker.

Words Donovan Fourie | Pics by Meghan McCabe

People intimate with

the Spyder will note

that the Ryker is

stripped down with

a single seat and

forward footpegs; what would

be a Bobber in the world of

choppers and retro machines.

Where the Spyder attempts

to entice people of leisure

with its sophisticated looks

and the flowing lines of its

all-encompassing bodywork,

the Ryker appears unabashed

in its open leather jacket and

studded trousers, flipping the

bird at anyone who looks at it.

It’s the bad boy of the Can-Am

range, although there’s some

hidden methodology behind

that bare chest.

Where the Spyder range

will lighten your wallet in the

tune of between R440,000 and

R600,000, the standard Ryker

will leave the showroom for a

more considerate R249,000.

Of course, for this monetary

reduction, there are some

reductions in amenities. The

1330cc motor in the Spyder is

replaced with a 900cc paralleltriple

pushing a more humble

82 hp and 79.1 Nm of torque.

With a weight of 285kg – a

meagre figure considering the

size of this machine – it does

put it at a disadvantage in the

power-to-weight department.

Top speed is somewhere in

the region of 180 km/h, a

pedestrian figure given the

usual content of this magazine.

However, there is more to this

machine than top speed.

That 82 hp is transferred

to the back wheel via a CVT

gearbox, much like that

found in a scooter, meaning

the rider need only twist the

throttle at any speed and will

be rewarded with power on

tap. Also, the Ryker offers an

expectedly different riding

experience to your average

motorcycle. It’s best described

using the following analogy –

the Ryker sits on the road flat,

bereft of the ability to lean.

All this could understandably

lend itself to feeling more like

a car than a motorbike. Except

that your average sports car

weighs somewhere north of

two tons, whereas the Ryker

weighs nearly ten times less.

It’s like sitting on a luxury yacht

versus a speed boat.

On the road, the Ryker

reacts to every change in

surface, to every camber, to

every bump, every groove and

even every breeze. It gives the

rider a feeling of being entirely

connected to the road as it

manoeuvres its way through

its trials and tribulations. Also,

like a motorbike, the rider

is wholly subjected to the

elements, even more so on

the Ryker that refrains from

utilising the wind protection of

the Spyder. It means that the

rider is part of the action, not

merely a passenger. So, while

it might not win many drag

races against its two-wheeled

brethren, It does offer a

similar sense of achievement

and satisfaction.

The Ryker may not have the

features list of the Spyder, but

it does have some amenities

of its own. The handlebars and

footpegs are easily adjustable

for the perfect fit. There is a

reverse gear, two cubby holes

and an optional passenger seat

or top box that clip on behind

the rider. The CVT gearbox is

attached to a shaft drive, so

they will likely outlive their rider.

There is also the obligatory

host of electronic aids. All

three wheels have an ABS

that is collectively activated

via pushing on the single

foot brake. With this, the

handlebars are entirely lever

free, something that takes

seasoned motorbike riders

some time to get their head


around. With the twist throttle,

there is traction control and

stability control, systems that

you become acutely aware of

when pushing through corners.

In a similar fashion to a quad,

there is no leaning or countersteering,

turning is by directing

the bars in the direction of the

turn. Again, this may lead people

to feel that they are being sold

the car experience, but it is very

different from a passenger cage.

It turns on a dime, switching

direction faster than any car

would dare, causing physics

to play its role by throwing the

rider towards the outside of the

bend. With no shapely bucket

seat, the rider must use arms

and legs to stay on top of things,

hanging off inside of the Ryker

to both avoid catastrophe and

to aid it through the bend. It’s

both hard work and good fun.

Should you overdo it, the

stability control will let you

know, applying brakes to the

offending wheels and keeping

the Ryker from tipping or

sliding. We shot along the

newly-resurfaced R511 between

Diepsloot and Harties. On a few

occasions, I had that cold feeling

within my gut that I had utterly

overdone a bend and was due

to have an unceremonious

introduction to the scenery.

However, the Ryker did its thing,

applying brakes to wheels that

need it and cutting the throttle.

It caused a wobbling sensation

to run through the motorcycle

that was unsettling at first, and

yet every time doom seemed

imminent, it wobbled a little

bit and was brought back on

course. The downside of this is

that the more audacious rider

will not be able to tip it on to two

wheels in the act of bravado.

