RideFast June 2020

JUNE 2020 

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SUPER 

FIRST SA TEST 

DUKES 

THE ALL-NEW KTM 1290 SUPERDUKE R & 890 DUKE R 

FULLY 

CHARGED! 

ENERGICA ELECTRIC POWER IN SA. 

// FLASHBACK: THE KTM GP1 V4 ENGINE 

// SA RIDERS SHINE IN MOTOAMERICA 

// FIRST RIDE: SUZUKI GIXXER 250 

// HONDA’S TWIN TO WIN: THE RC51 

+// TRIUMPHANT MACHINES: RETRO COOL 

Hot Topic 

BMW M 1000 RR 

ELECTRIC SUPERCHARGED

ED’S NOTES: ROB PORTMAN 

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CONTRIBUTORS: 

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Brad Binder 

Darryn Binder 

Gerrit Erasmus 

Eugene Liebenberg 

Niel Philipson 

Greg Moloney 

Daniella Kerby 

Keith Botha 

Brian Cheyne 

Donovan Fourie 

Shaun Portman 

Mat Durrans 

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RIDEFAST MAGAZINE JUNE 2020 1

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PANIGALE V4 25° ANNIVERSARIO 916 

The Milestone. 

To celebrate the 25th anniversary of the legendary 916, the Panigale V4 25° Anniversario 

916 was born in a limited and numbered version of 500 units, of which 7 have made their 

way into the SA market. 

A collector’s bike dedicated to all Ducatistas who can relive the spirit of the legendary 916 

while riding this version. To satisfy even the most demanding collectors, the bike comes 

with an authenticity certificate, which displays the bike, frame and engine numbers. 

DIAVEL 1260/ 1260 S 

So Good to be Bad. 

Powerful. Muscular. But also agile and effective between the curves for maximum riding 

enjoyment. The new Diavel 1260 combines the performance of a maxi-naked with the 

ergonomics of a muscle cruiser. Its design reinterprets the Diavel style with a contemporary 

look and integrates perfectly the 159 HP Testastretta DVT 1262 engine, beating heart of 

this new Diavel 1260. 

Own a piece of history - Order yours now! 

Tel: 012 765 0600. Centurion Office Park, Akkerboom Street & John Voster Drive, Centurion. 

Tel: 012 765 0600. Centurion Office Park, Akkerboom Street & John Voster Drive, Centurion.

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MONSTER 1200 / 1200 S 

I am a Monster. 

A contemporary icon always featuring the core values of the original Monster. Essential 

and technological, the Monster 1200 stands out for design and sporty soul. The 

powerful engine and full-bodied at every speed, the compact dimensions, the agile 

chassis and the world-class electronic equipment including Riding Modes, DTC, DWC, 

Cornering ABS and Ducati Quick Shift up/down, as standard on the S version, guarantee 

maximum riding enjoyment and, at the same time, maximum security. 

MULTISTRADA 1260 ENDURO & MULTISTRADA 950 

The Red Adventure. 

The performance of an Enduro for off-road riding and all the comfort required 

for long-range trips. Whether you choose the sand coloured Multistrada 1260 

Enduro or the red Multistrada 950 S, fully kitted out for off-roading, you can 

be sure it will take you far. 

Tel: 012 765 0600. Centurion Office Park, Akkerboom Street & John Voster Drive, Centurion. 


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Joyvolution! 

SUPERSPORT 

Sport, made light. 

The SuperSport blends comfort with versatility thanks to solutions that 

make it perfect for everyday road riding – but without ever compromising its 

sporting spirit: also available in the new color Titanium Grey. 

Ride bigger, ride better. With the Ducati Scrambler 1100, the Land 

of Joy greets the most demanding and expert motorcyclists, to offer 

fun, style and freedom in an upgraded and uncompromised fashion. 

Come see the full range of Scramblers in store now. 

Tel: 012 765 0600. Centurion Office Park, 

Akkerboom Street & John Voster Drive, Centurion. 


THE PANIGALE V4 

25° ANNIVERSARIO 

916 HAS ARRIVED! 

The Panigale V4 25° Anniversario 916 is a limited 

and numbered version of 500 units. 

To satisfy even the most demanding collectors, the 

bike comes with an authenticity certificate that 

matches the laser-engraved ID number (XXX/500) 

on the top yoke with the engine and frame 

serial number. Seven of these gorgeous tribute 

collector’s items have made their way into SA, and 

only a few are now left... 

Click here to watch video 

The new Panigale V4 25° Anniversario 916 is characterised by 

livery inspired by the Ducati 996 SBK, winner of the 1999 World 

Superbike Championship with Carl Fogarty. The graphics, based 

on Ducati Red, are distinguished by the number holders of the 

front and the fairings, where the World Champion’s number “1” 

is proudly placed. 

The lower part of the tank is crossed by a black stripe that 

extends to the frame and to the side extractors; it accentuates 

the side view’s dynamism and evokes the side panels of the 

996 SBK’s carbon air-box side body panels. 

The black colour is also found on the lower fairings and 

headlight housing, making the two front air inlets visually wider 

and more threatening. The rider seat exhibits the same colour 

combination as the bike, with a clear separation between black 

and red that extends to the rear buffer. 

Stickers that reproduce the “Shell” and “Foggy” logos are 

available to apply on the side fairings and at the base of the 

Plexiglas respectively; these two details were designed to 

further strengthen the visual connection with Carl Fogarty’s 

996 SBK. 

This version’s racing look is completed by the magnesiumforged 

Marchesini Racing wheels, the Akrapovič titanium 

silencer and the several carbon and billet aluminium 

components. 

Make sure you pop into the Ducati SA dealership and let your 

eyes feast on this masterpiece. 

Out of the 7 that have arrived in SA there are still a few left, so if 

you are keen best you call Ducati SA now on 012 765 0600.

LIMITED EDITION 

MV AGUSTA 

BRUTALE 1000 RR 

ML UNLEASHED 

MV Agusta released several photos on their 

official social media page of this Brutale 1000 RR 

ML model. The frame and swingarm are painted 

in matte gold while the forged aluminium rims 

feature black inserts. To make the motorcycle as 

rare as possible, the Italian manufacturer built just 

one unit. 

Indeed, the MV Agusta Brutale 1000 RR ML shows that it’s 

number 001/001. That means there’s only one rider who will 

have the chance to own this motorcycle. 

Behind the frame and swingarm matte gold paint scheme and 

the black inserts of the rims, the naked bike features a 998cc 

transverse inline-four engine making 205 hp. It’s equipped with 

the latest electronics and fitted with Öhlins suspension and 

Brembo brakes 

MV Agusta’s Senior Designer developed the bike starting from 

earlier limited edition models including the Brutale 910R Italia 

designed to commemorate Italy winning the 2006 Football 

World Cup. Back then, the owner of the brand, Claudio Castiglioni 

gave each of the Italian players and head coach a Brutale Italia 

model fitted with a metal plaque featuring their name. 

Unfortunately for MV Agusta customers, the limited edition 

model is not available for purchase because it’s already sold to 

a customer whose initials are ML. There are no details regarding 

the owner of this MV Agusta Brutale 1000 RR ML, but in 2006, 

the Italian national team head coach was Marcello Lippi. 

Source: https://riders.drivemag.com/

NEW TRIUMPH MOTO 

2 REPLICA FOR THE 

ROAD HAS ARRIVED! 

The ultimate edition of Triumph’s legendary 

multiple Supersport Championship-winning 

Daytona is here – the new Daytona Moto2 765 

– the closest you can get to a genuine Moto2 

factory ride for the road. 

During the lockdown period in May we chatted to Mr. Bruce 

Allen - the Boss Man fro Triumph SA and he confirmed that 

there will be 6 of the new Daytona 765 Moto2 production 

replicas coming into SA and will be priced at R279,000. 

The homologation bike is already in the country and proudly on 

display on their Showroom floor. We popped past recently to 

have a gaze and it truly is a thing of beauty. 

Bruce did confirm that only 3 are still available so if you are 

keen best you call and books yours now as there probably 

won’t be anymore coming into the country and once the 756 

limited editions are all sold around the world that’s it. 

For more information on the bike contact Triumph SA on 

011 444 4444. 

Click here to watch video

JACK MILLER SIGNS WITH 

FACTORY DUCATI MOTOGP 

The Aussie superstar recently put pen-to-paper on a deal with the Factory 

MotoGP squad for 2021 and 2022 - and on his official blog site Jack writes 

about his big break with Ducati. 

Hi everyone, 

I always had dreams of becoming a fully-fledged factory rider … fair to say I didn’t think it 

would happen with me sitting at home in Townsville having not raced for six months, but 

2020 has been a strange old year. But it’s done, and having my 2021 plans sorted out so early 

is so exciting with what I’ll be doing, and in many ways a dream come true for me. When I got 

to MotoGP in 2015, this is what I was always chasing, so to have it actually happening is a bit 

surreal. But it’s the reality, and it feels bloody good. 

This is, pretty much, what I’ve been working towards my whole life – to sign with a factory 

and be a fully-fledged factory rider is something you put in your mind as long-term goal 

when this all started way back when. To be there … it’s so exciting and a little bit unreal in 

some ways, but shows you that all the hard work and sacrifices everyone who has helped 

me to get there were worth it. 

I have to thank Ducati for putting their faith in me, and backing me to do the job they want 

me to do and trusting that I can do it. Me wanting a full factory ride with them has been on 

my mind since I joined in 2018, it was always the goal. When you’re on one-year contracts 

like I always have been, it’s something you’re striving for. And they helped to bring me along. 

The last two years with Pramac, I’ve learned a lot about myself as a person, as a rider, about 

everything to do with the sport really. They’ve helped me to become a more complete rider 

and person and I’ve loved the time they’ve spent investing in me, it’s made me hungrier than 

ever to keep getting better and making the most of that. The Pramac guys have been so close 

to the factory team that I’ve learned how factory riders are supposed to be, supposed to 

work. It’s had a big effect on the way I approach my racing, and there’s a methodical way of 

working that I had to learn, but it’s one where you can have a lot more impact on the way the 

team and bike works. More responsibility, basically. I’ve really enjoyed that. 

I remember thinking last year that I felt the rider market in MotoGP was in for a bit of a shakeup 

in the short-term because of the way Marc (Marquez) has been on top most of the time 

since he’s been in. He’s only a couple of years older than me, but at first it was the older guys 

like Valentino (Rossi), Jorge (Lorenzo) and Dani (Pedrosa) who were his main opponents. 

But things have changed. Yamaha have Maverick (Vinales) who is my age, Suzuki have Alex 

(Rins) and Joan (Mir), and I was hoping Ducati would see me as their young guy who has 

been around for a while but is still pretty young to get into that conversation. Marc is the 

benchmark, so the main goal for all of the other factories is to get somewhere close to him. 

For me the big switch-up was Yamaha bringing in Fabio (Quartararo) for next year to replace 

Rossi – it was an inevitable decision but one that had to be done, but for them to actually do it 

was a different thing because, I mean, it’s Rossi ... I’m stoked that Ducati see me as their guy in 

that age range to try to fight amongst ourselves and hopefully with Marc in years to come. 

This season – I’ll say ‘when’ we get it started more than ‘if’ – I’ll be even more keen to finish 

my time out with Pramac on a good note. We had a plan at the start of the season for what 

we wanted to achieve and it’s taken us longer than we wanted to start it, but once we get 

going I’ll be doing everything I can to get the results we want for the team and for myself. The 

team and the organisation have been unreal to me, so hopefully I can help them achieve that 

they deserve before I switch garages. Nothing would make me happier. 

Cheers, Jack

All the NEWS proudly brought 

to you by HJC HELMETS 

BMW M 1000 RR 

ELECTRIC SUPERCHARGED BIKE. 

The Social Media is leaking details 

of a new superbike from BMW 

according to BMW Motorcycle 

Scene and BMW Motorcycles 

Fever. The name is M1000RR, 

it’s fitted with an electric 

supercharger, M power parts and 

M Aerodynamics. 

It looks like the HP model range 

from the Germans will become M. 

And now we have a new model 

that could see the day of light. 

Meet the BMW M1000RR. 

“BMW M 1000 RR with M Power 

and M Aerodynamics. BMW is 

working on a more radical S 1000 

RR using the experience of the 

2019 season that will be the new 

homologation basis for the World 

SBK Championship of 2021. 

“It took us the first year to collect 

data and see where we stand,” 

said BMW motorcycle director 

Marc Bongers. “It has been shown 

that we are lagging behind when 

it comes to top speed. It is a 

combination of engine power and 

aerodynamics.” 

M is the name of the performance 

division in the BMW car segment. 

And it seems that BMW Motorrad 

will also use the strong letter. So, 

no more HP models, but instead 

we’ll have M performance bikes. 

Looking at the photos, this looks 

more than just a replacement for 

the HP4 Race. There are no details 

regarding the fact if this design 

will ever come in production form, 

but it may not be all just dust in 

the wind. BMW could be working 

on a replacement for the S1000RR 

superbike or a limited edition 

model to rival with the Ducati 

Superleggera V4. 

“BMW Motorrad is following 

the philosophy of the most 

powerful letter in the world: M is 

a worldwide synonym for racing 

success and the fascination 

of high-performance BMW 

models, aimed at customers with 

particularly high aspirations in 

terms of performance, exclusivity 

and individuality.” 

What is interesting to see is 

that the BMW M1000RR will 

have an engine fitted with an 

electric supercharger. Probably, 

the inspiration for this engine 

architecture came from the 

supercharged Kawasaki H2R 

boosting 326hp with RAM Air. 

It could be possible since BMW 

filled a patent for a supercharger 

and CGTrader released a couple 

of photos of supercharged BMW 

engine. So, we could expect a lot of 

power output. 

The BMW M1000RR will have 

carbon fibre components including 

the frame, fairings, fenders and 

single-sided swingarm which 

is a first for a BMW superbike. 

Completing the package are Ohlins 

suspension, most likely semiactive 

and Brembo brakes. Of course, we 

could expect the latest electronics 

package as well. 

The M1000RR is fitted with 

headlights which showcase that if 

the bike will come into production 

it’ll be a road-legal superbike and 

not just a track-focused machine. 

There’s no rear subframe for the 

seat as it looks mounted on top of 

the frame and it links the tail unit to 

the rest of the motorcycle. 

The aerodynamics have winglets 

which again look like they’re 

inspired from the Kawasaki H2R. 

The down part of the fairings 

embraces the front wheel and 

should help the bike reach a 

top speed exceeding 200 mph. 

Moreover, the fairings are cut 

and that could tell us that it’s an 

aerodynamic feature to help the 

engine cool down and maintain a 

normal temperature. 

We have to say it looks awesome 

and ready to tackle rivals like the 

Ducati Superleggera V4, but we still 

wonder what the price tag for such 

a machine will be judging from the 

Italian limited edition superbike 

cost of R1.6m while the former HP4 

Race was priced at R1.4m. 

16 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 17



MV AGUSTA RUSH 1000 

PRODUCTION STARTS ON THIS MASTERPIECE. 

If you are in a hurry to get the 

limited edition 2020 MV Agusta 

Rush 1000 naked hyperbike, 

you will be happy to know that 

production will begin in June 

at Lake Varese. Those who 

preordered the stunning €34,000 

motorcycle will be first in line 

for the 300 units that will be 

produced. 

We had our first look at the 2020 

MV Agusta Rush 1000 late last year, 

and we ran down its stunning list 

of capabilities. The motor puts out 

a claimed peak of 208 horsepower 

at the crank, with a top speed in 

excess of 300 kph. If that’s not 

enough, the optional Racing Kit 

pushes maximum output to 212 

horsepower. These numbers 

put the Rush 1000 into rarefied 

company in the naked upright 

sportbike world. 

There are all sorts of electronics 

available, including eight levels 

of traction control, Bosch 9 Plus 

Race ABS, up/down quickshifter, 

wheelie control, launch control, 

and electronically active Öhlins EC 

suspension. 

The Race Kit includes a titanium 

dual-exhaust muffler with a 

carbon fiber cover sporting CNCed 

billet aluminum inserts. A special 

ECU takes advantage of the 

muffler’s flow characteristics. As 

you’ll likely be flying solo with the 

Race Kit, the passenger seat gets a 

carbon fiber cover. 

Based on the MV Agusta Brutale 

1000, the Rush 1000 also gets a 

number of special styling details. 

The front wheel is a wire-spoke 

design, the rear of the motorcycle 

is cleaned up considerably, lots 

of titanium fasteners, a new fiveinch 

TFT display, and the paint is 

exclusive to the Rush 1000. 

The Rush 1000 is something of 

a statement motorcycle for MV 

Agusta. “With the production of 

the Rush 1000 starting this coming 

June, we are right on track with 

respect to our five-year industrial 

plan announced a few weeks ago,” 

says MV Agusta Motors CEO Timur 

Sardarov. “As we are breaking 

new ground in our expansion 

journey into new segments and 

new markets, MV Agusta will 

continue to produce amazing 

works of exclusive motorcycle 

art from its headquarters in Italy, 

remaining true to its heritage of 

performance, elegance, and stateof-the-art 

technology. I am sure 

this incredibly attractive model will 

meet the enthusiasm of the proud 

new owners.” 

For more information contact Fire 

it Up! on 011 467 0737. 




ALL DEALERS 

NOW OPEN! 

RAD MOTO KTM NEWS 

NEW KTM SPECIFIC SECTION LOOKS BETTER THAN EVER. 

The RAD KTM shop has undergone something of a 

transformation - and it’s too cool! 

Rather than the upstairs downstairs premises 

that they had, they opted to move around the 

corner, in the same building to create a space 

that simply oozes the KTM brand - still on several 

levels - but the concept and feel of the brand new 

store is really awesome. 

You’ll recognise the same faces with a few new 

additions, and we’ll feature the team soon - when 

the shops signage and everything is completed. 

So, same place, just hit a left as you go through the 

boom gate. Same awesome coffee, lekker kuier 

plek outside. 

Awesome range of new KTM motorcycles and 

accessories. And what they might not have in 

store, you’ll probably find just up the stairs at the 

Bike Kings accessory megastore. 

More on this lot soon! 

NEW BIG BOY SHIPMENTS ARE HERE! 

Swift 125/150 

R16,599.00 

For the full scooter, motorcycle and ATV range, visit our new website: www.samotorcycles.co.za 

IMPORTED AND DISTRIBUTED BY 

Mustang 250 

R35,999.00 

Velocity 150 

R15,999.00 

Adventure 125/150RS 

R17,999.00 

Utility ATV 250 

R55,999.00 

Join Big Boy on 

Prices include VAT and pre-delivery inspection only. Prices exclude licence, registration and any service costs unless specified. Prices are correct at the time of going to print and may 

change without notice due to currency fluctuations or at dealers who are located in outer-lying areas. All advertised models are available at the time of going to print unless specified. 

Corner Rivonia and Witkoppen Road, Witkoppen 

Rd, Rivonia, Sandton. 

(011) 234-5007 

www.radmoto.co.za 

20 RIDEFAST MAGAZINE JUNE 2020



THE GUYS FROM 

SUPERMOIST HAVE BEEN 

BUSY AT WORK DURING 

THE LOCKDOWN PERIOD 

Instead of a conventional boring old facemask, 

Supermoist has come up with Le Buff – a mask, 

come scarf, come chest warmer, branded in 

your favorite motorcycle livery with a long 

front to keep your chest cozy while you ride. 

Soft, washable fabric, and it serves to keep the 

nasty viruses at bay. Also available in a lighter 

breathable summer fabric. 

www.supermoist.co.za for all sorts of 

corporate gear. 

Trade enquiries are welcome. 

BIKE TYRE WAREHOUSE OPENS 

IN PORT ELIZABETH 

The well known motorcycle tyre guys from Midrand have 

opened a new branch in the Windy City, which is really good 

news for all Eastern Cape bikers because as with their flagship 

JHB branch, the P.E. branch will also stock all the top tyre 

brands such as BATT, BRIDGESTONE, CONTINENTAL, HEIDENAU, 

MAXXIS, METZLER, MICHELIN, MITAS, MOTOZ, PIRELLI and etc. 

with great monthly Combo specials, sound and professional 

tyre application advice and service. Under the leadership of 

Alan Hughes who brings a wealth of experience and knowledge 

from years and years of motorcycling they will also be doing 

SBS brake pads and discs, DID chains, various well known 

brands of sprockets and generally most things to do with the 

wheels on your superbike, track bike, cruiser, chopper, cafe 

racer, tourer, adventure bike, dirt bike or ATV, as well as a few 

selected bolt on accessories and etc. 

You can find them at Unit 1 & 6 in Moffet Business Centre 4, 

corner of Restitution and Overbaakens roads in Fairview, Port 

Elizabeth or give Alan a call on 083 267 2685 or drop him a mail 

on alan@biketyrewarehouse.com. 




THE C.O.N.N.E.C.T. 

THE CONNECTION TO YOUR SATISFACTION. 

The C.O.N.N.E.C.T. is a Gauteng 

based motorcycle road-side-assist 

company run by a winning mixture of 

young, vibrant and experienced team 

of professionals. The C.O.N.N.E.C.T. 

caters for any service required for 

assistance by motorcyclists stuck 

on the side of the road or those in 

distress - they also offer prearranged 

towing services. 

By concentrating on all the 

segments of the market they have 

been able to gain rapid market 

share with a sound marketing 

strategy and brilliant customer 

service by demonstrating care and 

understanding. They leverage their 

competitive edge of professionalism 

and trim quality by properly training 

all their employees. 

Their aim is to take care of their 

clients and ensure to give them the 

best experience. 

Apart from offering roadside 

assistance when needed, 

The C.O.N.N.E.C.T. also offer a 

motorcycle parts and accessories 

delivery service. They make it easy 

to find the right motorcycle part of 

accessory to get you back on two 

wheels and ride safely to work or 

enjoy a Sunday afternoon cruise. 

Plus, with their low prices you’ll 

still have money left in your wallet. 

Simply put, if you need it, they’ve 

got it and you won’t be forced to 

just settle. 

Their vision and mission is to be the 

best motorcycle towing service, 

parts and accessories provider 

within Gauteng and hope to serve 

regions beyond Gauteng in the near 

future. They hope to bring ease 

to people who are in great need 

of motorcycle towing, roadside 

assistance, parts and accessories. 

Their aim is to please- make you 

happy and strive to deliver you the 

most exceptional service you have 

ever experienced! 

By embracing technology, developing 

internal efficiencies, and focusing on 

the client’s welfare, The C.O.N.N.E.C.T. 

can minimize roadside waiting time 

and help the riders get back on the 

road as soon as possible. 

THE MAN BEHIND IT ALL 

Scooby “The Connect” Nkosi 

Born in a small town called Barbeton 

in the Mpumalanga Province, Scooby 

always had a dream of becoming a 

motorcyclist. 

Scooby A.K.A “The Connect” founded 

the organization after multiple 

encounters with faulty or poor 

quality service. He then saw a gap 

in the market for a reliable used and 

refurbished parts in the motorcycle 

community after countless 

disappointing transactions - thus The 

C.O.N.N.E.C.T. was born. 

He is a driven young man with the 

energy and love to keep you and your 

beloved steel horse out on the road. 

The list of services and offerings 

is almost endless - from assisting 

with your breakdown on the side 

of the road, to offering motorcycle 

accessories and parts at great prices. 

Oh yes, and they can even help you 

with buying a new or used bike. 

It really is a one stop connection to 

everything motorcycle related. But, 

you know what they say; the proof 

is in the pudding, so give them a try 

and see for yourself if they are as 

good as they claim. 

Tel: 082 257 8832 

Email: scooby@ 

scoobytheconnect.co.za 




STYLISH JUST GOT A 

WHOLE LOT MORE STYLE 

HUSQVARNA’S NEW “STYLE” SVARTPILEN 701 

Husqvarna’s Svartpilen 701 

Style is a new special edition 

of the Svartpilen 701 that’s 

immediately available at 

dealerships. The company 

calls its latest iteration of the 

motorcycle a “flat-track inspired 

street explorer” in its press 

release. The bike gets a special 

bronze, black, and silver color 

scheme, setting it apart from 

the standard model. 

The colour isn’t the only thing 

that sets it apart. The bike 

also gets spoked wheels, 

CNC-machined footpegs, 

handlebar-mounted mirrors, 

and aluminum badging. The 

rest of the bike is more or less 

like the regular Svartpilen 701. 

The special edition has the 

same engine, WP suspension, 

and Brembo brakes with 

Bosch ABS. 

Husqvarna also offers 

numerous parts for buyers 

to use to further customize 

their Svartpilen 701 Style 

motorcycle. This can help take 

the bike to a whole new level if 

you feel the need. 

The Husqvarna Svartpilen 

701 is already a pretty special 

bike with a high-powered 

single-cylinder engine and a 

unique and sporty appearance. 

There’s not much else like it 

on the road. The base model 

comes with an R136,699 price 

tag. To find out more about the 

new “Style” model get hold of 

your local Husqvarna dealer 

as the bike should be hitting 

showrrom floors as we speak. 

TECHNICAL HIGHLIGHTS: 

Powerful and torquey 692 cc, 75 hp, 72 Nm, 

single cylinder engine • Dynamic, lightweight 

high-performance chassis • Spoked wheels 

as standard • Striking new graphics, trim and 

paint finish • CNC machined footrests 

• Up/down Easy Shift 




MOTUL OILS AND LUBES 

GETTING READY FOR LIFE AFTER LOCKDOWN. 

Motul is a world-class French 

company who specialises in the 

formulation, production and 

distribution of high-tech engine 

lubricants (two-wheelers, cars 

and other vehicles) as well as 

lubricants for industry via its Motul 

Tech activity. 

Unanimously recognised for 

more than 160 years for the 

quality of its products, innovation 

capacity and involvement in the 

field of competition, Motul is 

also recognised as a specialist in 

synthetic lubricants. As early as 

1971, Motul was the first lubricant 

manufacturer to pioneer the 

formulation of a 100% synthetic 

lubricant, issued from the 

aeronautical industry, making use of 

esters technology: 300V lubricant. 

Motul is a partner to many 

manufacturers and racing teams in 

order to further their technological 

development in motorsports. It 

has invested in many international 

competitions as an official supplier 

for teams in: Road racing, Trials, 

Enduro, Endurance, Superbike, 

Supercross, Rallycross, World GT1, 

24 Hours of Le Mans (cars and 

motorcycles), 24 Hours of Spa, Le 

Mans Series, Andros Trophy, the 

Dakar Rally and Motul Roof of Africa. 

With the second easing of 

lockdown restrictions in effect from 

1st June, Motul is looking forward to 

more businesses being able to start 

trading again and contribute to the 

health of the economy. 

Motul has been working behind 

the scenes to onboard two new 

distributors in the effort to help all 

their customers prepare to hit the 

workshop floor running once the 

government gives the green light. 

“We’re always excited to welcome 

new distributors to the Motul 

family,” commented Mercia Jansen, 

Motul Area Manager for Southern 

28 RIDEFAST MAGAZINE JUNE 2020 

and Eastern Africa. “The speed 

with which these two distributors 

have adapted to the Motul way 

of doing business promises great 

things for the future, including 

outstanding service for workshops 

and retailers looking for Motul 

products,” she concluded. 

Port Elizabeth and the Eastern 

Cape will benefit from Automotive 

Performance Solutions becoming 

an official distributor of Motul 

Automotive, Heavy Duty, and 

Agricultural lubricants. The 

owner Domiziano Azzalin, is 

confident that his team is ready to 

commence deliveries of products 

as soon as is allowed. 

“We’re using the lockdown period 

to fine-tune our knowledge of 

Motul products and to finalise 

arrangements for the logistics,” 

said Azzalin. “We’re also working on 

some special opening offers that 

reflect our pride at being associated 

with a premium global brand like 

Motul,” he added. To get more info 

about these offers you can go to 

www.raceaps.co.za or to contact 

him directly at sales@raceaps.co.za 

In KZN, Indy Go Tyres is gearing up 

to offer Motul’s range of Automotive 

products and lubricants as soon as 

the current restrictions are eased. 

The owner Charl Momsen is working 

on promotional introductory offers 

for retailers across KZN. “Our 

current customers can order from 

us as soon as they are permitted 

to trade again, and we are keen to 

build relationships with new clients,” 

said Momsen. “We are working 

with Motul to optimise product 

availability during this challenging 

time,” he added. 

Momsen also described how 

becoming a Motul distributor is both 

a source of great pride to his team, 

and an opportunity to raise their 

standards still higher. Indy Go Tyres 

can be contacted via their website 

www.indygotyres.co.za or by email 

at motul@indygotyres.co.za 

“With our ongoing Motul distribution 

arrangement with Bikewise and our 

Motorcycle products going from 

strength to strength, the addition 

of two distributors in different SA 

provinces is further evidence of 

our commitment to making Motul 

products even more readily available. 

Motul believes that it is through this 

kind of teamwork that we can offer 

the best possible service. To this end, 

we are always open to discussing 

potential new partnerships,” 

confirmed Mercia Jansen. 

www.motul.com 

GSX150 Available at your nearest Suzuki 

authorized dealer. Recommended retail 

price R30 950 including VAT. 

*Top Box and Bracket are optional extras and not included in the price. 

Terms and conditions apply suzuki_motorcycle_s.a @MotorcycleSA www.suzukimotorcycle.co.za



DUCATI AND MT 

DISTRIBUTION TOGETHER 

FOR URBAN MOBILITY 

Ducati and MT Distribution, licensee and commercial 

partner, present a new line of folding e-bikes and electric 

scooters for urban mobility. 

Urban travel is a particularly topical issue and sustainable 

transport is a growing trend. Ducati is responding to these 

market needs by presenting seven new products, created 

in partnership with MT Distribution, an Italian company 

already present in the sector for over 40 years. The new 

range will consist of four electric scooters and three 

folding e-bikes under the Ducati, Ducati Corse and Ducati 

Scrambler brand. Designed for all those who want to 

move around the city with style and originality, the entire 

line will be available for purchase during 2020. 

During the development of the products, special attention 

was paid to the design, curated by the Ducati Design 

Centre, which also collaborated with Italdesign for the 

folding e-bikes. The result is an innovative collection with 

an attractive design. 

The scooters that come from the partnership between 

Ducati and MT Distribution have motors from 250W to 

500W while the e-bikes are equipped with 250W motors 

(the maximum value stipulated by law for this type of 

vehicle). The first two electric scooters to be presented on 

the market are called Cross-E and Pro II, which will launch 

respectively on June 20 and July 6, 2020. 

The Ducati Scrambler branded Cross-E scooter mounts 

so-called “fat” anti-puncture tubeless tyres (size 110/50- 

6.5”), which are also suitable for stretches of dirt or 

very uneven roads. The brushless motor provides a 

continuous power output of 500W and guarantees 

excellent pick-up both at the start and on uphill sections, 

without undergoing any slowdown in pace. The 375 Wh 

battery guarantees an autonomy of up to 30-35 km, 

maintaining an average speed of 15 km/h. The sturdiness, 

BATT LAUNCHES THEIR NEW 

GIANT CRUISER RANGE 

BATT has just landed their Giant Cruiser tyre range in the 

following sizes; 

310/35-18 Rear MSRP R4,000.00 inclusive of VAT 

360/30-18 Rear MSRP R5,000.00 inclusive of VAT 

They are also busy with the 240/40-18 rear and the 130/70- 

18 front which should be available later this year. 

So, if you want a lekker fat takkie to make your your Cruiser 

or muscle bike look really big and muscular give them a try 

Contact Bruce 073 777 9269 or bruce@battholdings.com 

also visual, of the frame gives maximum stability and 

riding comfort. The double front headlight allows the 

use of the vehicle at night with excellent visibility and the 

management of all the functions, including the 3 riding 

modes, takes place through the large 3.5” LCD display. 

The Pro II, branded by Ducati, instead mounts a 350W 

continuous brushless motor and a 280 Wh battery, which 

allows you to cover 25-30 km in full comfort, thanks 

also to the rear suspension and the 10” puncture-proof 

tubeless tyres. The safety and ease of use of these 

vehicles are a fundamental prerogative of the Ducati 

product line, so the scooter has a double brake (electric 

front and rear disc) and a large 3.5” LCD display from 

which to monitor and manage all the settings. 

The folding e-bikes, which will be launched on the market 

in the coming weeks, will have an innovative design and 

will be equipped with rear lights integrated in the seat 

post, a battery that is completely hidden in the frame 

and activation of the lights with twilight sensors. More 

information on the products will be available at the time 

of presentation. 

Some models of scooters and e-bikes will also be 

available at Ducati dealers and in the Ducati Shop Online. 

For further information on the purchase and availability 

of products, please 

contact MT Distribution, 

whose contacts can be 

found on the website 

www.mtdistribution.it. 

“CAN I INSURE MY BIKE FOR 

TRACKDAY USE? AND IF SO, 

WHO DOES IT AND WHAT DO I 

NEED TO LOOK OUT FOR?” 

One of the biggest questions we always get asked is “Can 

I insure my bike for trackday riding, and if so, who does it?” 

It’s a question we always struggle to answer as there 

are many different options and views on this topic out 

there. So, we decided to get hold of one of the pro’s 

in the motorcycle insurance business and get some 

clarity on this subject. Here is what Terry Terblanche 

from Tegrity Insurance had to say on this topic; 

Track day participation is covered at MiWay Insurance. 

Not all insurance companies will cover track day 

participation, so it’s crucial to make sure if you will be 

allowed to participate at track day events. 

At MiWay, approved track day participation is allowed 

with most of the major track schools - classes A to D all 

allowed and covered. 

Official racing events are not covered, and you probably 

won’t find an insurer that dooes, and if they say they 

do be very cautious. Open track day events are also not 

covered, so the event must be hosted by an approved 

track school with instructors monitoring the days event. 

MiWay charge a small additional premium for track 

day participation as optional cover onto your existing 

premium. The small additional premium allows a client 

to decide if he\she needs such additional cover - with 

no additional excess being charged in event of a mishap 

at the track day, but always make sure you know about 

your excess and cover type - this is where you can get 

caught out. Some companies will also charge a massive 

additional excess, so watch out for that. 

At Miway, only the noted regular rider is allowed to 

participate. Only accidental cover is covered on the 

track, liability to other parties is excluded - so you are 

only covered on track for your own accidental damage 

to your bike. 

Only superbikes, naked super bikes and motards are 

covered for track days. 

Make sure all your non standard accessories on your 

bike are specified in order to enjoy cover for such items. 

Remember, insurers cover you on a standard bike and in 

the event of a total loss they will not pay you for extras 

unless specified - premium is determined on value 

of bike, non standard extras ultimately increase the 

value of your bike, and such items need to be specified 

separately in order to enjoy cover for such items. 

Also remember to specify your riding gear - helmet, 

leathers, gloves, boots etc.. 

Keep in mind you will always have an excess payable, 

so these amounts can add up if you also need to 

replace riding gear out of your own pocket. 

If participating in track days one needs to inform their 

life insurer as some exclude such participation as it is 

seen as extreme sport, so make sure you clarify your 

life cover. 

Just a little bit about Terry and why he is considered one 

of the top men in the motorcycle insurance industry: 

• Is a Miway insurance representative, 

• Is the founding member of Tegrity Insurance Business 

Consultants. 

• Terry is a specialist motorcycle insurer. He has been 

involved in the insurance industry since 1997. He was 

the founding member of the only exclusive motorcycle 

insurer under manager in 2005. 

• He has created motorcycle insurance products for 3 

major insurance companies to date. 

• He has pioneered specialist accident insurance 

assessments for the insurance industry. 

If you would like more information on this subject, or 

are looking for insurance for your motorcycle give Terry 

a call on 083 603 7611 or email terry@tegrity.cc 


PADDOCK NEWS 

Brought to you by 

LORD OF THE RING 

& FAST FIBRE 

Professional karter and Formula 4 

racer Jordan Sherratt demonstrated 

incredible versatility as he 

dominated the third iteration of 

the Seagate Gaming Solidarity 

e-Race series. The recent round 

of the popular racing event took 

place at the virtual rendition of the 

Nürburgring Nordschleife recently. 

Sherratt quickly got to grips with 

the daunting ‘Green Hell’ to secure 

the fastest time during the Hot Lap 

qualifying sessions and continued 

with leading performances through 

the quarter- and semi-finals. For the 

Grand Final, the drivers slotted in 

behind Sherratt, all of which would 

compete in a fixed set-up McLaren 

P1 GTR. Once again Jordan was the 

man to beat as he claimed pole 

position in his brutal P1 aiming to 

take a flag-to-flag victory in the sixlap 

Grand Final race. 

With the preliminary heats only 

two laps, the final was a major step 

up in terms of concentration, race 

craft, tyre and battery conservation 

and strategy, but the opening lap of 

the 25km-long track looked more 

like a one-lap sprint with Chris 

Langeveldt, Julian Fameliaris and 

Leslie Oliphant in hot pursuit of 

Sherratt. At the end of lap 1, Sherratt 

managed to break away from the 

pack and create a five-second lead 

which continued to grow as the 

train of cars following him, battled 

for position. By lap 5 Oliphant and 

his McLaren, which had been put 

under pressure by Lorenzo Gualtieri 

for four laps, started to show signs 

of tyre fatigue and was unable to 

capitalise on the mistakes that 

were made by both Langeveldt and 

Fameliaris during the last lap. 

Sherratt was the first to cross the 

finish line, 23 seconds ahead of 

second-place driver Langeveldt with 

Fameliaris taking third and Oliphant 

fourth. Gualtieri held it together to 

come in fifth place ahead of Robert 

Whiting which managed to keep, 

well-known race and rally driver, 

Charl Wilken behind him. 

On a track, this complex and of 

this magnitude, completing one 

quick lap requires a huge amount 

of concentration and skill. To do it 

for six consecutive laps requires 

a lot of discipline and a calm 

temperament and Sherratt was 

rewarded for employing both by 

walking away with the R12 000 

prize and an Afrihost 1GB fibre line 

and router for 12 months further 

adding to the cash rewards he 

earned during the Hot Lap sessions 

and staggering performances in 

the quarter- and semi-final races. 

Second and third positions in the 

Grand Final earned R7 000 and R3 

500 respectively. The winner of the 

Plate Final, Brandon Kruger, walked 

away with R2 000 and a G-Force 

Sim Race Rig, narrowly escaping a 

last-lap incident. Close behind the 

flag-to-flag winner of the three-lap 

race was Mitchell Licen and Riaan 

Theunissen, who earned R1 000 

and R500 for their second and third 

position results. 

Sim racing is more than just fun 

and games, it requires sharp and 

forward-thinking drivers and the 

display that the talented drivers 

gave the fans during the recent 

event proved that this digital world 

will work hand in hand with the real 

track action in the future. Proving 

that innovative and sustainable 

collaboration between virtual and 

real-world racing is the recent 

motorsport commentator search 

that took place parallel to the 

recent event. Kyle Lawrence and 

George Smith rose to the top as 

commentating talents and could 

see a blossoming career in both 

the virtual and real-world racing 

industry. Volkswagen Motorsport 

Academy further demonstrates 

the collaboration of the two worlds 

as they rewarded youngster Arno 

Visagie, the best-placed sim racer, 

with a spot in their 2021 programme, 

where Arno will learn all the aspects 

of competition driving. 

Over R70 000 worth of prizes were 

awarded during the last week and 

a share of the money raised by the 

team behind the Solidarity e-Race 

series will go to benefit the Solidarity 

Fund which aims to assist South 

Africans during this difficult time. 

Of course, none of this would be 

possible without the support from 

the event sponsors namely, Seagate 

Gaming, Afrihost, Data Sciences, Pure 

Storage, NEC and True Race. 

If you are a simulation racing driver 

or just an enthusiast of motorsport 

in general, head over to HYPERLINK 

“http://www.solidarityerace.co.za” 

www.solidarityerace.co.za or follow 

the Solidarity e-Race Facebook 

and YouTube pages to find out 

more about upcoming events and 

competitions. 


PADDOCK NEWS 


PLANNING 

CONTINUES 

FOR RESTART 

OF WORLDSBK 

SEASON 

MOTOGP TO REMAIN 

IN EUROPE UNTIL MID- 

NOVEMBER AT LEAST 

MotoGP won’t travel to Austrailia or 

the UK for a round during the 2020 

world championship, with Motegi 

in Japan the latest round to be 

cancelled due to COVID-19. 

The Japanese grand prix was 

scheduled to take place between 16- 

18 October and has been a staple on 

the calendar since 1999. 

“It is with great sadness that we 

announce the cancellation of the 

Motul Grand Prix of Japan at the very 

unique Motegi circuit, meaning we 

will not have a Japanese Grand Prix 

on the calendar for the first time 

since 1986,” commented Carmelo 

Ezpeleta, CEO of Dorna Sports. 

“The MotoGP family is working very 

hard to be able to re-start the racing 

season and hold as many events 

as possible, and in the safest way 

possible. For this reason, the FIM 

and Dorna, in consultation with IRTA 

and MSMA, have decided that, until 

mid-November, MotoGP will remain 

in Europe to do as many European 

MotoGP events as we are able to. 

“Therefore, overseas events, if at 

all possible, should be scheduled 

after mid-November – which would 

be too late in the year for the Motul 

Grand Prix of Japan to be held. For 

this reason it has been decided, in 

consultation with Mobilityland, that 

the Motul Grand Prix of Japan cannot 

be held in 2020. 

“I very much thank Mobilityland 

for the support given to MotoGP. 

On behalf of Dorna, I would also 

like to thank all the fans for their 

understanding and patience as we 

wait for the situation to improve. We 

very much look forward to returning 

to Motegi next year.” 

Reports suggest that if flyaways 

do in fact go ahead following mid- 

November, both Malaysia and 

Thailand appear to be the most 

likely rounds that will go ahead. The 

only other potential – but unlikely 

– options remain the United States 

and Argentina. 