However, this is the Rally

Edition of the Ryker. In addition

to the Sport and Eco riding

modes, it also has a mode called

Rally, on account of its ability

to leave the haven of tar roads

and venture onto gravel. To

make this more achievable, the

Rally Edition is also adorned

with handguards, a bash plate,

a beefed-up chassis, KYB

suspension, rally wheels and

rally tyres. Clicking into Rally

mode turns off the traction

control, giving the rider the ability

to spin the rear wheel both on

tar and dirt. Oh yes, this is a new

dimension of fun, allowing the

rider to go full Colin McRae.

“Clicking into Rally mode

turns off the traction

control, giving the rider the

ability to spin the rear wheel

both on tar and dirt. Oh yes,

this is a new dimension of

fun, allowing the rider to go

full Colin McRae.”

The only downside is that

the stability control cannot be

switched off, so should the rider

carry too much speed, enticing

the Ryker to cock a leg, the

safety systems kick in and bring

everything in line. The trick here

is not to run too much speed

into the corner so that none of

the wheels try to lift. From there,

start opening the throttle until

the rear steps out and then Colin

is your uncle!

Of course, the Ryker says

Rally on it but please don’t

be mistaken into thinking

it will enter the Dakar. It is

strictly rally in the World Rally

Championship sense. The

ground clearance is 112 mm,

and the suspension travel is

162 mm; not really enough to

overcome a motocross track. It

does mean that smooth gravel

roads need not be avoided – in

fact, they are encouraged.

The more perceptive

reader might notice that we

have not referred to the Ryker

as a motorbike, and that is

because it isn’t one. The term

“bike” implicitly means two,

and it would, therefore, be an

oxymoron to refer to a threewheeler

by this term – it is

also why the term “quadbike”

should also be strictly avoided.

The Ryker is, by all definitions,

a motorcycle, one that can

happily line up with the ranks of

its two-wheeled kin. It is fun to

ride, a joy to behold and, now,

not as expensive.


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

Lady racer Mo

Mahope once again

impressed on her

Ducati V4.


The finale round of the Monocle Racing Series took place at a very hot Redstar Raceway.

Riders and machines had to deal with scorching hot conditions both on and off track.

David Buckham

and Mick Landi.

What started out as an idea by

a couple of guys around a table

in Misano Italy has now turned

into the most exciting and most

attended motorcycle racing

series in SA.

The Monocle Motorcycle

Racing series has been a

huge hit attracting in average

150 riders over the 7 rounds

hosted this year. The variety of

categories, limited rules and

affordable R1500 entry which

includes Friday practice and

Saturday race day is the formula

that has made it such a huge


After 6 rounds of intense,

super fun racing the finale took

place at Redstar Raceway, fitting

as that’s where the season

started off.

It was another spectacular

race meeting and even though

both riders and machines

nearly got burnt to death by the

searing heat, the pits and prize

giving was once again plastered

with nothing but happy faces.

On and off track condition

were tough to deal with.

Early morning and the windy

conditions from the night before

had thrown plenty of dust in the

circuit. The team from RSR did

an amazing job at cleaning the

track as much as possible for

the riders to enjoy and be safe.

The rest of the day was

greeted by blazing heat, which

pushed riders, their bikes and

tyres to the limit.

Overheating bikes and brakes

were the order of the day, but

New BOTTS champ

Alan Hulscher

The Shez Show loving life on the Ducati V4

thankfully no major incidents to

report so hats off to all involved.

Racing action in all classes

was once again world class, but

the highlights of the day came in

the BOTTS, Supersport 300, 600

and Superbike 1000cc classes.

The days racing action

started off with the Supersport

300s and Yamaha R3 mounted

Ryno Pretorius was looking

to be crowned 2019 champ.

The absence of title rival, Chris

Wright who was over in Spain

for Red Bull Rookies Cup tryouts,

meant Ryno was left with only

Nicole van Aswegen to try and

beat to the title. Both riders

went at it in both races with

Ryno picking up the heat 1 win

and the number 1 plate for the

year. Nicole pushes him all the

way in race one but just ran

out of steam in the final stages.

The fastest mother in the world

would have her revenge though

AJ Venter on his

Lekka Racing

Suzuki GSXR1000.

as she and Ryno put on one of

the races of the season for the

packed crowned to enjoy. Nicole

held onto the win, securing

2nd place in the championship.

Behind the leaders it was

another impressive ride by

Clinton Fourie who picked up

two more podium finishes for

the year.

Following the 300s it was

more world class racing this time

from the BOTTS class. Joining the

ever presents was SA Superstar

Sheridan Morais, who lined up on

the Ducati SA sponsored V4 racer

fitted with Dunlop D213 tyres. It

was an awesome sight seeing

the Shez Shuffle in full flight

once again on home soil and an

even better sound hearing him

scream the V4!