The 2020 Motul Superbike 

World Championship is working 

hard on resuming racing 

action for the remainder of the 

season, amidst the ongoing 

coronavirus pandemic. 

The championship started in 

style at Phillip Island and Dorna 

WSBK Organization has issued 

an update on plans to get 

racing back underway. 

Jerez is scheduled to mark 

the restart of the season on 

31 July-2 August, before going 

to Portimao in Portugal a 

week later on 7-9 August. The 

season should then follow 

the provisional schedule at 

MotorLand Aragon on 28-30 

August 2020. 

The health of everybody is 

at the forefront of decision 

making and these rounds 

within the Iberian Peninsula 

are planned to be held behind 

closed doors, in-line with 

social distancing measures 

and medical guidelines set by 

the Spanish and Portuguese 

governments. 

Furthermore, updates have 

been made to the British and 

Dutch rounds, which have 

been postponed. Further 

updates for the end-season 

calendar will be communicated 

soon in order to further clarify 

the calendar situation. 


PADDOCK NEWS 

REPLACEMENT TIME. HOW LONG DO 

MOTOGP BIKE PARTS LAST? 

The most important thing 

during a race is going the 

fastest, and every little 

detail counts when it comes 

to gaining a few precious 

milliseconds. So it comes as 

no surprise that MotoGP bikes 

have super strict and thorough 

maintenance protocols. 

The RC213V used by Marc Márquez 

and Alex Márquez is one of the 

most advanced pieces of motor 

vehicle engineering on Earth. This 

bike requires completely different 

maintenance to other apparently 

similar ones like the Honda CBR. 

It also differs a great deal from 

the way two-stroke bikes were 

maintained back in the days of the 

500cc world championship. As the 

engines in these bikes were more 

rudimentary, they had to be taken 

apart completely so that each part 

could be cleaned… and this had to be 

done at the end of every GP day! 

These days, with the rules stating 

that engines have to be sealed, 

and thanks to the advances in 

technology, such exhaustive 

maintenance is no longer necessary 

(or permitted). However, many 

parts are subject to heavy wear 

and need to be replaced frequently 

to avoid accidents. Assuming a 

MotoGP bike has around 2,000 

separate parts and components, 

around 200 of these require high 

maintenance and control. 

Tyres: These are changed before 

every session, and sometimes 

during sessions too, if required. 

MotoGP tyres don’t last much 

longer than the distance covered in 

one race (around 120 km). 

Oil: The oil level is checked at each 

session and topped up if needed, 

though it’s drained completely and 

replaced with a new lubricant on 

race day. The oil used by MotoGP 

bikes has special qualities as it’s 

specifically formulated to get the 

most from the engine. After each 

GP, the oil is taken out so the bike 

can be transported, meaning every 

weekend starts with fresh oil. 

Cooling system: The coolant 

is checked at every session and 

replaced completely at the start 

of every day. At the end of every 

session, the radiator and cooling 

pipes are cleaned and checked for 

any damage or imperfections that 

may have occurred. 

Chain and sprockets: These parts 

are checked, greased, and tightened 

after every session, and they are 

only replaced if they need to be. 

They have a service life of around 

500 km, which is equivalent to one 

GP weekend. The sprockets, both 

front and rear, last almost twice as 

long, so they’re normally replaced 

at every second GP. 

Clutch: Although the clutch is taken 

apart after almost every session 

to check the clutch plates, springs, 

and other components, it has a 

service life of around 1,000 km. 

After sessions for practicing race 

starts, the whole clutch system is 

completely replaced. 

Brakes: The brake discs and pads 

can be reused if they aren’t too 

worn from previous sessions. They 

have an estimated service life of 

between 800 and 1,000 km. The 

brakes are also bled before each 

session. The calipers are good for 

a whole season, but the teams 

rely on the suppliers to provide an 

official maintenance service that 

keeps them in top condition. 

Wheels: The wheels can last 

around 2,000 km before they 

need replacing, but they’re usually 

changed at every second race, like 

the sprockets. 

Engine: Marc and Dani each have 

7 engines for the entire season. 

In compliance with the rules, the 

engines are sealed, preventing 

any internal maintenance or 


“Team mechanics are in charge of replacing 

all these parts. These professionals work 

tirelessly at every GP, paying great attention 

to every little detail.” 

modifications. When they’re 

replaced, the whole engine is taken 

out and a new one put in; this 

decision is entirely up to the team. 

Sensors: As these are electronic 

parts, they’re not subject to 

extreme wear and tear, but the 

sensors can deteriorate due to their 

working conditions. For maximum 

performance they’re usually 

replaced at every fourth GP, which 

is a distance of about 2,000 km. 

Air filter, injection systems, 

bearings, and spark plugs: 

All of these parts are checked 

after every session and replaced 

when necessary, either because 

of visible wear or because the 

electronics have detected a drop in 

performance. 

Fairing: Although the fairing 

can last for several GPs, or even 

an entire season if there are no 

collisions that dent or break it, it’s 

usually checked and cleaned after 

every session. 

Suspension: The suspension setup 

is adjusted several times over the 

course of a GP weekend to test 

out different configurations. The 

chassis and swingarm last a long 

time, only needing to be replaced 

about halfway through the season. 

Replacing these parts might also 

depend on other related factors, 

like developing the bike. 

Handlebars and seat: These two 

parts come into contact with the 

rider and are generally changed 

once a season in MotoGP. It’s 

always nice to have a new seat, 

even if you’re going to be hurtling 

round a circuit. 


PADDOCK NEWS 


By Shaun Wray (The Bike Show) 

MOTOGP 2021: THE SILLIEST 

OF SILLY SEASONS 

There has been no premier 

class racing for close 

on seven months, and 

development is on hold, so 

the only thing we can get 

excited about is gossip. On 

that front things haven’t 

been looking great – Iannone 

took drugs and had sex, so 

nothing new there. Crutchlow 

crashed a bicycle again, so 

nothing new again. Please 

give me something other 

than South African politics 

and conspiracy theories to 

read. I need something juicy 

and exciting. 

Enter silly season… 

I for one was always excited when 

silly season fell in the summer 

break, roughly two-thirds of the way 

through the championship; however, 

in 2020 it is coming at the right time. 

What are the mechanisms for a 

good silly season? You need riders, 

teams and us, the armchair experts. 

The rider’s needs are 

relatively simple: 

1) a job riding a motorcycle. 

2) hopefully said motorcycle and 

team have the potential to bring 

wins. Failing that, podiums. Failing 

that, regular Q2 appearances. 

3) longevity, being able to build 

a relationship with a team, looks 

suitable for the rider and the team. 

A team’s needs are a bit different – 

teams and manufactures go racing 

to do well or to just be less shit 

year on year. To do this, they need 

to raise millions of dollars to get 

two bikes to the start line, and this 

money comes from sponsors, big 

corporate sponsors. They care a lot 

about their image and pay someone 

a decent amount of money to have 

‘PR and marketing director’ on their 

email signature. So, when the silly 

season comes along, they need to 

stick to the budget, find a rider that 

will get results but also look shiny 

for your brand, and only say good 

things about you. He will need to be 

reliable and someone you can build 

a relationship with. 

And us lot, the people. We all think 

we are better crew chiefs and riders 

anyway, but at the end of the day 

we just want our hero (read Brad) 

to win, and Sundays to be more 

exciting than ever. 

Right now all the teams but one 

have a problem, a big Marc Marquez 

problem. Honda is happy that he is 

winning year in and year out, and 

they have other good riders like Cal 

and Taka who can occasionally steal 

points from Ducati and Yamaha but 

won’t be a threat to their golden 

child. They even went as far as 

allowing his little brother Alex to sit 

at the adults’ table – he still needs 

to clean Marc’s boots, but now he 

gets to ride the other bike and cause 

traffic jams further down the field. 

The guys that do similar, less 

exciting racing with more money 

but on four wheels have a similar 

problem – his name is Lewis, and 

he likes winning in a little silver car 

that works very well. The Netflix 

series Formula One: Drive to Survive, 

which is far better than the actual 

racing, took us behind the scenes 

of the 2018 and 2019 season and 

highlighted the importance of the 

silly season. Ferrari gets close but 

finds a way of messing it up every 

year, so make perfect bridesmaids. 

The 2019 season was different 

though teams started getting rid of 

their older, more established, more 

expensive drivers and went hunting 

for the young dumb and full of cum 

variety. They cost less, come with 

a social media presence and are 

really hungry to win. And thus, 2019 

had the youngest average age of all 

time, so racing and politics became 

more exciting. Earlier this month, 

Ferrari announced Carlos Sainz to 

join Le clerk who seems like the right 

move – both are young and hungry 

enough, and in a car that can fight 

with Lewis. We have seen Red Bull 

do this in 2019 with Max and Pierre, 

then Max and Alex (Chris Horner can 

move drivers between Red Bull and 

Scuderia AlphaTauri as he likes). 

While KTM is improving, the only 

real competitors to Repsol HRC are 

the Mission Winnow Ducati team, 

Monster Yamaha and Suzuki Ecstar. 

Yamaha played their card before the 

season was supposed to begin by 

announcing that Fabio would join 

Maverick in the factory team in 2021. 

At first, Rossi fans were far from 

stoked, but later they were told he 

has been linked to the Petronas SRT 

Yamaha team for 2021, although he 

has not yet put pen to paper. Being 

a Ducati fan, I have no reason not 

to like the team Dovi and Petrucci. 

They are both very likeable and get 

results, but Ducati hasn’t won a 

world championship for a very long 

time now, and I can only keep this 

Casey Stoner poster for so long. 

We need something a little more 

exciting, we need a young gun or 

two who can provide results and 

bring some excitement to the team. 

I hoped, I prayed, and I did 

didgeridoo lessons online during the 

lockdown. The Wandjina (popular 

Australian Aboriginal god) must 

have heard my plea and beautiful 

music, as I woke up to the news that 

Ducati has signed Jack Millar for the 

2021 season. We don’t know who 

will accompany him – I am hoping 

Dovi will hang around for another 

year to show him the ropes, then 

get replaced for 2022. Other sources 

have suggested a return for Iannone, 

but I think that is a reach as he is 

as good for PR as brake-grabber 

Romano Fenati. If Ducati were to go 

back in their HR archives, I would 

prefer if they signed Rossi (again), 

but that’s a wild dream. 

Where would you go if you were 

Petrucci? Maybe a better question 

is who wants a big fast Italian 

gorilla? He has been linked to 

a WSBK factory ride with Scott 

Redding which to me would be a 

sensible move. Petrucci came from 

Superstock 1000 and, being slightly 

bigger, might be more suited for a 

‘production’ bike. Aprilia also have 

their hand up, as a rider would 

you rather be one of the best in an 

inferior class or fight for points in 

the top class? We can see which one 

Rea chooses often. 

Suzuki is playing it safe and keeping 

their pairing of the freshly-pruned 

Alex Rins and the hungry-for-more 

Joan Mir for another year. 

As only seven seats for the 2021 

season have been confirmed, many 

rides are preparing for a great game 

of musical chairs. Our Brad Binder is 

still the apple of KTM’s eye, and yes 

their bike is improving but is it a real 

podium contender or is it still just 

good fighting with the best of the 

rest? If a better opportunity came 

along for Brad, should he take it? 

So far, the 2021 grid looks 

like this: 

Repsol Honda: 

Marc Marquez (End of 2024) 

Alex Marquez (End of 2020) 

Monster Yamaha: 

Maverick Vinales (End of 2022) 

Fabio Quartararo (End of 2022) 

(Valentino Rossi has been offered a 

factory-spec Yamaha at a satellite 

team for 2021) 

Ducati Team: 

Jack Miller (End of 2021, option 

for 2022) 

Andrea Dovizioso (End of 2020) 

Danilo Petrucci (End of 2020) 

Suzuki: 

Alex Rins (End of 2022) 

Joan Mir (End of 2022) 

Red Bull KTM: 

Pol Espargaro (End of 2020) 

Brad Binder (End of 2020) 

Aprilia Gresini: 

Aleix Espargaro (End of 2020) 

Andrea Iannone (End of 2020) 

Tech3 KTM: 

Miguel Oliveira (KTM contract, 

end of 2020) 

Iker Lecuona (KTM contract, 


LCR Honda: 

Cal Crutchlow (HRC contract, 


Takaaki Nakagami (HRC contract, 


Pramac Ducati: 

Francesco Bagnaia (Ducati contract, 


TBA 

Avintia Racing: 

Johann Zarco (Ducati contract, 


Tito Rabat (End of 2021) 

Petronas Yamaha Sepang Team: 

Franco Morbidelli (End of 2020) 

TBA – Valentino Rossi? 

What would you do with millions of 

Dollars and a plethora of riders at 

your disposal? 

38 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 3 9

PADDOCK NEWS 


MOTOGP IN LOCKDOWN! 

THE ESSENTIAL QUESTIONS 

By Adam Wheeler (KTM Blog) 

What about the bikes, the reorganization, 

a skeleton crew 

for closed-doors GPs, the 

lack of testing, the future? 

KTM’s MotoGP Technical 

Co-ordinator Sebastian 

Risse tackles some of the big 

current question marks over 

the sport. 

While the clock ticks down towards 

news of 2020 MotoGP the Red Bull 

KTM race teams have been left 

in limbo due to the absence of a 

calendar and a routine that normally 

steers much of their lives and energy. 

The RC16s were in freight boxes and 

untouchable for over two months; 

the machines were last used at the 

Qatar test at the end of February. 

To gain more insight into how the 

crew handles the break, negotiates 

homologation, what it thinks about 

behind-closed-doors Grands Prix (as 

well as deal with the technical ‘freeze’ 

that will affect areas of development 

up until 2022) we called Sebastian to 

tackle some issues… 

On the bikes being boxed and only 

recently shipped to Spain from 

Qatar… 

When this material is in transit for 

a long time there is humidity that 

can damage some parts. For sure 

you take as many take precautions 

as possible but those still only work 

for two-three weeks – the normal 

time the bikes are in the crates 

– so it has been a very long time 

and we need to fix this. We need 

to take the parts out of the boxes, 

clean them and check for humidity 

and oxidization. It’s not about the 

durability of the parts but engine 

oxidation. Normally we have some 

special material – a silicone base 

that soaks up the humidity in the 

box – and when this is full then you 

start to have trouble. In a normal 

environment the parts would last 

forever but the precautions for a 

different environment only has a 

certain lifespan. 

On being without the bikes after 

the last test… 

From this point of view there was 

not such a big drama. We did not 

have any big technical problems at 

the test that needed to be analysed 

at home. If there had been then we 

would have shipped this material 

separately when the problem 

occurred, so the components would 

have been in another transport. We 

have been mainly working on the 

data that we had on laptops and for 

this we also have synchronization 

with the factory, so the data is 

already shared on the computers 

where it needs to be. The trouble 

comes when you want to react 

to any findings because it means 

working on hardware on the bikes 

or something in the workshop. Like 

many companies KTM has been 

quite limited with what it can do 

in terms of manpower, work-time 

and access to the workshop. After 

Qatar was cancelled we had work 

‘on the table’ and side-projects that 

we were able to address: Those side 

projects became ‘main’ projects for 

many on the race team. 

On the time frame to be (very) 

READY TO RACE… 

The first job is sorting the material. 

If we can get the bikes cleaned 

and ready then the trucks are 

already packed – as we had already 

anticipated that the next races 

would be European based – and this 

could all be organized short-term, 

especially if people can travel. Our 

truck drivers are spread around 

Europe, so if they cannot get here 

then you need another way to move 

the trucks to a track and that could 

affect organization and delays. But 

otherwise I think we can react quickly. 

On the prospect of reduced staff 

for a behind-closed-doors races… 

Many things are possible! Any 

change in the structure and our 

normal racing day means all the 

procedures that have been run with 

the group and the people around 

it have to change also, and that’s a 

challenge but also one that we will 

take and we’ll manage. Everybody 

else will have to deal with it, so 

it becomes like a competition: 

Whoever will approach it in the best 

way and gets the job done in the 

best way under the set conditions 

will be winning…or going forward at 

least. Racing, and being efficient, is 

often about focussing on the most 

important points at hand. There is 

always more to do – if you have the 

time – and this is the same thing but 

on a different level. 

On the process of homologation 

for 2020… 

It is normally all documented but 

we also show the parts to the 

MotoGP technical crew that we wish 

to homologate so they see them 

physically as well. The need for 

reference documents means that 

the procedure was already digital, so 

that was easy and not much different 

to usual. What was different is that, 

as a concession team, there are 

some things we don’t usually have to 

homologate but now we did because 

we agreed to ‘fix’ them [for 2021 

also]. On the engine side we didn’t do 

digitally, instead we sent a sample 

engine so they can compare it to any 

engine submitted. 

On the technical ‘freeze’ for 2021- 

2022 and the pressure involved… 

As an engineer you always want 

to go forward, try many things 

and try to improve but at the same 

time make the most of the given 

resources. It’s not clear at the 

moment what resources there 

will be. There is a commitment to 

racing of course and everybody 

will do their best to be competitive 

but we’ll have to wait and see 

the details to understand the 

circumstances. To a degree there 

is always pressure. For example, 

let’s look at the engine. Of course, 

we are constantly developing and 

the engine we wanted to use this 

season is different to last year’s. 

Over the winter we tried our best 

and we did a good job in finding 

the right spec. We didn’t face any 

technical problems that gave us 

a headache – but – it hasn’t been 

raced yet! So, if this engine, which 

is for this year and also the start 

of 2021, has a technical problem 

then you are in trouble. But – at 

the moment – what can we do? 

We know what we know about 

this package and if it had a known 

weak point then we would have 

addressed it. Unfortunately, there 

is no way around homologation, 

so you have to make the best of 

something. We have done race 

simulations during the tests and 

we have been in critical conditions, 

like the heat in Malaysia, and we’ve 

been at demanding tracks. We can 

also reproduce this on the dyno: we 

do endurance runs before we even 

get to the track. It means in theory 

– combined with the tests – you 

have done everything to make sure 

it works…reality can occasionally 

be different though! You can get a 

surprise sometimes! You cannot 

simulate that. Based on what we 

know it is fine and we are confident 

because we also didn’t have many 

big dramas in the last couple of 

years. You just have to hope that 

something you never thought or 

imagine doesn’t hit you! 

On being able to look for 

loopholes in the rules or 

using extra time to find small 

innovations… 

It is always a matter of resources. 

For example, if you explore the ‘grey 

zone’ around the rules then you have 

to do all the work and somehow 

keep it the ‘right’ side of legal. 

Then fight other competitors in the 

technical meetings and discussions 

as well as the officials. You need to 

have the resources behind you to do 

it and then maybe you have to throw 

it away. As we are new to MotoGP️ 

we have many areas in which we 

can invest resources and be sure 

that we are investing wisely – so 

ideas that are comfortably inside the 

rules and don’t have to be thrown 

away. It makes more sense to focus 

on those instead of something that 

is ‘50-50’ or it’s allowed for some 

races but then banned. If we are 

working on something that nobody 

else has then our strategy is to 

speak with the MotoGP technical 

officials sooner rather than later and 

get their advice so that we don’t get 

any last minute ‘no’s’. 


PADDOCK NEWS 


By Donovan Flugel 

at the game, but do let others have 

a chance at winning (not really, but 

Rob is the man in charge here so we 

have to say that). 

The MotoGP20 game by Milestone 

has provided the most realistic form 

of virtual motorcycle racing to date, 

with bike setup becoming a key 

ingredient of lapping fast. 

Even when you do get a good setup, 

you need to be able to put in the 

consistently fast laps during the 

race to keep on hold a lead. 

In addition to our two A and B 

League events, we also run a more 

casual fun League simply named 

the Moto3 C League. This race is run 

over the weekend and invites all 

players from either championship 

to compete. It also provides a 

mentoring ground for newer players 

to the game to meet and play 

with the whole group. This event 

provides a setting for a lot of laughs 

and sharing of setups, liveries, and 

bad jokes. 

After the two official races, lobbies 

extend into casual games where the 

rider’s race, trade paint and share 

settings for faster lap times. 

What started out as just a way to 

help pass the time in lockdown has 

now turned into a huge craze and a 

very sociable, fun way to go racing. 

New friendships have been formed 

and there is such a great vibe 

between all. 

For more information and to watch 

all the racing action that has taken 

place so far go check out the official 

RideFast ESport South Africa 

Facebook page, and if you are keen 

to join simply pop a message on the 

page and we’ll get back to you and 

help get you racing. 

RIDEFAST ESPORTS SOUTH 

AFRICA – MOTOGP20 

If there is one thing mankind has 

learned over the last two months, it 

should be that life is unpredictable. 

However, with unpredictability, 

opportunity is often born. 

During this difficult time of COVID-19, 

we have all had to find new 

opportunities to pass the time and 

find new avenues to feed our need 

for speed. 

In May 2020, RideFast Magazine 

decided to create South Africa’s 

first organized and official Esports 

Motorcycle Racing Championship. 

An idea spawned by gamers, for 

gamers and riders alike - Inspired 

by both the love for racing and the 

international Virtual Racing being 

participated by the actual riders in 

the MotoGP Championships. 

On Tuesday night the 10th of May 

2020, competitors in South Africa 

sat down with their controllers 

and keyboards in sweaty hands 

to take part in the inaugural event 

that would become the start of 

our 10 week Championship across 

three categories of racing in three 

different platforms - PS4, Xbox and 

PC, using the new MotoGP 20 game. 

The Groups have been split in to 

and A League and a B League. The 

A League comprises of riders with 

more of an edge and with more 

control and speed. These warriors 

race the MotoGP class with Pro- 

Settings and manual gears as a base 

standard. 

The B League guys are not as fast, 

but still provide close racing and 

serious fun by using the Moto2 class 

as their standard. Two race events 

are run during the week respectively 

comprising of an event with two 

races at two different tracks. 

Event 1 was held at Losail 

International Circuit in Qatar and 

the second race at the Chang 

International Circuit in Thailand. 

Event 2 was held at the Circuit of the 

America’s in Texas or COTA USA, the 

second race taking part in Argentina 

at the International Autodromo 

Termas De Rio Hondo circuit. 

The latest event as this mag when 

out was held at the Mugello circuit 

in Italy and the Catalan GP at the 

Catalunya circuit. 

All events went off brilliantly 

with only minor internet issues 

preventing some players from 

accessing the race servers. 

However, those who show up and 

participate always obtain points. 

Riders also have the choice of 

a throw away event during the 

10 weeks to compensate for 

any connection issues they may 

experience. 

It quickly emerged that we have 

some real race celebrities among 

the groups, with riders mastering 

set-ups and becoming extremely 

smooth and fast in the events. 

Top names in SA motorsport such as 

multiple SA Supersport 600 champ 

Blaze Baker (XBox), Brandon Haupt 

(PS4), Jesse Boshoff (PS4), WSS 300 

and SA Supersport rider Dino Iozzo 

(PS4), just to name a few, take part 

and show off their skills every week. 

The most famous though have to 

be the Portman brothers, Rob and 

Shaun, who are just simply sublime 


TYRE TECH TALK 

by Bruce de Kock, owner of Bike Tyre Warehouse Midrand 

ALL THE PREMIUM BRANDS 

THAT COUNT UNDER ONE ROOF 

MICHELIN POWER LINE 

Friday deadline and its Thursday night 

I know I am back at work, we are 

lucky our industry has opened up for 

business albeit with conditions so all of 

us must now kick start the engine most 

survived the crash 08/09 it’s that time 

again – Stay Positive. 

Right back to the real business, the 

new Michelin Power Line: Four distinct 

ranges of sport tyres namely the 

Michelin Power 5, the Michelin Power 

GP, the Michelin Power Cup and the 

Michelin Power Slick. 

EICMA – Press Kit 2019 

Quote “the new Michelin power line 

places the accent on delivering 

unique sensations, performance 

and riding enjoyment to riders 

who derive immense satisfaction 

from taking the perfect line 

through the corners, who 

know they can improve their 

lap times when riding to the 

maximum of their and their 

bikes potential, or who seek 

unbridled pleasure, completely 

at one with their machine”. 

A quick look at all four of them, 

The Michelin Power 5 targets 

sports motorcycle owners who 

use their bikes intensively on 

public roads. The priorities of 

these riders range from long tyre life 

and good grip performance, whatever 

the conditions but more especially in 

wet weather – to efficient traction and 

reassuring handling under braking. 

The wet weather grip provided by the 

Michelin Power 5 is exceptional. 

CHIEF CHARACTERISTICS OF THE 

MICHELIN POWER 5: 

• Innovative compound, incorporating 

silica and carbon black, 

• MICHELIN 2CT technology 

(front tyre) and MICHELIN 2CT+ 

technology (rear tyre), 

• A sea-to-land ratio of 11 

percent front and rear, 

• A new design and sidewalls 

that feature Michelin’s 

Premium Touch 

Technology. 

The Michelin Power GP targets 

motorcyclists who use their 

sport bikes on public roads but 

occasionally take it to circuits 

for track days or tuition, for example. The 

Michelin Power GP offers high performance 

levels in these situations. 


MICHELIN POWER GP: 

• A compound that incorporates silica and 

carbon black 

• MICHELIN 2CT technology (front tyre) 

and MICHELIN 2CT+ technology (rear tyre) 

conceived to deliver superior performance 

on public roads and racetracks alike. 

• ‘Slick zones’ on the sidewalls for track use, 

• A sea-to-land ratio of 6.5%, 

• Sidewalls that feature Michelin’s Premium 

Touch Technology. 

The Michelin Power Cup 2 

Although the Michelin Power Cup 2 is 

essentially designed for track use, it is type 

approved for road use. It offers fast lap 

times both over a single lap and on a run 

of many laps 


MICHELIN POWER CUP2 

• MICHELIN 2CT technology (front 

tyre) and MICHELIN 2CT+ technology 

(rear tyre), plus a compound designed 

primarily for on-track performance, 

• Sea-to-land ratios of four and five 

percent for the front and rear tyres 

respectively, enabling it to be type approved 

for road use, 



The MICHELIN Power Slick 2 is designed for 

track use and track-day fans, but it is not type 

approved for road use. It is primarily for riders 

whose main priority is speed. It offers fast lap 

times both over a single lap and on a run of 

many laps. 


MICHELIN POWER SLICK2 

• 2CT (front tyre) and 2CT+ (rear tyre) technology 

with a dedicated compound, developed 

uncompromisingly for on-track performance, 



There is a tyre to suit your riding style in the 

Power range line up whether road or track, we 

have all been sitting long enough, it’s time to get 

back out on the roads & tracks and do what we 

love best – RIDE! 

For more information on the Michelin 

Power Line range of tyres contact us; 

Bike Tyre Warehouse – Midrand 073 

777 9269 | 083 467 1349 or sales@ 

biketyrewarehouse.com 

Bike Tyre Warehouse - Port Elizabeth 

083 267 2685 alan@biketyrewarehouse.com 

Tel: 011 205 0216 • Cell: 073 777 9269 / 083 467 1349 

Unit 9 Sable Park, 997 Richards Drive, Midrand 

Facebook @BikeTyreWarehouse • Twitter @biketyrewhse 

www.biketyrewarehouse.com

||| PRODUCTS FEATURE ||| PRODUCTS FEATURE 

2020 Arai RX-7V helmets 

The RX-7V represents the summit of Arai’s knowledge, experience and know-how in helmet technology. 

With a completely new PB-SNC² outer shell, the revolutionary VAS (“Variable Axis System”) visor system 

and a significant increased smoother area around the temples, the RX-7V offers the new benchmark in the 

premium helmet segment. From the also new anti-microbial material liner with an even slimmer frame, to 

the new ducts, improved diffuser and the integrated Air Channels, every part shows the attention to detail 

that is so typical for Arai. Arai has continually improved the “glancing off” performance by learning from real 

scenarios. Thanks to the new stronger and smoother shell and VAS, the RX-7V is closer to the ideal helmet 

shape than ever. With VAS, the visor mounting position is lowered 24mm in pursuit of the ideal smoother 

shape that increases the ability of glancing off energy. As a result, this has made it possible for the shell to be 

completely smooth above the test line of the Snell standard. 

Featured here are the new replica graphics, which have just 

landed in SA - Johnny Rea, Leon Haslam, Micheal van der 

Mark and MotoGP star Maverick Vinales. 

Get hold of Arai SA on bikewise@kmsa.co.za or 

call 011 566 0333 to find your nearest stockist. 

Tork Craft 

Adjustable Desk 

A perfect instant set up for your home, office, 

events, promotions, media centres, lecture rooms, 

training centres and shows. 

The Tork Craft Adjustable stand desks requires no 

additional set up for an instant working station, to 

accommodate computers, screens, mouse/mouse 

pad and working space with the sliding second tier 

shelf for the keyboard. All units offer an adjustable 

height options, are easy to set up and can be quickly 

folded up and packed away. 

EFFORTLESS ELEVATION ADJUSTMENT 

These standing desk units can adjust to the perfect 

height with minimal effort. When you are ready to 

stand, simply raise your entire adjustable height 

desk to your desired height. A silky-smooth process 

with infinite stops creating tremendous height range 

adjustability, fast and easy to move from sitting to 

standing height. Grabbing the main work surface 

on the left and right edges and squeezing the brake 

release paddles on both sides making it all happen. 

LARGE EXTENDING KEYBOARD AND WORK AREA 

The extending keyboard area of the adjustable 

height desk offers lots of space, and there is 

enough room for a mouse and mouse pad. The 

standing desk is designed to provide plenty of 

room for a monitor, laptop, and much more without 

taking up too much space. 

EASY QUICK SETUP 

The quick easy set up gets you up and running 

immediately and it is ready to use, increasing 

your productivity without wasting time. They are 

ultra-stable, with sturdy stands, and gas strut 

arms for excellent strength, the overall finish is a 

black powder coating which is chip free and easy 

to keep clean. 

Three units are available the TCWS003, desk size 

810mm x 520mm and a height of 150 to 450 mm, 

the TCWS004 desk size is 900mm x 580 mm 

with height option from 150 to 510mm, the larger 

TCWS005 desktop is 1067mm x 580mm with height 

options from 150mm to 510mm 

Tork Craft is a leading brand of accessories in 

the Vermont Sales company and all products 

are available from leading specialist stores 

countrywide. For more information talk to 

your retail outlet or contact, Vermont Sales 

on 011 314 7711 or visit their web site www. 

vermontsales.co.za - Trade enquiries welcome 

BB33 KTM shirts 

We all know that our very own Brad Binder is 

now a full factory KTM MotoGP rider, and KTM 

have now just launched the new BB33 official 

Powerwear supporters shirt. 

RAD Moto KTM, the massive dealership in 

Sandton, has just unpacked their stock and now 

have them available in store for R535 each. 

Available in sizes from S-XXL. 

Available now from RAD Moto KTM 

011 234 5007 


PURE 

2020 KTM 

1290 SUPERDUKE R 

& 890 DUKE R 

BREEDS 

The new Dukes have finally arrived in SA! The updated, highly raved 

about 1290 Superduke R and the latest addition to the range the 890 

Duke R. Is the new 1290 SD R that much better? Why bring out an 890 

when you have a 790? Rob reveals all... 

Words by Rob Portman | Pics by Beam Productions 

The KTM Duke range has been a huge 

hit over the years and the Austrian outfit 

continues to make improvements on the 

full range trying to satisfy old fans, while 

attracting new riders into the great world 

of Dukeness. 

KTM have always been at the forefront 

of listening to their customers when it 

comes to what they want in a motorcycle, 

and more often than not, they get the 

formula between customers wants, and 

what they know works spot on – with a 

few exceptions here and there. 

The Duke range lends itself to a wide 

market – from new, and entry level riders 

on the 125 Duke, to the hooligan clan - 

craving raw performance and mad pleasure 

on the 1290 Superduke R. Most have been 

left satisfied over the years by the Dukes 

exclusive qualities and riding experience. 

But KTM are never happy to just settle 

on a good thing. They want more, they 

crave more, just like their adoring fans, 

and that’s what has made them one of the 

most exciting motorcycle brands out there 

at the moment. 

For 2020, KTM have made big updates 

to their already sublime 1290 SD R and 

added a new Duke to the range – the 890 

R. This got me, and every Duke fan excited, 

but I couldn’t help wonder why the hell 

they would release an 890 Duke when they 

already have a 790 in the range? Why go 

through all that R&D and production to 

bring out a machine just with a 100cc more? 

Well, I quickly found the answer to this and 

other questions I had regarding not only the 

890 R, but also the 1290 R, and I reveal all 

right here over the next few pages… 


2020 KTM 1290 

SUPERDUKE R 

“It looks just like the old 

one?” That’s the first thing 

most people ask me about 

the new 1290 SD R, and yes, 

to the naked eye it does very 

much resemble the previous 

gen model, but when you 

look closer the changes are 

actually very evident. 

Having shed some skin, 

the new 1290 SD R is now 

a leaner, meaner and even 

more menacing hyper-naked 

bike than ever before. At least 

that’s what the marketing 

guys at KTM say… 

The first big change that 

the eye will/should spot is 

the new exhaust system. 

Now Euro 5 compliant, it’s 

also had a complete redesign 

and looks a lot neater and 

more refined. This is not just 

a case of “bark being worse 

than bite” - this BEAST roars! 

Up to 60 mm of drainpipelike 

dimensions at the 

headers optimize gas flow, 

while 2 catalytic converters 

control emissions, without 

compromising the V-twin 

engine note or horsepower. 

The next big change I 

noticed was the wheels. The 

big beautiful wheel at the 

back now looks so much 

more aggressive, and fits in 

much better with the bikes 

overall design. These wheels 

didn’t just happen by the 

grace of a designer’s pen 

- they are the product of a 

sophisticated CAD system, 

which determines the best 

shape in terms of strength 

and lightness. What that 

means is that these wheels 

are engineered down to the 

finest detail, they are lighter 

than before and look great. 

The new 1290 SD R now 

also gets updated WP Apex 

suspension, which is now 

more adjustable than ever. 

This was a very nessasary 

update in the eyes on the 

R&D team, who heard the 

cries from previous owners 

asking for improvement to 

An all-new 

TFT dashboard 

with increased 

functionality has 

been added as well 

as a more robust and 

intuitive motorcycle 

switchgear, which 

we found a big 

improvement. 

The new LED headlight doubles as a ram air 

intake, with air being channelled between the 

lights, keeping them cool, and directly into the 

airbox, making for a more efficient burn. 


the handling, adjustability and 

overall performance. 

The Spine of the new Beast 

3.0, as KTM calls it, has had a 

big upgrade and won’t be seen 

by the naked eye, but promises 

a big change in the overall feel. 

Adopting many elements from 

the previous RC8 superbike 

model, the new frame, which 

uses the engine as a means 

to increase torsional rigidity, 

has resulted in the 1290 R 

being 3 times stiffer than its 

predecessor. This allows for a 

more effortless, confidenceinspiring 

riding position which 

translates into an ultimately 

faster ride. This is achieved by 

maximizing the feedback from 

the chassis and the front tyre. 

The frame also makes use of 

thicker diameter tubes with 

thinner walls, which is the single 

biggest weight saving measure 

on the bike - saving 2 kg… 

Helping the chassis and 

suspension keep all the 

madness of the 1301cc LC8 

V-Twin powerplant boasting 

imporved figures of 180hp and 

140Nm of torque, is the updated 

electronics package. Many 

traditionalists might frown at 

the sight of electronic rider 

aids, saying they interfere with 

the purity of the ride. However, 

when it comes to the 1290 SD 

R, all electronic features have 

received an update, providing 

more feedback from the engine, 

and less intrusiveness from 

the safety systems. This means 

improved Quickshifter+ settings, 

more refined and natural 

feedback and smoother, more 

intuitive anti-wheelie functions. 

Ergonomics and comfort have 

been improved with a restyled 

tank that gives the rider better 

support, while lower, variable 

handlebars and adjustable foot 

pegs make for improved comfort 

on the road and more control on 

the track. 

Other small updates can 

be found in the headlight and 

ram air, which has a smoother 

channel to help keep things 

cooler, and new graphics 

which maintain the tradition 

of aggressive, yet cool and 

modern 1290 SD R. 

At the core of the new Beast 

3.0 is a major chassis overhaul. 

Boasting an all new frame with 

3 times the torsional rigidity of 

previous models, stickier tyres, 

smarter WP suspension, an 

aluminum and carbon composite 

subframe and completely 

revised geometry, the king of 

the DUKES has become lighter, 

stiffer and faster. 

Legend has it, if you walk through the streets of Mattighofen at full 

moon, you can hear its roar. Ok, so we made that part up, but there is 

no denying the 1301 cc V-twin’s legendary status. Now even lighter 

and more powerful than before, this torquey powerhouse has been 

built to take on anything you’re brave enough to throw at it. 

RIDING THE BEAST 3.0 

I’ve been super excited to swing 

my leg over this new machine. 

I’ve heard nothing but praise from 

my colleagues overseas about 

the Beast 3.0 and its new-found 

sophistication, whilst also keeping 

the rawness that’s made it the 

naked bike of choice for many over 

the years. 

I’ve spent some good time on 

the previous gens, mainly the 

second and a couple of years ago 

myself, along with Riaan Neveling 

from KTM SA (now at KTM head 

office in Austria), decided to prove 

just how capable the SD 1290 

R was out on track by entering 

it into a BOTTS (Battle of the 

Twins) race to take on the mighty 

red machines, and also put it up 

against its toughest challenge ever 

- the RSR 24-hour race. 

Things were looking great in the 

BOTTS race down in PE, where I 

managed to qualify in 2nd place 

and pick up 2nd in race one before 

unceremoniously throwing it into 

the Aldo Scribante scenery whilst 

leading and trying to impersonate 

Marc Marquez. 

While it was very capable out 

on track, it took a fair amount of 

work and money to get it there, 

and even then, it still lacked a bit of 

certainty. The main problem was 

the customary front-end “float” 

feeling, found on most naked bikes. 

This gave off a slight feeling of 

uncertainty out on track, and even 

on the road. Limited adjustment on 

the suspension didn’t really help 

matters and a lack of flex from the 

chassis also contributed. 

KTM knew they had a class 

leading street machine, but many 

were using them out on tracks, so 

KTM did what KTM do best and 

addressed the problems voiced by 

their customers wanting a more 

solid feel out on track. 

KTM engineers had a tough job - 

while the masses raved about the 

previous 1290 SD R’s, slowly but 

surely those fingers started pointing 

at problems that didn’t seem to be 

there at the beginning - the age old 

tale of humanity never being satisfied. 

So, for the Beast 3.0 they had 

to keep the rawness that the fist 

gen riders loved, add a bit more 

sophistication and commercialism 


It feels like a proper 

track superbike, just 

without the fairings 

and bigger price tag. 

from gen 2 and add more modernday 

bells and whistles to attract 

new buyers. Keeping old hooligan 

gen riders, while attracting new 

modern everyday riders was 

always going to be tricky, and 

for sure it’s almost impossible to 

please everyone, but another thing 

KTM are one of the best at doing 

is trying, and never giving up or 

The new 1290 SD R comes 

out with the new Bridgestone 

S22 hypersport tyres and 

they work perfectly in sync 

with the new bikes all-round 

superbness. 

stopping in their pursuit to become 

leaders in the street bike market. 

They took a massive leap 

forward with their Duke range, the 

1290 SD R in particular, but can the 

new Beast 3.0 tick the very long 

line of boxes set forth in front of it? 

Riaan Neveling, if you are 

reading this please do me a 

favor. Go down stairs to the R&D 

department there at head office, 

find the team responsible for 

building the new 1290 SD R and 

give them a big hug from me. Heck, 

give them a big kiss while you at it 

and tell them Rob says well done 

on building a superb all-round 

work-of-art!!! 

Just as I had been told and 

expected, the new Beast 3.0 is the 

best yet. Everything about the new 

machine and the updates make 

sense and can be felt. So much 

more positive feedback – that little 

bit of uncertainty that was there 

before is now gone. 

This new machine is more 

determined than ever and now 

has the resources to keep it all 

under control. That extra flex from 

the chassis and suspension just 

make it more solid than ever, even 

around the tight track I was testing 

on. Stability has improved ten-fold 

in every area – from straight line, 

to corner entry and exit – this thing 

is now planted to the tar! 

The updated electronics don’t 

interfere as much as before, but 

are still there to help keep things 

in check. Big Brembo Stylema 

monobloc calipers offer nothing 

but fierce, usable stopping power 

and work in perfect tandem with 

the new WP Apex adjustable 

suspension up front. The rear 

shock also feels way more mature 

and assured of itself - this made 

going fast a lot easier than on the 

previous gen, and this bike was still 

out-the-crate standard. All those 

tedious problems before that 

could only be solved by throwing 

thousands of rands at are now all 

sorted from stock. 

There was never really an 

issue with the motor. Power and 

torque a plenty, but what some 

did complain about, mainly less 

experienced, non-hooligan type 

riders, was the way it delivered it. 

It was very intimidating for some 

how the power came in. So much 

force from so low down - it packed 

a massive punch! 

Just like all those other 

criticisms, KTM listened and have 

addressed and solved the problem. 

The first gen SD 1290 R felt like 

a Tattooed, ripped MMA fighter 

The new gen 3 still has that big punch, only 

this time it comes from that same MMA fighter 

who is now dressed in a suit and tie, so the 

tattoos and muscles are still there but hidden. 

...it’s still a big punch, but now feels more 

controlled, more presentable, more classy...” 

punching you in the face when 

turning that throttle. It was wild, 

and in many ways uncontrollable, 

with a then good electronics 

package, but not great. This is what 

those hooligan riders loved about 

this model, but what everyday 

riders were threatened by. 