As expected, Shez went on

to pick up both race wins but

behind him the action was thick

and fast.

Great racing as

always in the

Masters class.


Powersport rider

Chris vd Merwe

and Tyron Piper.

Another podium

finish for Chase


Donovan Moolman on

his Castrol Honda.

Mark vd Berg

impressed first

time out at RSR.

Another packed grid of BOTTS riders doing battle,

with Shez Morais on the Dunlop D213 shod Ducati SA

V4 Racer out front from the start.

Alan Hulscher would pick up 2nd place in race one and in doing

so also the 2019 BOTTS title. Brian Bontekoning would end up

3rd. Over the two heats of racing Mick Landi and David Buckham

battled hard for the final podium spot for the day. Shez would

withdraw from the overall results which saw Bontekoning puck

up the win ahead of Landi and Buckham in third, who pick up his

first trophy of the season.

Lady rider, Mo Mahope, once again stole the show with her

performance on the day. Mo, on her brand new Ducati SA V4,

raced to an impressive 8th place in race one and 7th in race

two. She is no doubt going to be a big threat heading into 2020

especially with the backing of Ducati SA and World of Motorcycles.

For the for time this year the Supersport 600 and Superbike

1000 classes had to be split and race separately due to high

numbers. Some of SA’s top riders joined the Monocle series for

some saddle time around RSR before the SA SBK National season

finale the week later (more on that after these pages).

The racing in the Supersport 600 class was world class with

the likes of Blaze Baker, Kewyn Snyman, Jared Schultz, Riccardo

Otto and Dino Iozzo fighting hard through our both races.

In the 1000cc class it was Clint Seller and AJ Venter who took

race wins, but the show was stolen by Damion Purificati who

managed to finish in 2nd overall for the day ahead of closest rival

George Hadji who was third. That handed the title to Damion.

A big thank you and well done to all who raced and succeeded

in this years Series. We as RideFast Magazine are proud to have

been part of the first season and look forward to another 3 years

(at least) with the ever growing series which will expand to a

8 round championship for 2020, including 2 rounds at Kyalami

where Friday practice and Saturday race day will only cost riders

R1500each. Here is the full calendar for 2020:

• Round 1: 31 January & 1 February - Redstar Raceway

• Invitational Round: 7 & 8 February - East London Grand Prix

Circuit (Not A Monocle Race - Supporting The Classic TT)

• Round 2: 6 & 7 March - Aldo Scribante, Port Elizabeth

• Round 3: 8 & 9 May - Phakisa Freeway, Welkom

• Round 4: 5 & 6 June - East London Grand Prix Circuit

• Round 5: 17 & 18 July - Kyalami Grand Prix Circuit

• Round 6: 4 & 5 September - Kyalami Grand Prix Circuit

• Round 7: 2 & 3 October - Redstar Raceway

• RounD 8: 6 & 7 November - Phakisa Freeway, Welkom

Check out the Monocle Facebook page for more info.

Ryno Pretorius

was crowned 300

Supersport champion.


The RR Cup has found a new home with the monocle Series and

so far it is turning into a great partnership. More and more BMW

riders are joining in and hopefully come 2020 we will have enough

riders to form their own class and enough to split them into fast,

intermediate and beginner groups. That is our ultimate aim for the

RR Cup and we will work hard to make that happen.

We encourage all you BMW riders to join in, no matter if your

bike is in road or race trim, we want you enjoying the on and off

track experience with us.

For the final round a new champion was crowned. Damion

Purificati took the overall honours in the Superbike 1000 class

and made it a perfect weekend by wrapping up the RR Cup

championship as well, stealing the crown from George Hadji, who

narrowly missed out on both titles.

It was great seeing a host of BMW riders compete in the various

categories throughout the day and we look forward to 2020.

A couple of BMW riders battling

it out in the Streetbike class.

Morne Pretorius

cranking it!



One of our big aims here at RF

at the start of 2019 was to find

a bike to go race in the new

Monocle Series. Not only did

we want to be a part of and

help expose this new series but

also show off just how good,

competitive and enjoyable

modern-day superbikes could

be without throwing huge

amounts of money at them.

We immediately got hold of

Honda SA to try get our hands

on their CBR1000RR machine

as it in our eyes was/is one of

the most underrated machines

on the market. We wanted

to highlight just what a good

overall package the Blade is

and how competitive it could do

and break the tag of “its not fast

enough” and “it can’t compete

against the others”.

Priced at only R209,000

for the base CBR1000RR

we consider this a steal off

showroom floors and our

season pushing this machine to

the limit again highlighted that.

I’m sure you’ve all followed

our journey with the

CBR1000RR streetbike racer,

which was called that as it

started life off in the Monocle

Streetbike class but was soon

bumped out as every rider who

raced it in that class would go

too fast and be pushed out.

We decided to throw a few

essential go-fast parts at it

so we went shopping at GFP

International and fitted a set

of rearsets, radiator guard,

sharkfin and carbon lever

protector. These don’t really

help in the power department

so without spending ridiculous

amounts of money we did

the simple “get more power”

conversion and fitted shorter

Renthal sprockets and DID

MotoGP inspired 520pitch

chain. This immediately made

a difference and from there a

Racetec pipe, new HRC inspired

paint job by Syndicate Customs

and Powerbronze racing screen

were also fitted.

Both my brother and I

enjoyed loads of success on

the bike. I managed 2 wins and

a 3rd place from the 4 races I

did on the machine while my

bro picked up top ten finished

in just about every race in the

ultra-competitive SBK 1000

class. Shaun even managed a

podium at the Phakisa round,

this after our “more ponies”

conversion was done by the

team at Performance Technic

who flashed the ECU and added

a Rapid Bike fueling module.

This bumped up power figures

by almost 30hp.

One of the best decisions

we made for the bike however

was installing EBC brake pads.

These things really work and

we could get a lot more life out

of them than most others. In

fact, we managed 2 full race

meetings (2 qualifying and 2

practice sessions and 4 races)

on one set of pads. Exceptional

value for money make sure

you contact Keith Agliotti from

Brake Late and give them a go.

I promise you won’t be sorry

and won’t install any other pads

after using them.

Heading into our final hoorah

with the Blade and we couldn’t

help but get emotional, but

there was no time to dwell on

that as Shaun had work to do.

With a couple of good results

at the finale at RSR he could

put our streetbike blade, with

headlights and all, in 5th overall

in the championship against full

blown race machines.

Shaun started the day off

well qualifying in 8th overall

with all the National boys

thrown in. That put him 3rd in

the Monocle class right where

he needed to be. Unfortunately,

the races did not go to plan.

Shaun battled hard in race

1 with George Hadji and this

pushed the Blade to the limit so

a bit of overheating occurred

on a day when even the devil

himself would have melted

from the heat. Shaun cruised

home in 3rd place in his class

ahead of the riders he had

to be ahead of. Not bad but it

was frustrating as he knew he

had more pace with the Pirelli

SC2 front and SC1 rear slicks

working to perfections.

Race two started off on a

high but sadly ended on a sour

note. Shaun got a great start

and pulled clear of George

and the rest of his rivals to

hold down 2nd overall until he

made a mistake under braking

heading onto the back straight.

Then the overheating problems

came back to haunt him this

time pushing out fluid which

got onto the back tyre almost

resulting in a massive highside.

A combination of rider skill,

traction control and grippy

Pirelli tyres (more so TC and

tyres) helped keep Shaun from

hitting the deck. He managed

to cruise home in 6th spot but

behind his rivals which meant

6th in the overall standings.

Still a massive achievement

for both Shaun and the Honda

CBR1000RR who both raised

plenty of eyebrows throughout

the 2019 season. It’s now a

sad farewell to the bike that

did not give us one mechanical

hiccup and this despite over

5000 hard kilos of racing and

testing with very little TLC from

our side. Bulletproof, enjoyable,

competitive, stylish and most

of all well priced - we love you

Honda CBR1000RR and you

proved to everyone just what a

capable machine you really are!!!

A big thanks to Honda SA are

all the associate sponsors for

supporting us this year!

Shaun says goodbye with a kiss. It has been an honour racing the

Honda CBR1000RR. It is by far the most underrated machine in the

production superbike game.

Words and pics by Paul Bedford



The Finale of the 2019

SA SBK championship

took place at Redstar

Raceway and both the

Superbike 1000cc and

Supersport 600cc titles

were up for grabs.

At the end, it was

Double Delight once

again for Yamaha

mounted riders who

once again took the

titles, making it 11 SA

titles in-a-row for the

Tuning Forks.