The new gen 3 still has that 

big punch, only this time it comes 

from that same MMA fighter who 

is now dressed in a suit and tie, so 

the tattoos and muscles are still 

there but hidden. As I said, it’s still 

a big punch, but now feels more 

controlled, more presentable, 

more classy - and that might put 

off the hooligans just a bit, but 

will welcome those who were 

previously cautious about the SD 

1290 R with open arms. 

Add to this a much more 

controlled and solid electronics 

package and chassis, and we now 

have what I, and many think, is the 

most classy, sophisticated SD 1290 

R to date - one that all can enjoy 

and get the best out of. 

It’s a machine previous gen 

owners and the hooligans can 

still go crazy on and enjoy, but 

now also one that the everyday 

rider can enjoy without feeling the 

need to up their life insurance and 

medical aid policies. 

Where previously the SD 1290 R 

failed, it now succeeds, and with 

flying colours! 

The new 1290 SD R uses what was pretty much 

the old RC8 super bike chassis, with one-ortwo 

small adjustments, and it’s made a huge 

difference - it has that same solid, stable, and 

precise feeling the RC8 had, only much better! 


2020 KTM 890 Duke R 

Two years ago, KTM added another 

Duke to their already splendid 

Streetbike range - the 790 Duke. A 

machine that the wider audience 

cried out for, and catered for a 

wider range of riders offering 

them the chance to experience the 

pleasure of riding an Austrian Duke. 

Fast forward to 2020 and KTM 

once again have listened to the 

cries from their adoring fans who 

loved the 790, but wanted a bit 

more, and weren’t quick, brave, or 

rich enough to go for the 1290 SD R. 

As I said earlier, KTM have always 

been one of the best at listening to 

the customer and did so once again 

with the 890 Duke R project. 

There was nothing really to 

complain about of the 790 Duke 

- it was comfy, had a powerful, 

torquey motor that excited, and 

featured a chassis that even a new 

born baby could enjoy. But, fans 

of the Duke wanted a bit more. 

They are, after all, riders that like 

to be a bit more 

hooliganry let’s 

just say. While the 790 did attract 

more everyday riders to the KTM 

and Duke range, it didn’t really 

excite their already big fan base as 

much as they would have liked. So, 

in typical KTM fashion, they quickly 

went back to the drawing board 

and released a machine that will 

tick all the boxes of those who still 

had some empty ones. 

Going into this test, I had this 

question on my mind more often 

than not; “Why the 890 R?” Why 

spend all that time, money and 

effort on a machine that just has 

100cc more than the one you 

already have in your stable? 

So, like any good journo I did 

some homework and managed 

to find my answers before even 

swinging a leg over the new bike. 

Those answers came from a 

very well-known and respected 

man in the motorcycle journo 

world – Mr. Adam Wheeler – who 

does a lot of PR stuff for many top 

companies including KTM. He does 

work on the KTM Blog website and 

we have used his content many 

a time over the past couple of 

months, and will do so once again 

New WP Apex suspension, 

Brembo brakes, lighter more 

agile chassis, more power and 

torque - the new 890 Duke R 

is so much more than just a 

790 Duke with more capacity 

- it’s dressed a little more to 

impress a lot more. 

Adapted to suit the added power 

of the KTM 890 DUKE R but still 

retaining the signature DUKE agility, 

the fully adjustable suspension 

on the KTM 890 DUKE R has been 

fettled to be sportier with improved 

high-speed stability, while retaining 

real-world street riding comfort. 


SPECIAL FINANCE OFFER 

KTM 1290 SUPER DUKE R 

FROM R 3,899 

PER MONTH* 

Foto: R. Schedl 

here as he helped me answer the 

question of why the 890 R? This is 

what he had to say: 

There is a degree of intrigue 

about the 2020 KTM 890 DUKE 

R: a fresh, rasping entrant to the 

manufacturer’s virulent Naked 

bike portfolio. So, we enlisted the 

help of Street Product Manager 

Adriaan Sinke to explain some of 

the ‘reasons for being’. 

The KTM 890 DUKE R has 

been designed with priorities of 

‘sensation’ and ‘exhilaration’ at the 

forefront. But how did it originate 

in the minds of KTM R&D staff? 

And how did they strive to create 

something that was different to 

the thrill already provided by the 

other Naked bikes in the line-up 

(specifically the KTM 790 DUKE and 

KTM 1290 SUPER DUKE R)? 

In search of answers we 

fashioned four of the five ‘W’s and 

asked Adriaan to help us flesh out 

the details… 

Who? 

With the KTM 1290 SUPER DUKE 

R, KTM quenched the thirst for 

torque and crafted a bike as strong 

for the road as it is on the track. 

With the KTM 790 DUKE the firm 

aimed for agility, light weight 

and power. Models such as the 

KTM 390 and KTM 125 DUKEs 

again blend optimal handling 

with fierce motors and enhanced 

practicality for different groups of 

motorcyclists. 

What’s the KTM 890 DUKE R’s 

identity then? What’s its role? 

“We are always looking at 

the performance-end of the 

scale,” Sinke states. “A KTM 790 

DUKE is a great bike, and one of 

sportiest in the midrange, but like 

in racing, there is always room for 

improvement. There is obviously 

quite a gap between a KTM 790 

DUKE and a KTM 1290 SUPER DUKE 

R, so part of the decision [to make 

the KTM 890 DUKE R] was the wish 

to fill that gap. But much more 

important was the wish to deliver 

the highest performing bike in the 

midrange segment. Be it handling, 

suspension, engine or electronics, 

the KTM 890 DUKE R tops them all.” 

The KTM 790 DUKE’s 

characteristics were defined 

enough for the bike to be labelled 

‘THE SCALPEL’. The KTM 890 DUKE 

R’s appearance represents an 

attempt to make another slice 

at the motorcycling market. In a 

style true to KTM’s alternative 

values and philosophy, the KTM 

890 DUKE R charges in, exhaust 

ablaze. “The midrange segment 

is very big, especially in Europe 

and spans a very wide range of 

models,” explains Sinke. “KTM 

always wants to offer the sharpest 

tool in the segment and is not 

necessarily aimed at the middle of 

the segment where the volume is, 

OWNING THE BEAST 3.O HAS NEVER BEEN EASIER. 

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Monthly instalment 

Interest rate 

Term 

Deposit 

Balloon payment 

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60 months 

R 26,600 

R 79,800 

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Total cost of credit 

Initiation (included in instalment) 

Service fee (included in instalment) 

R 240,607 

R 309,824 

R 1,208 

R 69 

*Finance offer valid from 1 June 2020 until 31 August 2020 on all new, in-stock 1290 Super Duke R 2020 models, while stocks 

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and client risk profile. Initiation fee and service fee may be applicable. 

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we create our own niche.” 

“Potential competitors would be 

a Triumph Street Triple RS, an MV 

Agusta Brutale, maybe a Kawasaki 

Z900 or a Yamaha MT-10: we 

trump all those bikes on individual 

points and all of them with our 

overall package of handling, 

torque, power and electronics.” 

What? 

So, the KTM 890 DUKE R is not a 

‘suped-up 790’. How have KTM 

gone about reinventing the best 

parts and fabricating something 

new? Well, the parallel twin 

platform is vaguely similar, 

but increased bore and stroke, 

higher compression and a higher 

maximum RPM mean a hike 

to 121 HP and 99 Nm: 15 more 

horsepower. A new cylinder head, 

new camshaft and new balancer 

shafts all help to deal with the 

boosted revs and rotating mass. 

The chassis has been 

engineered to be sportier, more 

aggressive and lighter with 

altered ergonomics to suit the 

KTM 890 DUKE R’s role as a bike 

that will attack the twistiest of 

roads and the most inviting circuit 

layouts. The ride is smoothened 

by adjustable linear spring WP 

APEX front forks with split function 

damping, compression and 

rebound settings, and to counter 

all of that extra potency the new 

KTM relies on the latest Brembo 

Stylema monoblock calipers 

with 320mm floating front disks. 

These and more differences to the 

KTM 790 DUKE only increase the 

distinction of the KTM 890 DUKE R. 

When? 

The special orange frame of the 

KTM 890 DUKE R will be bouncing 

off shiny showroom floors by the 

time this story hits the KTM Blog. 

But will the 2020 emergence of the 

motorcycle cause any ripples in 

the overall DUKE family catalogue? 

The KTM 1290 SUPER DUKE R 

reached a third-generation model 

in 2020 with the best iteration of 

‘THE BEAST’ yet and the KTM 790 

DUKE already ruffled middleweight 

feathers since it appeared almost 

two years ago. KTM may claim that 

they have taken ‘all the things we 

love about the KTM 790 DUKE and 

turned it up to 11’ but the KTM 890 

DUKE R comes at a time when it 

can find its own path. For those 

riders optimistic of mining the 

full list of KTM’s PowerParts to 

make their KTM 790 DUKE reach 

the same ballpark of performance 

then disappointment lies in store. 

“The KTM 890 DUKE R is 

much more than just a tune-up,” 

underlines Sinke. “The engine 

character with the different valve 

train and crankshaft is so different 

from the KTM 790 DUKE engine that 

the entire feeling of the motorcycle 

has changed. The differences to the 

chassis setup and brakes complete 

the feeling of being on a different 

bike altogether.” 

“The upgrades we made on the 

suspension and brakes would not 

be easy to match,” he admits. “A 

power increase of more than 15 

horsepower is very hard to reach 

and very expensive, especially 

when the bike has to remain street 

legal. And even if a talented tuner 

could reach our values putting it all 

together with the very advanced 

level of electronics – Cornering 

ABS, Cornering MTC and so on – in a 

functional package that make a bike 

that works on the street as well as 

it does on the track is not realistic.” 

The KTM 890 DUKE R may not 

Brad was so surprised 

at the amount of 

grunt the 890 Duke R 

had at low RPM. 

strike fear into a speed camera 

like a KTM 1290 SUPER DUKE 

R but this bike adds a whole 

new dimension of demand and 

necessity to KTM’s Naked bike 

line-up. Thus, leading onto… 

Why? 

Ultimately, why should KTM 

owners (or prospective owners) 

consider switching from a KTM 

790 DUKE to the KTM 890 DUKE 

R? Or have their eyes pulled away 

from the peerless KTM 1290 SUPER 

DUKE R to rest on the new younger 

brother? By making such an impact 

with their two models at the top 

of the Naked bike sector KTM are 

placing the KTM 890 DUKE R in a 

competitive and ‘crowded’ space 

within its own family. 

“Good question, it really depends 

Recognise this rider? Yup, 

factory KTM MotoGP rider Brad 

Binder takes the RAD Moto KTM 

890 Duke R demo bike for a spin. 

He now wants one in his garage. 

on what you are looking for in 

an upgrade,” outlines Sinke. “Do 

you want absolute power and 

BEAST levels of torque? Get a 

KTM 1290 SUPER DUKE R. Do you 

want agility, precision, power to 

weight, compactness, and a lot of 

horsepower, torque and stopping 

power? Then now is the time to get 

an KTM 890 DUKE R.” 

Not quite a BEAST but sharper 

and more lethal than a SCALPEL: 

looks like the KTM 890 DUKE R is a 

weapon regardless. 

Ok, so that answers my question 

of “Why the 890 R” to perfection. I 

also managed to have a chat with 

my mate, Riaan Neveling, who is 

now the man in charge of Street 

Motorcycles for the KTM brand 

worldwide, and he had a bit more 

straightforward answer; “We 

needed to bridge the gap from 790 


“Calling it the Super Scalpel was 

right – this thing cuts through 

corners faster and sharper than 

anything and around the short 

kart track we were testing on 

it felt right at home. It was a 

perfect blend of motard-styled 

riding position and handling with 

superbike like performance – 

a real treat for sure!” 

Duke to 1290 SD R, and the 890 Duke R does that 

perfectly”. Short and sweet, but is it true? 

Let’s find out… 

RIDING THE SUPER SCAPEL 

I’ll start by saying this: the gap has very much been 

bridged! 

Going into this test I honestly could not see how 

the 890 R could be that much better than the 790. 

Yes, the specs sheet looked more exciting, but 

surely it couldn’t be that much better. After literally 

10seconds on the bike, another one of my big 

questions were answered. 

Calling a machine a “Super Scalpel” is a big 

statement, but then again KTM have never been 

afraid of hyping up their machines, and with good 

reasons, because more often than not they get it 

right and have done so once again with the 890 

Duke R. 

The mods made to the now parallel twin engine 

the 890 R features (single on the 790) have made 

the world of difference. This thing has serious 

punch from the bottom and carries it nonstop 

to the top. That 99 Nm of torque is available 

instantly and effortlessly and the extra rpm 

available means there’s more power for longer. 

That impressive figure of 121hp is awesome to 

play with, and combined with its lightweight 175kg 

chassis (3.5kg lighter than the 790) makes for one 

incredible thrasher. 

Calling it the Super Scalpel was right – this 

thing cuts through corners faster and sharper 

than anything and around the short kart track 

we were testing on it felt right at home. It was a 

perfect blend of motard-styled riding position and 

handling, with superbike like performance – a real 

treat for sure! 

Braking from the Brembo’s was as expected 

– sublime, while the new adjustable WP Apex 

suspension front and back gave the bike perfect 

support in every aspect. 

Hitting the apex, easy. Accelerating hard out from 

the apex, easy. Braking late and getting it in, easy. 

Stability under braking, easy. In other words, the 

890 Duke R made easy work of whatever I threw 

its way - even a MotoGP star loved the new 890 R; 

“I was so surprised by the amount of bottom end 

power. I really wasn’t expecting it. And the handling 

felt so sharp and precise, it really did surprise me 

and I’m now keen to get one in my garage”, said our 

very own Brad Binder after doing some laps on the 

RAD moto KTM demo 890 Duke R. 


So, that’s where I will leave it 

because if you get the approval 

from a top MotoGP rider like Brad 

then anything else I say from here 

on out is just not as substantial. 

A quick look at the 790 

Duke by RAD moto 

So, does this mean that the 790 

Duke is now deprived of any 

meaning in the range? Certainly not, 

The 790 still very 

much deserves its 

place in the Duke 

streetbike range. 

and certainly not once RAD Moto do 

their exhaust conversion to one. 

After riding the 890 R and 1290 

R, the 790 will no doubt feel a 

bit flat and, well pointless to be 

honest. RAD Moto kind of saw this 

maybe happening and did not want 

unhappy customers flooding to their 

dealership wanting to trade-in or get 

rid of their 790’s and lose money, so 

they came up with a solution that 

gives the 790 a bit more street cred. 

They have a pipe conversion that 

not only sounds amazing, but also 

adds some much-needed bite to 

the bark. The addition of the Akro 

carbon silencer along with new 

mid-pipe and EVO mapping really 

does draw more strength from the 

single powered motor. This certainly 

is a great solution for those looking 

to get more out of their 790 without 

having to scrape the barrel to pay 

for it, or shamelessly having to sell 

their more-than-capable machine 

for peanuts. 

The full conversion will cost 

around R15k, way less than one will 

lose if trading in or trying to sell. It 

just helps boost the 790’s ego to a 

point where it feels respected, and 

64 RIDEFAST MAGAZINE JUNE 2020 

Available at dealers Nation-Wide

so it should, because it’s certainly 

more than capable of holding its 

own in the ever-expanding range 

of Dukes. 

Conclusion 

All my questions answered and left 

with a big smile – I would call that a 

very good test. 

It’s a Cath 22 situation when 

being a big fan of the machine you 

are testing. On the one side, it can 

do no wrong and when I read the 

article back it comes out as very 

biased - and then on the other 

side I try and be as open-minded 

and unbiased as possible. But, at 

the end I am a big fan and am a 

bit biased towards it because it’s 

such an amazing machine, and 

I am loving everything the KTM 

brand is doing at the moment. They 

are listening to customers, using 

the development they are getting 

from MotoGP and other areas and 

putting it straight into R&D for 

their street, adventure and offroad 

machines, and we the end user can 

feel it and appreciate it. 

I am a firm believer in giving 

credit where credit is due, and 

bucket loads of it is due to KTM 

and their new 1290 SD R and 890 

Duke R machines. 

Some hardcore fans might argue 

that the 1290 SD R has gone a bit 

too commercialized, to corporate, 

compared to the brutally raw first 

gen, and I can in a way see their 

point, but the fact is with the new 

updates and changes KTM have now 

opened the door to a wider audience, 

welcoming them into the wonderful 

world of Dukeness, and ultimately 

that is their main goal - to share the 

awesomeness with as many riders 

as possible. I’m sure those hardcore 

fans will be happy seeing more 

riders buying and supporting the 

brand from these changes, rather 

than harping on about them. 

I think of the new 1290 SD R like 

a basketball player; who needs 

to have soft hands to accept and 

handle the ball, but then also 

needs to be firm and aggressive 

to dunk it and score points. The 

1290 SD R has to be the same - 

soft but firm. It needs to be soft to 

welcome and accept new riders in, 

making it easy for them to handle, 

well at the same time be firm and 

aggressive, to score the big points 

with previous generation fans. So, 

in this sense, the new Superduke 

has to be the Michael Jordan of 

naked bikes, and it is, scoring 

points in every game and exciting 

every single fan! 

As for the 890 R – just get to 

RAD Moto and book a test ride 

on one and you will experience 

all the charm, satisfaction, 

delight, wonder, bliss, diversion, 

elation, ravishment, refreshment, 

liveliness, revelry and rapture that 

I experienced whilst riding it. 

If you want one, look at the advert 

on the right, call them, and get one! 

#SupportThoseWhoSupportUs 

1290 Superduke R - R265 999 

890 Duke R - R189 999 

“...the fact is with the new 

updates and changes KTM 

have now opened the door to 

a wider audience, welcoming 

them into the wonderful world 

of Dukeness...” 


Something 

Different 

but rather as a everyday machine 

to get from A-B, and then to C, D, E, 

F, G…. on the weekends. 

For 2020, Husqvarna 701 Enduro 

features the latest cutting-edge 

electronic rider aids. Cornering 

ABS, lean angle sensitive traction 

control, ride modes and easy shift 

are featured as standard – Just like 

your favourite superbike. 

They have outfitted this 

one with an advanced Engine 

Management System, that they 

say delivers perfect power 

delivery, precise throttle response 

and customisable control over the 

motorcycle. 

Now, apart from the fact that it 

can go just about anywhere - be 

it road or offroad - the electronics 

package is what makes this 

machine so impressive, according 

to those colleges and readers’ of 

our who can’t stop raving about 

this machine. 

“Impressive power and 

torque, together with 

outstanding chassis 

agility and handling, 

for inspiring, fun-filled 

adventures and overall 

riding experience.” 

This is pretty much what all fans 

of this machine have written on 

their protest boards outside our 

offices, reminding us that there 

is more to bikes that just overall 

power and sportiness. 

In addition to the 701 Enduro, 

there is also now the 701 Enduro 

LR (Long Range), which shares the 

same advanced electronics as the 

701 Enduro, but offers additional 

touring capabilities for riders 

wanting to travel further. 

Remaining a lightweight and 

nimble machine, the additional 

12-litre auxiliary fuel tank 

increases the total fuel capacity to 

25 litres, meaning a significantly 

bigger fuel range. 

The 701 is powered by the 

renowned, torquey, 74 hp singlecylinder 

692.7 cc engine features 

ride-by-wire throttle, offering a 

perfectly linear power delivery. 

SOME TECHNICAL HIGHLIGHTS: 

• New switchable Ride Modes – 

change power characteristics 

while riding. 

• New Bosch cornering ABS – lean 

angle specific braking technology. 

• New Easy Shift function – 

shorter shift times and improved 

rear wheel traction. 

• New lean-angle sensitive 

• Motorcycle Traction Control – 

perfect rear wheel traction. 

• New graphics and slim bodywork 

– carefully engineered ergonomics. 

• 74 hp single cylinder engine – • 

Impressive power and torque and 

long service intervals. 

• Ride-by-wire throttle. 

• Chromium-molybdenum steel 

trellis frame. 

• WP XPLOR & WP APEX 

suspension. 

• Polyamide rear subframe with 

integrated fuel tank – high-tech, 

single-piece construction. 

• Slipper clutch – maximum 

control under hard acceleration, 

braking and down-shifting. 

That’s actually very impressive 

specs!! So, unlike our Government 

we are going to listen to the cries 

and protests from those people 

insisting we give the Husqvarna 

701 Enduro a chance to blow our 

minds with its awesomeness. 

We get our mitts onto a unit next 

month, so you can look for a full 

local road test in our next issue… 

and we guarantee lots of wheelies. 

The bikes are making their way to 

dealer showrooms now. 

www.husqvarna-motorcycles.com 

SO MUCH MORE THAN 

YOU THINK 

T H E N E W 2 0 2 0 H U S Q V A R N A 7 0 1 E N D U R O 

Husqvarna have just released 

the new 701 Enduro LR (Long 

Range) which adds even more 

benefit to this already highly 

beneficial machine. 

At RideFast, we get to feature any 

bike that can be used on the road 

– and whilst this is a departure 

from our “Usual” recipe, the latest 

offering from Husqvarna looks 

like a great, economical, versatile 

barrel of fun to ride. Husqvarna 

has a habit of building bikes that 

are just so much fun. This one is 

just begging to be thrashed! 

The 701 ENDURO models marked Husqvarna 

Motorcycles’ return to the street motorcycle segment 

in 2015, and contributed to the brands record-breaking 

year-on-year sales results. 

A very versatile machine that often gets overlooked as 

a everyday commuter for the road - including by us if we 

are being honest. It says Enduro, doesn’t it? Yes, it does, 

but it is so much more than that, or so we are told... 

We’ve had a few of our colleagues and readers who 

have experienced the awesomeness of the 701 Enduro 

tell us to take it for a ride - not only out on the dirty stuff, 


First 

Ride 

Here we go – R49,900. People 

have told me that’s a lot of money 

for a 250cc motorcycle, although I 

suspect most of these people are 

stuck in 1986, awaiting the end of 

the Cold War. Others have at least 

justified this statement by pointing 

out that you could purchase a 

second-hand 600cc supersport for 

that price. 

Yeah, good luck with that. From 

what I’ve seen, having perused 

the selection of used motorcycles 

at various dealers, most decent 

600s are somewhere in the 

R100,000 range; maybe R80,000 

at a push. A 600cc for R50,000 has 

been pulled out its own ass and 

is almost certainly on the verge of 

costing you a good chunk of money 

in spares that are probably no longer 

imported. Also, the general running 

costs of a 600, especially a poked 

one, are going to catch up to the 

person that can afford only R50,000. 

Lastly, that R50,000 supersport 

is most likely more than tenyears-old, 

and the banks are going 

to laugh at you when you try to 

finance it. 

So, R49,900 is a good deal for a 

new bike, especially one like the 

Gixxer 250. When you look at the 

range of similar motorcycles, the 

closest is the 300cc range that 

starts at R75,000. Really, R49,900 

for a 250 is a properly good bang 

for the buck. 

With sensibility out of the 

way, is it any good to ride? That 

would depend on how you look 

at it. The motor is a 249cc singlecylindered 

getup with oil-cooling 

and a single overhead cam, 

churning out 26hp and 22Nm of 

torque. None of this is particularly 

applaudable, especially compared 

to motorcycles with just 50cc more 

displacement but, again, none of 

these motorcycles have a R49,900 

price tag. 

What can be extracted from 

these specs is that the motor is 

relatively simple. From that, we 

can confidently assume that it 

is also bulletproof, a quality that 

is especially sought after when 

LITTLE 

GEM 

S U Z U K I G I X X E R 2 5 0 

Motorcycles are 

getting increasingly 

expensive and, in a 

time when a simple 

commuter costs close 

to R100,000, the need 

for something fun, 

that will not require 

the selling of one of 

your kids to afford, 

is massive. Suzuki 

thinks they have 

the answer with the 

Gixxer 250. Donovan 

Fourie gave it a go. 

Pics by Beam Productions & Chris Kuun 


anything thrown at it in the city 

and a 150 rear tyre that gives it an 

even more masculine look plus 

puts more rubber on the road. 

The Gixxer looks good, is fun 

to ride, will outlast the abuse 

thrown at it and will not break 

any bank accounts. 

In a manner that is not only 

objective, it could be the best bike 

available today. 

Rob says 

Motorcycles are all about fun 

and getting around in the fastest, 

most efficient and economical 

way, and the Suzuki Gixxer 250 

perfectly highlights all those 

attributes and many more. It’s a 

very attractive piece of kit that 

gets the job done really well. 

In these hard times, a bike like 

this, priced at a mere R49,900, is 

the perfect solution for most who 

can’t afford that big, heavy on 

fuel car anymore, and are in the 

market for a motorcycle under 

the R50k mark 

to help get them 

around, but also 

want to do so with 

a bit of pride. 

Don’t get me 

wrong, there is 

nothing wrong 

with riding a 

scooter around, 

it also makes 

sense (cents) in many 

ways but the Suzuki Gixxer 

has way more street cred... 

I love everything about this 

little gem and just like Don 

said I would have thrived 

having one of these when I 

was growing up! 

Build quality is typical Japanese 

brilliance and I love the overall 

aesthetics of the bike - from 

bodywork design and 

livery, to riding 

position - it’s 

just a brilliant 

machine! 

purchasing a motorcycle for a keen 

youngster who will be going full- 

MotoGP every time they ride. 

With that thought, let us relook at 

those specs, especially the 26hp. 

When I was a teenager, my father 

graced me with my first road 

motorcycle – a Suzuki RG50. This 

rickety bucket of bolts had the sex 

appeal of a rusty water pump, a 

piston the size of tot glass and an 

output of just 7hp. 

Pathetic, right? 

No – 16-year-old me gazed 

upon this machine with lauding 

wonderment. It was a shining 

light in my otherwise dark world. 

It was my NSR500, my ZZR1100 

and my Ducati 916. I rode the tits 

off it everywhere, attempting top 

end runs on every stretch of road I 

could find and treating each corner 

like a MotoGP last corner tussle. 

Andrew Pitt also 

The bike was terrible, but it was a 

had a go on the 

bike. Ilmor That’s X3. all I cared about. 

“The Gixxer looks good, is fun to ride, 

will outlast the abuse thrown at it and 

will not break any bank accounts.” 

With those fond memories 

drifting through my mind, I clicked 

the Gixxer into gear and attempted 

some urban MotoGP of my own. 

Before getting to any riding 

impressions, let’s first consider that 

this is a damn good looking bike, 

and not just for a 250 – I would 

be happy if my GSXR1000 looked 

like that. Apart from aggressive 

fairing panels, both lights are LED 

and there is a snazzy digital dash. 

Teenage me would crap himself. 

He would also laugh manically 

at that motor, buzzing through the 

revs to nearly four times the power 

of the trusty little fifty, tucking in 

beneath the screen in an attempt to 

nudge the speedo up to 160km/h. 

To a teenager, it may as well be 

growling MotoGP bike. 

Adult me finds this motor 

amusing, especially while whizzing 

through the suburbs of the West 

Rand. A long ride might get tedious, 

but in the stop-go environment 

of suburbia, it feels like the sort 

of thing you would cheer on, like 

a puppy massacring a rope. It 

isn’t fast, but it makes a big deal 

out of whatever speed it is going, 

with the rider chuckling joyfully 

as they rocket between housing 

complexes on their way to glory. 

Beyond the aesthetics and motor, 

it has suspension that is simple but 

surprisingly effective, a larger front 

disk brake that can easily handle 


RetroCool 

Old School Rules. 

Our lot grabbed a few of the more chilled bikes from Triumph South Africa 

and took off for a really lekker lockdown escape… 

Words & Pics: Séan Hendley, Glenn Foley, Kyle Lawrenson 

“…You can’t start a fire without a 

spark …”, and that is certainly what 

we are hoping is happening at the 

moment with the re-opening of 

the Motor Industry after the long 

Covid-19 induced coma that the 

market in general was plunged 

into. And it is to that end, with 

all the correct and up to date 

Government issued permission 

slips in hand we approached all the 

Importers and Distributors for a 

couple of demo bikes. 

Bruce and Ash from Triumph SA 

were among the first to oblige and 

loaned us three cool retro bikes 

from their stable of demo’s. We 

hadn’t been on a proper ride in 

months because of the national 

lock down, so it was with great 

excitement and anticipation on a 

sunny Highveld autumn morning 

that we wandered off to their HQ 

just off South and Dartfield roads 

in Sandton. 

Now, we do know that we have 

ridden and tested these bikes 

before, but every time we go out 

we get a new perspective on the 

whole triumph lifestyle. Firstly, I 

think it is important to mention, 

that even though these bikes 

have proper old school nostalgic 

styling they are all built with and to 

the latest technology and design 

available and mostly well spec’d 

with all the top brands like Brembo 

brakes, Fox Suspension and the 

Coz they British, 

we found a castle... 


like. So they all go well, stop 

properly and handle, feel and ride 

like proper modern motorcycles … 

just with that “something special” 

attitude about them. 

Our ride took us from the 

Triumph HQ in Sandton onto 

the freeway out west where we 

popped in at another importer/ 

distributor for test ride on their 

brand new electric scooters, (more 

about those a bit later this year … 

watch this space), and then out 

towards the Magaliesberg and 

down the Broederstroom satellite 

road and then back home via 

Lanseria. Even though there was a 

bit of a chill in the air, there wasn’t 

a cloud in the sky. The cold hadn’t 

quite turned everything dull and 

brown yet. So, green fields, sunny 

blue skies, some good mates, quiet 

roads and three quite special bikes 

we were in for a treat. 

Even though all three bikes were 

naked and the air quite cool, I opted 

for my open face helmet and light 

weight DMD textile shirt-jacket 

because I wanted that old school 

feel of the wind and cold in my face 

… just to feel alive and free again. 

First up for me was Triumphs 

900 Street Scrambler, a bike I have 

never really had the opportunity 

to ride properly for any length 

of time, so I was quite intrigued. 

The best way to describe this bike 

is it is like that shy wall flower 

at your school dance. You know, 

the one with the slightly more 

conservative look, no skimpy 

outfit or gaudy make up but just 

unassuming, easy going and 

naturally pretty and when you 

took the time to get to know her 

she was actually a lot of fun, 

enjoys getting a bit dirty and the 

girl you ended up marrying. Well, 

that is exactly what the 900 Street 

Scrambler is, a naturally pretty but 

unassuming bike that is very easy 

to get along with oodles of friendly 

power delivery, nice handling, 

comfortable suspension and good 

brakes and doesn’t mind getting a 

little bit dirty either. 

As with the entire twin cylinder 

range from Triumph the motor is 

very torquey with a smooth and 

predictable power curve and quite 

a sexy and husky burble from the 

twin up swept exhaust pipes. I was 

immediately comfortable on the 

Street Scrambler and was soon 

whizzing down the freeway easily 

quicker than the rest of the traffic 

and the posted national speed 

limit. Yes, wind protection was an 

issue and is easily solved with an 

aftermarket screen from Triumph’s 

comprehensive accessories bar, 

but these bikes are not designed 

for prolonged high speed runs 

down the freeway. They are more 

suited for a comfortable ride 

around the country side enjoying 

a couple of twisty roads and 

reveling in the freedom of riding a 

bike on a beautiful day in stunning 

countryside. And, that is exactly 

what we did … although she is 

“As with the entire twin 

cylinder range from 

Triumph the motor is very 

torquey with a smooth and 

predictable power curve 

and quite a sexy and husky 

burble from the twin up 

swept exhaust pipes.” 

no Tupperware torpedo corner 

carver, the Street Scrambler 

was very willing and completely 

predictable in the corners, soaked 

up all the pot holes and other 

inconsistencies in the black top 

and picked up her skirts and got a 

move on when asked to. I did pick 

up a negligible amount of torque 

steer from the single rotor up 

front, and that is literally the only 

little bit of negativity I could find 

with the bike. 

Next, I hopped onto the 1200 

Bonneville Bobber, a bike that I must 

admit I wasn’t really looking forward 

to riding for a number of reasons. 

Firstly, because of my size I generally 

look like a gorilla riding a tricycle on 

most bikes and the Bobber is, at first 

perception, an exceptionally small 

bike. Secondly, some pretty well 

informed peoples opinions have 

been quite disparaging about the 

suspension and ride quality. All I can 

say is that opinions are like noses, 

everyone has one, and they can smell 

bad. My opinion with any bike – ride it 

yourself and make up your own mind. 

The 1200 Bobber is, in reality, 

a comfortably low slung, well 

handling and powerfully muscular 

hot rod with all the street cred 

and attitude of Mickey Rourke in 

that movie …. what was it??? … 

something … something and The 

Marlboro Man. You don’t swing 

a leg over it, you kinda step over 

it and then drop into it, (ideal for 

the vertically challenged), and 

immediately feel like you can 

take on the world in your leather 

jeans, slicked back hair and ray 

ban aviators with your box of 

fags rolled into the sleeve of your 

t-shirt and your flask of Old No.7 

Brand hanging from your hip. 

Riding the Bobber, the hard tail 

suspension is firm and you do get 

a lot of feedback from the road 

through your butt cheeks but 

that just adds to your hardcore 

macho attitude and creates a lot 

of high speed corner stability. 


With its cornering ability and its 

assertive and solid power delivery 

the Bobber does lend itself to the 

occasional bit of hooliganism and 

fun in the twisty bits. The riding 

position, your close proximity to 

the tarmac and the beefy grumble 

from the twin exhaust pipes 

only encourages more mischief 

and from being apprehensive 

about riding the Bobber, I became 

reluctant to give up my spot behind 

its handlebars. This bike truly 

harks back to proper old school 

riding when men still opened doors 

for ladies or gave up their seats to 

the elderly and sorted out issues 

with each other the old fashioned 

way and not by clicking ‘unfriend’ 

on social media or by complaining 

to the group admins. 

Finally, it was my favourite for 

the ride home, Triumphs 1200 

Scrambler. My biggest issue 

with most of the automotive and 

motorcycle world is my 7 foot plus 

size versus the size of the vehicle 

they produce. I generally always 

look like a pig trying it on with a 

rugby ball. Most bikes, especially 

off road and adventure bikes, force 

me to hunch over or do a crouch 

come mid - air hover above the seat 

when I need to stand up in the very 

technical sections of off road riding 

because the rear sets are either 

too high or the handle bars are too 

low or both, which just makes them 

miserable for me to ride. And, if they 

are comfortable for to stand up and 

ride then they are generally big fat 

lumps of heavy cumbersomeness 

that are unpleasant to ride in the 

technical sections anyway. Then 

comes along Triumph with their 

1200cc nimble dirt bike designed for 

blokes just like me and suddenly I 

can stand properly and chuck the 

bike around in the technical bits 

with ease and not walk around 

crippled with muscle pain for the 

next week or so. 

It also makes me look like a 

lot better rider than I really am, 

which is another big plus point in 

my book. 

However, on this ride we just 

stuck to the black top and did a bit 

of mileage and the 1200 Scrambler 

was just as flippin’ enjoyable to 

ride as I remember it being in the 

dirt. Wind protection isn’t great as 

expected from any naked bike and 

the seat is quite firm and flat, so 

not great with pillions over long 

distances, but once again, not what 

the Scrambler was designed for. 

This bike is straight up designed 

for fun, scaring the superbikes 

up and down mountain passes, 

then turning off into the bush and 

hanging on the throttle, grabbing 

some air time over whatever gets 

in the way, drifting around long dirt 

corners and then chasing dirt bikes 

up mountain goat paths or tearing 

across the dunes of Namibia. It is 

a tall bike, (FINALLY!!), so those a 

little closer to terra firma will find 

You just can’t not 

enjoy riding the 

Scrambler 1200. 

“All-in-all, three really great 

bikes if used in the application 

they were designed for and 

absolute head turners.” 

it a bit challenging but I am sure 

a clever technician will be able to 

lower it a bit for you. 

All-in-all, three really great bikes 

if used in the application they 

were designed for and absolute 

head turners. The three of them 

riding together always attracted 

a huge amount of attention from 

other road users and gathered an 

audience wherever we stopped. 

I do understand why Triumph 

owners, riders and staff are 

always so passionate about their 

bikes. Get down to Triumph SA on 

the corner of South and Dartfield 

roads in Sandton, they have a 

comprehensive demo fleet and 

would love you to go for a ride with 

them. They are up and running 

with all the correct precautions 

and etc. in place for the Covid 19 

pandemic. 

Glenn says 

What a lekker day it was… and 

its strange how you notice stuff 

when restrictions are in place. 

We ended up in the North West 

province without actually realizing 

it (Sorry Mr Ramaphosa), and had 

no choice but to continue lest we 

ran out of fuel. We even tried to get 

our hands on a cheeseburger – but 

that failed, so we reverted back to 

the traditional old Simba chips and 

a loaf of bread… but no complaints 

here. The Hekpoort police even 

caught us having a picnic on the 

side of the road – but, it seems 

that they had bigger fish to fry, so 

we just smiled through our masks 

and waved… 

Funny times for sure! Some 

thoughts on the bikes. 

The Scrambler 

If you follow Dirt And Trail 

Magazine, you’ll know that the 

1200 Scrambler literally blew 

our minds. It’s one of the bikes 

that delivered exactly what the 

pamphlet promised huge fun with 

incredible off-road credentials. It 

is undoubtedly one of the coolest 

bikes released in the last 3 years. A 

veritable hooligan machine on the 

road and just so adept at taking on 

the dirt. Very different. Very unique. 

110 percent fun! I only got to spend 

a very short time in the saddle on 

this trip because the other two 

would not release it from their 

sweaty mitts…. And that’s quite 

understandable. It’s a bike that we 

have all fallen in lust with. 

The Bobber 

The last time that I rode the Bobber 

and the Street Scrambler was at 

the launch a year or so ago – and 

the “expert” that Sean refers too 

when he talks about the Bobber – 

is – well – me… 

This time, I got to ride the Bobber 

from Triumph, all the way out to 

Krugersdorp – and the roads all 

the way on our route are in perfect 

condition. If I remember correctly, 

at the launch, it was a fairly short 

ride with lots of unavoidable 

potholes… and that little seat sent 

many a sharp smack up my spine 

just to make sure that I was awake. 

What Sean says about the Bobber 

is quite true – 100 percent attitude 

and a real head turner. And its 

surprisingly comfortable over a 

bit of distance. The fuel injected 

1200cc parallel twin delivers very 


Sadly there were no 

burgers available... 

powerful – real world performance 

without any horrible vibrations, 

rattles or clangs. If this is the kind 

of bike that you enjoy, you need to 

ride this one. It is a great option. 

The Street: 

If there was one bike of the three 

that anyone can ride all day long, it 

has to be the 900 Street Scrambler. 

Once again, this was the first 

time that I actually got to ride it 

over any kind of distance – and 

I was so taken at what a wellrounded 

bike it is. The 1200’s are 

notably more powerful, but there 

is nothing wrong with Triumphs 

900cc parallel twin. The bike 

boasts a well padded comfortable 

seat, very neutral seating for all 

day comfort and one of the very 

coolest exhaust notes on the 

planet. The old school styling gets 

heads turning everywhere and the 

fact that it is so easy to ride makes 

it a perfect bike for – well just 

about everyone. 

Kyle says 

Scrambler 1200 

Having read about this machine a 

few issues ago in Dirt And Trail, the 

first thing that went through my 

mind was - I hope this is a kick ass 

road legal dirt bike... 

It’s actually quite weird. The 

smoothest dirt bike I have ever 

ridden - and the fastest. It looks 

the part - old school double rear 

shocks and a slick noise maker on 

the side. Having said that it is a 

beautiful sound that come out of 

those twin pipes. 

Sticking with the old school look, 

the high bars on the front gives 

you the attitude to match this bike. 

Around every corner you want to 

put your foot out and pretend you 

are on a MX track. Please can we 

use this at the next VMX? 

Up front, the beefy shocks that 

didn’t bottom out once when you 

hop a speed bump, launch off a 

pavement or even when you try hit 

a grass gap. Granted it’s not an MX 

The Scrambler 1200 

will go wherever 

you want to... 

“This is the 

bike that 

reminded me 

most about 

why I love 

riding. Time 

in the saddle 

not a worry 

in the world 

with a cool 

autumn breeze 

through 

your jacket.” 

No knee down stuff 

just smooth cruisin... 

bike but everything about this bike 

just says ride hard, have fun and 

jump things. 

The one thing that was pointed 

out on this bike is that Triumph 

haven’t spared a dime. It is 

fittedwith Brembo brakes front 

and rear, Ohlins rear suspension 

and Showa out front. This bike 

means business. 

It has attitude and Triumph 

nostalgia but at the same time it is 

an absolute hooligan. The power 

is smooth and direct. A blip of 

the throttle and the front is up. It 

brings all the fun of riding your MX 

bike on the road to reality. I would 

like one of these in my garage. 

Completely selfish but I want one. 

Scrambler 900 

I have ridden this bike before. And 

I would ride it over and over again 

This is an every day bike. Comfy, 

smooth and so easy to ride. 

This is the bike that reminded me 

most about why I love riding. Time 

in the saddle not a worry in the 

world with a cool autumn breeze 

through your jacket. Time runs 

away from you as you clock up the 

Kay’s. Out of the 3 this is by far the 

most practical and easiest to ride. 

The 900 motor purrs away and 

as funny as this may sound - this 

bike was happier cruising half 

throttle around 130 up hills, down 

hills, bends you name it. It is such a 

well planted bike. I would buy one 

in a heartbeat. 

Bobber 

Pull out your scarf, don’t shave 

your beard and go to the nearest 

coffee shop. It has the looks and 

man does it get the looks. This is 

the only bike I did not ride at the 

Triumph launch when it came out. 

But after spending a few hours in 

the saddle, you do get that dapper 

attitude developing. That says a lot 

for a guy who still has no facial hair 

– but that’s what this bike does to 

you. It mnakes you feel part of the 

cool club. 

The first thought that crossed 

my mind was the seating position 

unusual, but not uncomfortable at 

all. The power delivery is typical 

Triumph smooth. The important 

thing to remember is - don’t expect 

to get there first but you will arrive 

in style. 