Clint Seller (King Price

Xtreme Yamaha R1)

claimed his sixth South

African circuit motorcycle

national championship

when he was crowned the

2019 SA National Superbike

Champion at Red Star

Raceway on Saturday,

26 October. Reigning

champion Blaze Baker

(JBR Racing/Performance

Technic/Rossi Sports Bar

Yamaha R6) made it two in

a row when he retained his

South African Supersport

600 title.


Seller started the day

well in the first of Friday’s

three qualifying sessions,

leading the way from

Steven Odendaal (Petra

Racing Yamaha R1) and

Allan-Jon Venter (Lekka

Racing Suzuki GSXR 1000)

with championship rival

Lance Isaacs (SuperBets

Gaming Group BMW

S1000RR) in fourth. The

next couple of sessions

saw Odendall come out

on top and at the end of

the day, he claimed pole

position for Saturday’s two

races. Seller had to settle

for second, with Garrick

Vlok (DCCS Coring Cutting

and Sealing Yamaha R1)

joining them on the front

row. Isaacs headed the

second row of the grid with

Venter and Byron Bester

(Hi-Tech Racing Yamaha R1)

rounding out the top six.

Odendaal grabbed the

lead from the start of the

opening race but it was

brought to a halt after a

couple of laps when one


of the Supersport riders fell and

his bike ended up in a dangerous

position on the side of the track.

Once the bike was out of the

way, the race restarted and

Odendaal again took the lead

with Seller not far behind. The

rain that had been threatening

all morning had started to fall

by this stage, making things

difficult for the riders. Vlok was

the first to fall victim after the

restart, crashing out of third

place at the end of the long

straight. Venter joined him on

the sideline shortly afterwards

allowing Isaacs up into third. The

leading trio closed right up to

each other while still managing

to pull out a comfortable gap

over the chasing pack but, as the

track dried, Odendaal opened

up a gap at the front. Isaacs also

dropped back slightly and at the

end it was Odendaal who took

the win from Seller with Isaacs

in third. Bester was next up with

Dylan Barnard (NPL Yamaha R1)

in fifth.

Seller knew that all he

needed to do was finish the

second race to claim his sixth

title, but that didn’t stop him

from trying to win it. He took

advantage of a poor start by

Odendaal to grab the early

lead but, once Odendaal made

his move and took the lead,

Seller was happy to remain in

second place and secure the

2019 championship. Behind the

leading duo, Vlok and Venter

were engaged in a great battle

for the final podium position,

with Venter finally getting the

better of Vlok shortly after half

distance. Isaacs had no answer

to the front runners and had to

settle for fifth ahead of Bester

and Barnard.

In the day’s overall standings,

Odendaal took the win from

Seller and Isaacs.


As he was last time out, Jared

Schultz (ASAP Yamaha R6) was

the quickest of the 600 riders

in all three qualifying sessions,

taking pole position from Dino

Iozzo (King Price Xtreme Yamaha

R6) with Kewyn Snyman (Hillbilly

Racing Team Yamaha R6) in third.

Baker had to settle for fourth

ahead of Taric van der Merwe

(Hi-Tech Racing Yamaha R6).

Schultz was the early leader

in the opening race, opening up

a comfortable gap, but had to do

it all again after Snyman clashed

Beatriz Garcia

Left to right: AJ Venter on the podium along with double winner Steven Odendaal and now 6-times champ Clint Seller.

Blaze Baker managed to hold onto the number 1 plate once again making it

back-to-back titles.

with Iozzo, crashing out of the

race and bringing out the red

flags. Schultz and Iozzo battled

for the lead after the restart but,

when Schultz took the lead for

the final time, he was able to pull

away and take a comfortable

win. Iozzo took second with

Baker happy to bag the points

for third knowing that his only

championship rival wasn’t going

to score anything.

Schultz looked like he was

going to take an easy win in the

second race but, just two laps

before the end he crashed out,

leaving Iozzo, who had got the

better of an early race duel with

Snyman, to take his first win of

the season. Snyman finished

in second ahead of Baker, but

third was good enough to make

sure Baker retained the title he

claimed for the first time in 2018.

On the overall standings for

the day, Iozzo claimed the win

from Baker and Schultz.

Championship Standings


1 Clint Seller 298

2 Lance Isaacs 267

3 David McFadden 186


1 Blaze Baker 319

2 Kewyn Snyman 308

3 Jared Schultz 249

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Herbie Trolley also available


BSB Bike



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.



Land of the Setting Sun

When I really started getting

into bikes for the first time it

was speed and adrenaline that

shaped my desires. It was the

mid-1980’s and when I planned

my first purchase there was only

ever going to be one country that

would be getting my money.