Honestly – I’m too young for a 

bike like this, his is not my kind of 

bike but having said that I did feel 

like the coolest guy on the road 

while riding it… 

All of these bikes are available at 

the Triumph SA dealership located 

at Cnr South & Dartfield road, 

Eastgate Ext 13, Johannesburg. 

They also available to demo so 

call now to book or for more info - 

011 444 4444. 


FULLY 

CHARGED! 

ENERGICA EGO AND EVA ELECTRIC SPORTS BIKES 

Energica is an Italian motorcycle maker hailing from the same town as 

Ferrari. They were well known within electric motorcycle circles since 

their first prototype, designed using 3D printing and F1 technology, rolled 

out of the factory in 2010. They made global headlines in 2018 when it 

was announced that they would be the sole motorcycle provider for the 

newly-dubbed MotoE electric racing class following the MotoGP circus. 

Now, two of their esteemed models have graced South African shores 

at the hand of the new importer, Electronia. Donovan Fourie and Robert 

Portman snapped them up for a day on the Cradle Road. 

Herewith from Donovan: 

Pics by Beam Productions 


Electric motorcycles have 

received a lot of flack, especially in 

South Africa, and there is validity to 

some of these qualms. Our roads 

are broader and longer than the 

sinuous threads lacing Europe, we 

are yet to develop a network of 

fast chargers at garages and our 

electricity supply can charitably be 

described “mostly working”. 

We then move to the qualms 

that carry no weight and are 

usually proposed by people 

whose experiences with electric 

motorcycles tally at zero. 

Having no experience or limited 

knowledge about a subject, of 

course, doesn’t hamper them 

sharing an opinion: you charge 

them for 30 hours to get about 

10 kays of mileage! They’re slow! 

They sound like kitchen appliances! 

With that, we offloaded the 

two Energicas at the silent Bidon 

Bistro in the Cradle of Humankind 

for a day of riding, shooting and 

hopefully no big fires. 

Standing before the rustic 

setting of Bidon, the Italian design 

shone with contrasting futuristic 

delight. To the casual eye, they 

appear to be ordinary Italian 

sportbikes with hard, aggressive 

lines and a countenance of malice. 

Look closer, and there are clues 

– no exhaust pipe, a smaller oil 

cooler instead of a behemoth 

radiator and a neat battery where 

the monstrous goitre of a motor 

usually sits. 

There were two models on the 

day – the Ego and the Eva, the 

former is the superbike while the 

latter is described as a streetfighter. 

It usually is entirely naked, but the 

model we had on test was adorned 

with the optional screen. 

Internally, they are the same. 

They are each available with 

a 21kWh batteries, a unit of 

measurement comparable 

with litres – a 21kWh battery is 

something like a 21L fuel tank; it’s 

not an exact transfer in terms of 

the outcome of each, but rather a 

measure of the amount of energy 

each can produce. They both use 

oil-cooled permanent magnet AC 

motors both producing 145hp, an 

amount that is far from charttopping 

however is propped up by 

a behemoth 215Nm of torque. 

The only petrol motorcycle that 

can hold a candle to that figure 

is the new Triumph Rocket 3. The 

2500cc motor presses 221Nm 

on to the Earth, causing tectonic 

plates to shift and earthquakes 

all around the Pacific Rim. While 

the max torque output of Rocket 

eclipses that of the Energicas, 

the petrol motor has to build up 

some courage before said output 

is reached. The electric motor can 

dump the full 215Nm from 1rpm – 

not 1000rpm, we mean one. 

This has a profound effect – the 

Pacific Plate has turned a full 360º, 

and Los Angeles has since fallen 

into the ocean. 

Rob and Don talking 

to The Bike Show 

cameras 

The Ego superbike 

and the Eva 

streetfighter 

It all starts with some buttons – 

turn the ignition on, and a welcome 

screen appears on the full-colour 

TFT dash. With the side stand 

up, the rider needs to pull the 

front brake lever and hold down 

a start button on the handlebar 

very similar to those that usually 

swings a starter motor. After two 

seconds, a little green light saying 

“GO” will appear on the dash and 

that is the sole indicator that the 

engine is indeed “running”; there is 

no rumble from an idling motor, no 

fuel pump whine, no vibrations – 

only one silent light. 

At this point, life becomes 

dangerous for the unwary that are 

tempted to ask questions like “is 

this thing on” followed by a casual 

twist in the throttle. The ensuing 

mayhem can be very expensive 

indeed, and if the culprit is lucky, 

he will die in the crash before the 

bike’s owner gets hold of him. 

The more familiar rider will 

gently open the throttle and feel 

the bike silently move forward 

under its own steam in a mature 

and calculated manner. If your 

name is Rob or Donovan, and your 

level of maturity is somewhere 

around the pre-school mark, 


you will point the bike at an empty piece of tar, grin 

manically and whack open the throttle. 

The Energicas do have a transmission of sorts; 

however, it is nothing like the six-speed plethora 

of cogs found on traditional motors. Instead, it is a 

simple mechanism that transfers power from the 

free-spinning electric motor to the front sprocket and 

on to the rear wheel via a traditional motorcycle chain. 

Thusly, it has no gear lever, no clutch and pulling off is 

a procedure similar to that of an automatic scooter – 

simply open the throttle. 

As discussed, this immediately dumps the full might 

of 215Nm of torque onto the back wheel that shoots 

the motorcycle forward in an alarming fashion that 

will endanger various internal organs and parts of 

your skeletal structure. Within an instant, where you 

were is somewhere far behind you, where you are 

now is somewhere in the far distance and the next 

distance is a mere moment away. 

Crossing the line at the end of drag 

race with Don on the Ego and Rob 

on the new BMW S1000RR. 

It’s not silent either – the 

meagre transmission and final 

drive emit a ringing whine 

not unlike that of a jet-fighter 

warming up; a fitting soundtrack 

for a futuristic machine like this. 

The combination of mountains 

of torque and that jet sound is 

intoxicating as you eagerly await 

each opportunity to go full throttle. 

Words may be cheap, so as a 

more tangible illustration of the 

acceleration from a standstill, we 

borrowed a new BMW S1000RR 

from the good people at BMW 

Motorrad West Rand and held our 

own private drag race. To not give 

the electric bike an advantage, my 

generous, pie-loving proportions 

were placed aboard the Ego while 

gym-buddy Rob piloted the Beemer. 

The race was a mere 300m long, 

over in an instant and ultimately 

decided the moment the flag 

dropped. I simply had to open 

the throttle and hope my innards 

didn’t mash, while Rob had to 

meddle with balancing clutches, 

and throttles, and wheelies before 

beginning his hard acceleration. 

Towards the end, the S1000RR did 

start closing up and were the race 

any longer, we are sure it would 

have won. We are also convinced 

that if Rob had managed a better 

start, he might have been able to 

nip it on the line, but he didn’t so 

the deserved victory goes to the 

Energica. 

Beyond wrecking Earth’s 

geology, these machines also can 

turn and stop via a chassis that is 

conveniently provided with every 

motorcycle. The mainframe is 

a steel-trellis design offering a 

delightful combination of agility 

and stability. The standard bike 

is delivered with Marzocchi 

suspension, but ours had the 

optional Ohlins units for even 

better handling during hard riding. 

Braking is standard-issue 

Brembo. 

While everything looks set for 

some serious corner slashing, 

the entire system is mildly 

inconvenienced by a weight of 


280kg, some 70kg heavier than the 

more rotund litre superbike. You 

may look aghast at this revealing 

detail, but the people at Energica 

can be commended for these 

bikes not weighing even more – 

batteries of any practical use are 

heavy, and engineers do their best. 

This hefty load is primarily felt 

at a standstill, when attempting to 

manoeuvre out of or into parking 

spots. Thankfully, Energica has 

been good enough to fit a parking 

assist feature, with a low-speed 

forward mode and a reverse. 

When on the move, this weight 

is mostly felt when cornering hard 

and putting pressure on the front. 

Weirdly, probably due to the lower 

centre of gravity, they tip into 

turns fairly effortlessly, and the 

extra load is really felt only during 

heavy leaning. 

Ergonomically, the Ego is a typical 

superbike with a typically crouched 

superbike stance worthy of hard 

and fast riding, and less so of 

people with bad backs. The Eva has 

more upright clip-on bars and lower 

pegs providing the sort of comfort 

that could go on all day, while the 

optional screen provides decent 

wind resistance for a faster day. 

Naturally, there’s a fair dollop 

of electrickery with the usual 

six-level traction control plus an 

option to switch it off, an equally 

switchable ABS, four rider modes 

each offering different power 

delivery and range, and four 

braking recharge options that will 

send power back to the battery for 

better mileage, and manifest as a 

feeling akin to engine braking. 

The mileage of the 21.5kWh 

battery varies similarly to petrol 

tanks – the harder you ride it, the 

less distance you will get. Rob and I 

were riding like first-class idiots in 

a desperate attempt to look good 

for the cameras, thus our mileage 

was appalling. Still, Rob managed 

around 180km on the Ego, and I 

managed to dig a little further to 

200km on the Eva. Unlike other 

electric bikes, that grind to a deadly 

and final halt when the battery 

reaches zero, Energica supplies 

their motorcycles with a “reserve 

tank” – they will come to a halt 

upon battery depletion, but if you 

turn the ignition off and on again, it 

will manage another 10km in limp 

mode. When that is done, you can 

still restart the ignition, and it will 

charitably give you another 10km 

of limping forwardness. 

If you manage to find a fastcharging 

station, the battery will 

recharge in a mere 20 minutes. 

Otherwise, you can plug the 

standard charger into your wall 

at home, and a full recharge will 

take anywhere from two and 

a half to four hours depending 

on the quality of your electrical 

connection. People can also source 

a fast-charging system for their 

home – starting from around 

R10,000 – that will also recharge in 

a fraction of that time. 

These will be especially 

convenient at a track day, where 

each session lasts 20 minutes 

followed by a 40-minute break 

before the next one. With said 

recharger, a rider can arrive with a 

full “tank” and be able to ride every 

session throughout the day. 

People riding more maturely 

will achieve better mileage than 

Rob and my tomfoolery, and 

Energica claims that a bike ridden 

economically through town will get 

as much as 400km on a charge. 

It’s unlikely that anyone in South 

Africa, and our open roads, will 

achieve such a milestone, but they 

will easily manage the average daily 

commute and the Sunday breakfast 

run without stranding their 

occupant on the side of the road. 

The price of these two 

technological wonders is an affair 

that requires some explaining 

– Electronia is keeping these 

two demo units as examples for 

customers to peruse and ride 

while deliberating upon their 

purchase. When the green light 

is given, they will be directed to 

the Energica website to custom 

order their machine. This is 

where the price gets tricky – the 


standard Ego costs in the region 

of €21,000, but customers will 

be navigated through a series 

of options including the €2,100 

Ohlins suspension, carbon 

parts, bar ends, seat trimmings, 

colour options, various optional 

components and even extras such 

as the snazzy Energica bike covers. 

Once everything is configured 

and confirmed, the factory 

will begin production of your 

motorcycle. The shipping will cost 

an additional R50,000, and you 

will be charged the obligatory 15% 

VAT upon landing in South Africa. 

The final tally on a standard Ego is 

around R615,000, and the standard 

Eva is in the R570,000 range, all 

depending on the exchange rate at 

the time of ordering. 

Those are some big numbers, 

and growing bigger when the 

options list gets ticks, but they 

are primarily a victim of the newly 

devalued Rand. Also, there’s some 

expensive technology within all 

that electro-wizardry. Those 

batteries are the best performing 

example found on any production 

motorcycle, the motor is rated at 

1.5 million kilometres and then 

there’s the system controlling it all. 

Much like DNA controls living 

organisms, software is managed 

by lines of complex computer 

coding. The more lines of code 

there is, the more complex the 

programming. To put that into 

perspective, the Space Shuttle 

had 400,000 lines of code to 

transport people into space and 

(mostly) bring them back safely. By 

contrast, the Energicas each have 

1.1 million lines of code! 

There’s more good news 

because the initial price of these 

machines will be absorbed by the 

frugal running costs – the motor 

expenses are zero, except for 

occasionally changing the blob of 

oil needed for the transmission. 

The batteries will last years and 

then there are ordinary running 

expenses like brakes, tyres, chains 

and sprockets. 

Of course, the petrol price will 

not affect you. 

Energicas are high-end exotics 

designed for the more discerning 

customer. That’s a nice way of 

saying quirky, rich folk. We are 

insanely jealous of all of them. 

What they are not is slow, 

boring, soundless, kitchen 

appliances, and we have the organ 

failures to prove it. 

https://e2u.co.za/ 

CUSTOMIZE YOUR RIDE 

If one goes to the Energicamotor.com website there is all the info you will need on the new range of Energica machines - 

including the two we have on test here as well as the retro Eva EsseEsse9 model. 

Customers can go in and configure their own machines to the spec they want. 

Choose from the cheaper Marzocchi suspension, or go all out with top grade Ohlins - and it is top grade! 

Change bar end weight colour, add travel luggage etc. There is even a Sport Kit option on the EGO sportbike, which gives 

you the MotoE replica racing colours along with EGO-Tech Seat Red Stitching - love it! 

It can all be done on the website. When you are done and happy with your choice simply follow the instructions to 

complete your order, pay your money, and your bike will go into production - handmade - and will be sent once completed. 


F L A S H B A C K 

KTM GP1 

V4 ENGINE 

My story begins when KTM decided to enter the world of 

road racing. The plan was initially to gain GP experience 

with 125s from 2003 onwards. MotoGP would then be 

on the agenda from 2005. But everything turned out 

differently. My career was brief and turbulent. 

By Adam Wheeler (blog.ktm.com) 

Hello everyone! I’m V4 racing engine No. 

5/05, one of the engines that KTM built a 

few years ago to take the racing world by 

storm. My project number is simply 990, the 

same as the maximum engine displacement 

for the GP1 four-stroke class, which is now 

known as MotoGP. Every part number on my 

bill of materials started with 990. 

By the way, you’re probably wondering 

why I can speak. That’s simply because KTM 

builds motorcycles with a soul and a strong 

voice, and the riding pleasure that we 

provide is very lively. No matter how many 

cylinders. You always feel that something’s 

alive there. During tête-à-têtes in the 

garage or out on tour. That’s precisely what 

makes us so entertaining. 

Although I’m no longer in use, I am still 

ever-present as a part of racing history. My 

home is in Mattighofen, Austria, where I’m 

displayed on the third floor of the reception 

building. I sit enthroned on a stand right 

beside the meeting rooms. Many stop on 

their way in and out to take a look at my 

technology. And I’m pleased to say they 

usually look impressed! 

Otherwise, I’m positioned at a window, 

where I have a great view of our factory. To 

the right lies the orange main building, the 

rear of which adjoins the production area. 

On the other side lies the development 

centre. There’s always lots going on there. 

And because I’m equipped with sensors, 

very little escapes my notice. I can therefore 

assure you that KTM is a company full 

of competitive spirit, which continues to 

bloom, thrive and grow. 

KTM currently employs 1,900 people, 

with about 350 of them in development. 

When my project was launched in the 

late summer of 2002, less than half this 

number were working in development. 

We therefore needed to recruit new 

people. Head of Development Wolfgang 

Felber, who was also put in charge of GP1 

project management, first took Kurt Trieb 


“I WAS DESIGNED FOR 

230 HP AT 15,500 RPM, 

TOGETHER WITH EXCELLENT 

RIDEABILITY AND A USABLE 

REV RANGE OF AROUND 

8,000 TO 16,500 RPM.” 

(previously in F1 motorsport at Porsche and BMW) on 

board as a designer, and then other dedicated engineers 

and specialists who either had racing experience or were 

recent technology graduates. 

The core team that designed me consisted of seven 

people. Various concepts were considered to begin 

with – three-, four- and five-cylinders, in-line or in a 

V-configuration. In the end, I was developed as a V4 with a 

75-degree cylinder angle. Compact, strong, relatively light, 

not too thirsty. Equipped with pneumatic valve control, 

titanium piston rods, a dry clutch, high-end cylinder 

coating, a cassette transmission with special clutch 

sleeves, camshaft control with cascading gears, and a drysump 

lubrication system with several pumps. Moreover, 

I was the first ever plain-bearing KTM engine, the first 

engine with cam followers and the first with radially 

arranged valves. 

From a design perspective, I was a state-of-the-art, 

high-performance jewel. Also noteworthy: my clean looks 

with no cooling or oil hoses, since the necessary ducts 

were integrated from the very start. I was designed for 

230 hp at 15,500 rpm, together with excellent rideability 

and a usable rev range of around 8,000 to 16,500 rpm. My 

components were designed to withstand over-revving 

of 18,000 rpm. A minor problem with the pneumatic 

components was discovered during my first test bed run, 

but after this had been fixed, I had no problem growling 

dutifully up and down the rev range. The load profile 

corresponded to the Barcelona track. 

In July 2003, the KTM Board then decided to discontinue 

the GP1 project as it was. Work on the chassis, which was 

still in the design phase at the time, was also halted. The 

financial resources required for the project were needed 

more urgently in other areas at the time. 

As an alternative, the powers that be eventually decided 

to pursue the idea of joining forces with an existing GP1 

team. Talks with the WCM team came to nothing. But then 

a collaboration was agreed with Kenny Roberts Senior’s 

Proton team, which was seeking a replacement for its own 

V5 engine. 

At the end of summer 2004, a Roberts’ delegation from 

Banbury in England arrived in Mattighofen. Together with 

KTM engineers, they integrated me into the chassis of 

the existing Proton KR. Once done, a large crowd of staff 

gathered in the yard behind the Development department 

to celebrate the KTM engine being fired up for the very first 

time in the new chassis. It was a memorable moment that 

was also witnessed by Roberts rider Nobuatsu Aoki, who had 

travelled to Austria for the occasion with his wife and child. 

Aoki then also performed the first roll-out of the 

completed machine in Brno. The first real test, which 

was all very encouraging and dispelled any doubts about 

my reliability, was later completed in Jerez by Jeremy 

McWilliams. 


“BUT THE COLLABORATION PROVED ILL- 

FATED, BRINGING ONLY MODERATE SUCCESS. 

I WOULD HAVE PREFERRED SOPHISTICATED 

ELECTRONICS FROM TAG MCLAREN OR 

MAGNETI MARELLI, BUT I HAD TO MAKE DO 

WITH A CHEAPER EFI SYSTEM FROM ENGLAND. 

THIS IMPAIRED MY RIDEABILITY, WHICH 

ULTIMATELY AFFECTED OUR PERFORMANCE.” 

In 2005, the time had come: The 

KR team finally started a MotoGP 

with me on board. Kenny Roberts 

and KTM had agreed to join forces. 

Briton Shane Byrne was engaged as 

a rider. KTM provided the engines, 

bore the cost of the rider’s salary 

and paid for the Michelin tyres. 

With the help of external sponsors, 

the Roberts team was responsible 

for ensuring sufficient funding to 

cover the running costs. 

But the collaboration proved 

ill-fated, bringing only moderate 

success. I would have preferred 

sophisticated electronics from TAG 

McLaren or Magneti Marelli, but I 

had to make do with a cheaper EFI 

system from England. This impaired 

my rideability, which ultimately 

affected our performance. My 

best result with Shane Byrne 

on board was 15th place at the 

Laguna Seca GP, which earned one 

Word Championship point. At a 

rainy Donington, a podium place 

was within reach for much of the 

race, but our hopes eventually 

ended in the gravel trap. My last 

MotoGP appearance then came to 

an end with an early crash at the 

Sachsenring circuit. 

When there was no end in sight 

to the discussions about team 

financing, my bosses eventually 

drew a radical line under the 

matter. At the Brno GP, the KTM 

engines were collected and taken to 

Austria, which represented the end 

of the GP1 and MotoGP story for me 

as a power unit. 

How many V4 engines were built 

in total? Initially five, then ten more 

for 2005. I’ve no idea where they 

all ended up. But I do know of one 

V4 engine that CEO Stefan Pierer 

“WHEN THERE WAS NO 

END IN SIGHT TO THE 

DISCUSSIONS ABOUT TEAM 

FINANCING, MY BOSSES 

EVENTUALLY DREW A 

RADICAL LINE UNDER THE 

MATTER. AT THE BRNO 

GP, THE KTM ENGINES 

WERE COLLECTED AND 

TAKEN TO AUSTRIA, WHICH 

REPRESENTED THE END OF 

THE GP1 AND MOTOGP STORY 

FOR ME AS A POWER UNIT.” 


gave to KTM veteran Wolfgang 

Felber as a reward for his many 

years of service as overall Head 

of Development, as “father” of the 

RC8, and as project manager of the 

GP1 and then the Moto3 engine. 

Felber, who is now in charge of 

offroad component development 

at WP Suspension, will attempt 

to restore and reconstruct the 

KR-KTM around the engine. 

Apparently, a few chassis 

components have been found, but 

much is still missing. However, 

Kenny Roberts has already agreed 

to help in the search for required 

parts. The machine will then 

eventually enrich the planned KTM 

museum. 