That country was Japan, and

it had been the leading purveyor

of motorcycles – particularly

large capacity sport bikes – for

nearly two decades. Previous to

this period you would probably

have looked to one of a few

European countries to fulfil your

sport bike dreams.

Even if you were born after

1970 you are surely aware of

the sorry history of the British

bike industry that had ruled

the roads during the decades

after the Second World War.

Resting on their laurels, which

is a polite way of saying they

became arrogant and lazy, the

major manufacturers ignored

the impending arrival of the

Japanese with a sneer and a

dismissive chuckle.

Bad mistake, because the

1970’s saw the complete

collapse of the British

manufacturers and the rise of

those from Japan. That is why

I became the owner of a series

of Japanese bikes between

the 1980’s and late Noughties,

there simply weren’t any viable


Suzuki GSX550, Honda CBR600,

Suzuki GSX-R750, Kawasaki ZX-

6R, Suzuki GSX-R600, Kawasaki

ZX-9R, Honda Fireblade (x2), a

Yamaha TDM900, and a Suzuki

V-Strom. These were the bikes I

had over a period that spanned

nearly twenty years, until I

returned to Europe with an Aprilia

Tuono, a Triumph Street Triple (x2)

a BMW F 800 S and as of right

now, a BMW S 1000 R.

There’s obviously a few

bikes I’ve left out because I’m

a forgetful git, and I can’t be

bothered with a more detailed

trawl through my foggy memory

banks, but you get the drift.

For most of my motorcycling

life if you wanted the best

performance you bought a bike

from the Land of the Rising Sun.

The bikes were brilliant

and they were competitively

priced, so unless you had the

wherewithal for something

‘exotic’ (and invariably not

as good) or you were in the

market for a cruiser it was a

foregone conclusion that you

would choose something from

one of the four major Japanese


It didn’t hurt that Grand

Prix racing was dominated

by machines from the same

country, and apart from upstart

Ducati it was much the same

scenario in World Superbikes.

Look at a MotoGP or WSBK grid

now and it’s largely the same

scenario, yet the options for us

street riders are very different.

Chatting with some mates

during a recent round-table

discussion (in the pub) I came

to the shocking conclusion that

in my fantasy garage of new

models – one from each class of

bike – there wouldn’t be a single

model from Japan.

My superbike would come in

the shape of a Panigale from

Ducati or a RSV from Aprilia. My

supersport middleweight would

be made by Triumph (Daytona

675 Moto2), my naked bike from

Aprilia (Tuono V4 1100 RR), my

adventure bike from KTM (1290

Super Adventure R), and BMW

would provide the tourer (K 1600

GT). The latest craze for retrothemed

bikes which has become

a super-profitable new niche is

also dominated by the Europeans,

and so if I had to choose then

another bike in my fantasy garage

would be delivered by Triumph,

Ducati or BMW.

Perhaps, given my advancing

years, I might like to have a

cruiser in my stable, in which

case it would probably come

from Indian or, in the near future,

BMW and its soon-to-be R18.

What about electric bikes?

They’re on the rise and are

an inevitable feature of our

motorcycling future, yet once

again the choices don’t involve

Japan. Zero or Harley-Davidson

from the USA or Energica from

Italy would be the recipients of

my fantasy money.

In the not too distant past

these results would have

been the very antithesis of

this selection. Are we perhaps

witnessing the reversal of that

historic geographical swing

that originally kicked-off with

the arrival in 1969 of Honda’s

revolutionary CB 750?

It’s difficult to determine

what is responsible for this

seismic shift in the market, other

than the obvious – the bikes in

Europe have become much more

competitive in terms of both

performance and affordability

with relation to their Japanese

counterparts. But how do we

assess the change from the

Japanese perspective?

The economic crisis and

subsequent global decade of

recession since 2008 seems to

have hit the Japanese industry

hardest, but some of that may

well be down to their reaction

to the meltdown. R&D was

essentially halted, and this gave

a technological lead to the rest of

the world.

The vagaries of the world’s

currencies and aggressive pricing

by their competitors have resulted

in a closing of the price advantage

once held by the Japanese.

Reading the state of the

market and the ability to

understand the desires of

their customers have also

deserted them. By and large

they have missed the boat with

the massive new adventure

bike market, have been caught

napping when it comes to the

retro scene and still have yet to

crack the cruiser segment in any

meaningful way.

Hopefully this trend will be

reversed in the near future

because more competition is

good for us consumers, but at

the moment it seems that we

are witnessing the Land of the

Setting Sun.














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