Looking back, I didn’t quite live 

up to expectations as a V4 racing 

engine. But I wouldn’t change 

anything about those wild years. 

The enthusiasm shown by all 

the engineers involved was 

nothing short of sensational. I 

“LOOKING BACK, I DIDN’T QUITE 

LIVE UP TO EXPECTATIONS AS 

A V4 RACING ENGINE. BUT I 

WOULDN’T CHANGE ANYTHING 

ABOUT THOSE WILD YEARS.” 

also have no regrets, because 

all my experiences were really 

important and eventually 

benefited subsequent KTM 

designs in one form or another. 

Whether with regard to pistons 

and cylinder coatings, radial 

valve arrangements, use of cam 

followers or special crankcase 

ventilation systems. And not only 

in series production – such as 

for the 450cc twin-camshaft MX 

engine – but also with the Moto3 

racing engine. Every time KTM has 

celebrated Moto3 victories or even 

world championship titles in the 

past two-and-a-half years, I’ve 

shared the team’s delight. After all, 

this success is also due to knowhow 

from me. 

If you ever visit KTM in 

Mattighofen, be sure to drop in and 

see me. If you haven’t got time, just 

look up and give me a quick wave! 


THE RC51 

HONDA’S TWIN 

TO WIN 

Two decades ago Honda, so often kings of 

the multi-cylinder four-stroke racing world 

since the stunning arrival of several jewellike 

Grand Prix machines in the 1960s, had 

realised that something truly new was 

required to stay in the important game of 

winning WorldSBK championships. 


Something new for 

Honda, at least. 

In 2000 the biggest Japanese 

manufacturer of them all adopted a 

1000cc V-twin engine configuration, 

the same basic format that their main 

WorldSBK rivals – Ducati – had been 

using to such great effect long before 

the WorldSBK party had officially 

started in 1988. 

In reality, the Honda VTR1000SP1 

was a very different design to the 

Desmodromic, 90° belt-driven ‘laid 

down L’ of the Ducati. 

The reason for the birth of the 

Japanese twin-spar aluminium 

framed 90° V-twin was simple. 

Having won the Superbike Riders’ 

Championship with Fred Merkel and 

the RC30 (twice), then John Kocinski 

and the RC45 as recently as 1997, the 

writing was on the wall for the whole 

era of 750cc four-cylinders being 

competitive against bigger-bore 

twins. Even the title-winning Honda 

V-fours. 

Aprilia, another Italian marque 

which competed against Honda in 

the smaller GP classes, had already 

jumped on the big V-twin bandwagon 

as they entered WorldSBK full 

of ambition in 1999. Even little 

Bimota had hybridized their smallproduction 

run Italian philosophy 

with a V-twin Suzuki engine for the 

2000 WorldSBK season. 

Despite all this V-twin momentum 

building up elsewhere it must have 

taken a degree of deep thought 

– even a corporate deep breath – 

before the go-ahead was given to 

abandon the much-loved V-four 

configuration Honda had made 

their own trademark for many 

years. Especially given that any 

racing version of the new road 

going V-twin would be an instant 

technical challenge against the prime 

exponents of the V-due art, Ducati. 

Honda, however, has never been a 

company lacking ambition. 

The new bike, the VTR1000SP1 

(suffixed ‘W’ for the works bikes in 

WorldSBK), had a relatively upright 

single crank V-twin engine layout, 

four valve heads fed by two fuel 

injectors per cylinder. Engine capacity 

maxed out at 999cc, by regulation. 

Philosophically radical it may 

have been but it was relatively 

conventional, aside from the 

roadbikes’ side mounted coolant 

radiators, brought to the front on the 

racebike. And it worked well from the 

very start. 

New Zealander Aaron Slight, 

and the eventual double World 

Champion Colin Edwards, were the 

first to transition from fours to twins 

in Honda’s full HRC Castrol Honda 

team, based in the UK but very much 

a direct factory effort from Japan. 

With Showa suspension and Nissin 

brakes on the racebike, it was all very 

Japanese indeed. 

Edwards, a Texan from head to 

toe, knew at that point in time Honda 

– or maybe anybody – probably 

needed a twin to win, based on at 

least one central truth in any form of 

motorsport. 

“The old saying goes that there is 

no replacement for displacement, 

and that still stands true,” said 


Edwards, 20 years after he won the 

first of his two WorldSBK crowns. 

And it was not just a cubed route to 

success for the larger twin, it was 

also its very nature compared to a 

high-revving 750 four. “The thing 

with the twin was that it was like 

riding a Supersport bike,” remembers 

Edwards. “It had such easy, 

deliverable power. There was no ‘hit’ 

– you could do it in your sleep. It was 

such an easy bike to ride compared to 

the four-cylinders.” 

Edwards had been a convert to 

1000cc twins before he even got 

one of his own, even in his pre-RC45 

V-four days it seems. “Before I joined 

Honda I was with Yamaha and I said 

to them, ‘let’s build a twin!’” stated 

Colin. “Then when I joined Honda they 

decided they were going to do it, so 

obviously we were excited about it, 

knowing what Honda do with motors. 

They had ability to extract a lot of 

power out of it and we were excited 

about it.” 

Edwards first got confirmation 

that the VTR1000SP1 was on the 

way as early as 1998, and first rode it 

in early 1999. 

“We heard in 1998 that they were 

building it,” he said, “We went testing 

on it in Australia, at Phillip Island and 

Eastern Creek in – I think – February 

1999. It was a full year before they 

even brought the bike out. I rode two 

days on the twin at PhiIlip Island. 

The bike was way slow; it was in a 

somewhat production mode at that 

time and it did not have any kit on it 

to speak of. But our lap times were 

about three-quarters of a second 

behind the RC45, I want to say, and 

we were going about 20-25kmph 

slower down the straight. We knew it 

was slow just because they had not 

had any time to develop it. We knew 

we could get more power out of it, 

but at that time we had just started 

playing with fuelling and mapping.” 

As well as being fast around the 

corners, and eventually fast enough 

down the straight after the first 

year of non-competitive engine 

development, Edwards also found 

the bike relatively easy on tyres 

compared to the higher-revving fours 

he had known before. 

“The twins were definitely easier 

on tyres, but at that time we were 

going through – I am not going to 

say a transition – but there was 

so much development going on 

“Before I joined Honda 

I was with Yamaha 

and I said to them, 

‘let’s build a twin!” 


with Michelin at that time,” confirmed 

Edwards, who was the fastest test 

rider imaginable for Michelin in those 

heady days before single make tyre 

regulations became almost ubiquitous 

in most championships. Tailored 

options were the norm. “Everybody 

was on different casings and different 

rubber… everybody had pretty much 

carte blanche. It was sort of, ‘try this one 

and if it doesn’t work try that one.’ Then 

they would come over and say, ‘Fogarty 

likes this one, why don’t you try this 

one?’ You did not have two or three to 

choose from, like nowadays. It was quite 

different back in the day.” 

Another pleasant characteristic of the 

new V-twin was that it was less finicky 

in its basic on-track preparation. “It was 

definitely easier to set-up,” said Colin. 

But despite all the new things to 

understand, and while trying to race to 

win the title during a season in which 

nine different riders on seven different 

makes of machine won races, Honda’s 

brand new V-twin and Edwards had 

still secured the Riders’ Championship. 

They took eight race wins along the 

way, including the first and last of the 

season. A shift to 1000cc had led to 400 

championship-winning points. 

It was top teamwork, after a difficult 

but finally rewarding debut season 

for the VTR SP1. To the query of was it 

more man or machine in 2000, Edwards 

stated, “I think it was both things.” He 

was certainly ready to win outright as 

much as the new bike was. “I finished 

second the year before and I had been 

improving year-by-year. My level of 

riding was getting to the top level and 

ready to fight for the championship. 

At the same time, the bike we brought 

out was easier to ride but by no means 

perfect. The SP2 I would say was perfect. 

That was a great bike. The SP1… we did 

have to play around with it. It was not 

like every race was awesome.” 

As well as so many challenges for 

individual wins, Edwards was also 

competing in the era of tyre wars, which 

his Michelins usually won, but by not 

every time. Some races were downright 

stressful for this reason, and more. 

“...it was that first winning season in 

2000 that blew everybody’s mind, 

even if it took every joule of energy and 

spark of inspiration the manufacturer, 

technical partners, team and rider had 

to make the outcome certain. 

“It was stressful!” agreed Colin. 

“We had that tyre thing going on, and 

then you would show up at Sugo or 

Donington, or anywhere where Dunlop 

were on point and there was nothing 

you could do. We did have bad weekends 

and you just had to come out of a bad 

weekend the best you could.” 

With limits of the amount of testing 

he could do on WorldSBK circuits, 

Edwards made the most of his other 

riding opportunities, especially in 

France. “I think that was around the 

time that you had two allocated test 

tracks, and we did more tests at 

Clermont-Ferrand for Michelin than 

anywhere,” remembers Colin. “We could 

not have done without that.” 

After the then all-time WorldSBK 

great Carl Fogarty (Ducati) had been 

eliminated from 2000 season and then 

his career through a nasty shoulder 

injury, Edwards’ was given no respite in 

his title charge after Noriyuki Haga and 

his homologation special Yamaha found 

their stride. 

“The first race, in South Africa, I won. 

Haga was right there with me; and 

Fogarty. In the second race Haga just 

cleared off – by seconds. He was gone 


and I was riding my ass off. It 

was just weird; why had he 

not done that in the first race? 

A setting change, whatever, I 

dunno? But it was a little bit 

abnormal I thought at the time. 

“At Brands Hatch all I had 

to do was to have, I think, two 

tenth places, even if they had 

not taken those points away, 

so it was in the back of my 

mind. It was Brands Hatch and 

I usually won there, so I was 

not really stressed.” 

In the final chapter of a 

multi-venue rolling fairytale, 

Honda’s first WorldSBK V-twin 

and Edwards won the title, 

and would do so again on the 

subsequent SP2 in 2002. But it 

was that first winning season 

in 2000 that blew everybody’s 

mind, even if it took every 

joule of energy and spark of 

inspiration the manufacturer, 

technical partners, team and 

rider had to make the outcome 

certain. 

“Adrian Gorst was my crew 

chief, which he had been since 

1998 and Neil Tuxworth was 

leading the team – we had a 

really good crew,” affirmed 

Edwards. 

“Honda put in a lot that year, I 

would say a full factory effort. 

We had some Japanese staff 

come around race-by-race. 

As far as the amount of effort 

that was put in I would say 

maximum. There was nothing 

that we were missing. That 

was also the first year that me 

and Valentino Rossi did the 

Suzuka 8-Hour. So all of this 

went into developing the bike 

– it was a big, big effort on the 

twin that year.” 

Edwards continues “We won 

WorldSBK, we beat Ducati and 

the bike was awesome, but the 

2002 bike was even way better. 

It was a development thing. We 

did the whole first two years 

with the SP1, found out where 

our weaknesses were, where 

we could make it better, and 

built that into the 2002 models. 

That is just R&D, but from 

where they started in 2000, 

obviously they started at a really 

good spot – and we won the 

championship.” 

In the end, the RC51 in its 

three years of full WorldSBK 

competition amassed 26 

victories, a further 30 podium 

places and two Riders’ 

Championship titles in 2000 and 

2002 with Colin Edwards. 


B R A D B I N D E R I N T E R V I E W 

RISE THROUGH 

THE RANKS 

FROM ROOKIES CUP 

TO WORLD CHAMPION 

& MOTOGP. Words By Peter Clifford 

It was Brad Binder who smashed through 

the 100 Grand Prix wins for graduates from 

the Red Bull MotoGP Rookies Cup with his 

superb victory in the Malaysian Grand Prix; he 

was in the midst of a fabulous Moto2 hat-trick 

that left him just three points off the top of 

the championship table at the end of the year. 

The ex Moto3 World Champion has a total 

of 35 Grand Prix victories to his name and has 

no doubt about the biggest early step he took 

on his path to stardom. “Joining the Red Bull 

Rookies Cup was so crucial. Without it I would 

never have had the opportunity to get where I 

am now.” 

“For us, especially coming from South Africa, 

getting started in International racing was 

not so easy. A lot of travelling, a lot of difficult 

decisions we had to make on how we were 

going to do things,” explains the 24-year-old 

Springbok. 

“For a few years before I went to try out 

we had quite a few South Africans who went 

to the Selection Event, Mathew Scholtz got 

picked so that was the goal, I was just waiting 

until I was old enough to try and do the same.” 

“I think I was still 12 years old when I went to 

the try outs in 2008. I was very glad that I got 

in the first time.” 

“One thing that really sticks out in my mind 

when I think back was when we went to the 

first preseason test in Jerez 2009, we saw 

the set-up and the paddock the MotoGP guys 

were testing at the same time. That was 

kind of crazy for me, I remember sitting on 

the grandstand every chance I got, watching 

Rossi and all the big boys go round. That was 

when I realised just how big it is and what an 

amazing class it is.” 

“I remember being very very very 

disappointed finishing up in 10th place and 


home, we realised that we had to do more, get 

quicker, do things a little bit different. I started to 

ride motocross almost every week, maybe two 

or three days a week riding flat track. I started to 

do my training much better, everything got more 

intense. I felt that basically everything got taken 

to the next level.” 

“It took me a while to adapt to the class of 

riders I was in with the Rookies Cup but then 

I was doing all that different training that I 

obviously carried through the off season at 

the end of year one so that I was much better 

prepared going into the second Cup season in 

2010. Also of course in the second year, going 

back to many of the same circuits definitely 

helped. When you arrive there you know what 

to expect, you can immediately start off at a 

much better level already from Free Practice 1.” 

“In season two again I definitely learnt a lot 

and going into season three I really thought I 

could win the championship. But I think what 

it came down to in my third season was that 

I think we had a wet race almost every single 

weekend of the championship. I think we had 

maybe three or four dry races in the year.” 

13th when we went back to Jerez 

for the first races of the season. 

Obviously everyone is there because 

you want to win. I think I went in 

there expecting way too much, 

straight away I was a bit shocked 

“FOR ME IT WAS VERY COOL 

TO HAVE HIM IN MY CORNER. 

FOR BOTH MY DAD AND 

I IT WAS A BIG LEARNING 

CURVE, WE HAD A LOT OF 

THINGS TO ADAPT TO.” 

with just how high the level was in 

Red Bull Rookies Cup. The guys were 

all super fast and I realised that I 

had a lot of work to do.” 

“My whole first season was all 

about learning. Getting into the 

second season things started to get 

a little bit easier. Then I managed 

to run in that crazy front group that 

you always get in Rookies Cup.” 

“There was a huge amount of 

interest from South Africa in what we 

were doing, people following Mathew 

and I. Just to have a South African 

racing abroad was massive and to be 

racing on the same weekend as all the 

MotoGP guys was insane. So I think 

that even then I started to see a lot of 

people really interested in what I was 

doing overseas and from then on it 

just grew.” 

“My dad was always my mechanic, 

it was great, for me it was no 

different to when we were here 

in South Africa before going into 

Rookies Cup, my dad prepared 

all my bikes and got everything 

prepped, he did all the engines, he 

did everything.” 

“For me it was very cool to have 

him in my corner. For both my dad 

and I it was a big learning curve, we 

had a lot of things to adapt to.” 

“I remember during that first race 

weekend in Jerez and after we came 


“In those days if it rained I barely 

finished in the points. That made 

things a lot more difficult for me in 

the third year. It all came back to the 

fact that I’d never ridden in the rain. 

My first rain race was the Rookies 

Cup race at the Sachsenring.” 

“I remember lining up on the grid 

and not knowing what to expect. 

We rode off from the start, the guys 

rode away from me a bit and then 

I just remember thinking, ‘jees, the 

grip’s amazing!’ I did a few laps 

passing a whole lot of riders… then 

slung it…. It was crazy, you know, a 

whole new game to get used to.” 

For Binder his enjoyment of the 

Rookies Cup wasn’t just about the 

time on the bike. “When I think back 

to Rookies Cup of course we had 

great races but really the fondest 

memories are the camaraderie with 

the other Rookies, memories of 

hanging out with Arthur (Sissis), we 

had a great time hanging around 

the paddock and the Red Bull 

Energy Station. A great life with a 

great bunch of guys all doing what 

we wanted to be doing. Just chilling 

out waiting for our session, it was 

so cool.” 

“If I had to pick out a particular 

race, it would have to be the only 

one I actually won in Rookies Cup it 

was in Portugal, Estoril. It was my 

first race win overseas it was a big 

one for me.” 

And what about the worst 

moment? He chuckles… “There are 

quite a few. In those days I used 

to fall off quite a lot. It’s difficult 

to pick one but if I think back to 

my second season I remember 

the last race of the year. It was in 

Misano and I think I had to finish 

around fifth to take third in the 

championship. With four or five 

laps to go someone crashed in 

front of me and I rode over their 

bike… I fell right there and ended up 

fifth in the championship.” 

“Thinking back now, if I could have 

learnt to ride in the rain a lot earlier, 

then my last season in Rookies Cup 

would have been a lot better.” 

After three years in 

Rookies Cup it was time 

to move on to the Moto3 

Grand Prix class. 

“It was definitely a big step. 

The way you ride the bike and 

everything is quite similar but one 

thing I found quite difficult to adapt 

to was that you have so much more 

strategy, with like tyres, you have 

telemetry to follow. Everything is 

more complex, you have to give so 

much more feedback to get your 

bike set up perfectly for yourself 

whereas in Rookies Cup we pretty 

much have a setting that works 

everywhere you go once you’ve 

found that.” 

“In the GP classes you have to work 

harder at that and it is a lot more 

changeable. You have to personalise 

the bike more for yourself and the 

individual tracks. I remember my 

first few races in Moto3 were really 

difficult but was great to be there and 

one of the big advantages of having 

done Rookies Cup is that you know so 

many of the European circuits. That 

is a huge advantage when you are 

doing the GPs.” 

Moving on to the World 

Championship classes did not 

mean that he lost interest in the 

Rookies Cup. “I think it is the same 

for everyone, it’s the thing to do in 

the paddock, sit down at the end 

of the day and watch the Rookies 

Cup race. It’s always cool to see 

the guys wandering around. We 

become mates with some of the 

young guys and the Cup race is 

always the highlight of the day, 

never a dull moment.” 

Binder won 7 Grand Prix and 

stood on the podium 20 times 

and took the Moto3 World 

Championship in 2016. He is now 

just as fast in the wet as he is in the 

dry and has scored 8 victories and 

15 podiums in Moto2. Unlucky not 

to take the title in 2019, he has now 

stepped up to the premier class. 

He does not pretend that the latest 

step was easy. 


“It started off very difficult, it was 

actually really tough to adapt to the 

MotoGP bike when we did the Valencia 

test at the end of last year. But each 

day I improved a little bit and got a little 

faster and then after the off season we 

“I’M JUST STARTING TO GET 

USED TO THAT NEXT LEVEL, THE 

ELECTRONICS, THE SPEED YOU 

HAVE, THE AMAZING POWER 

YOU HAVE OUT OF THE CORNERS 

AND ALL OF THAT. IT REALLY IS 

ANOTHER BIG STEP.” 

went to Malaysia for the preseason test 

and things were much much better I was 

a lot quicker, more comfortable on the 

bike and I could really make sense of 

what it was doing.” 

“When we finished in Malaysia I was 

just 0.7 off the best, about 17th position. 

Then we went to the Qatar test and 

each day I was a little quicker and then 

on the final day I think I finished up in 

9th position 0.4 off so I was quite happy 

with that. It was nice to see that I started 

to make steps forward and was getting 

towards the front and also you know we 

made a lot of changes on the bike, I felt 

a lot more comfortable. The team and 

everyone’s working great.” 

“I’m just starting to get used to that 

next level, the electronics, the speed you 

have, the amazing power you have out 

of the corners and all of that. It really is 

another big step. It was unbelievable at 

the beginning but is starting to feel a bit 

more normal and I’m happy to say that 

we are getting there slowly.” 

It is easy to feel Brad’s wonderful 

enthusiasm for the KTM MotoGP bike 

and so understandable to share his 

current frustration at the delay to the 

start of his first MotoGP race. “It’s pretty 

difficult. You know, after the season 

“I AM JUST FOCUSED ON TRYING 

TO MAINTAIN MY FITNESS IF NOT 

IMPROVE IT A LITTLE BIT AND TRY 

TO STAY RELAXED, TO EXERCISE 

MY PATIENCE RIGHT NOW AND 

HOPEFULLY ONCE WE HEAR THAT 

THE SEASON IS GOING TO START 

I CAN MAKE MY WAY OVER TO 

EUROPE AND GET BACK INTO IT.” 

ends in Valencia I normally take 

a week or two of and then it is 

basically a build up. You are trying 

to peak in your fitness and have 

everything perfect by the time you 

get to Qatar for the first race. We 

were in Qatar, all ready to go then 

everything got cancelled.” 

“I came home and now I am 

training every single day trying to 

do all I can to keep my fitness as 

high as possible. At this moment 

though when there is still no 

calendar and no one really knows 

what’s going on it is tough, it is 

difficult to focus in quite the same 

way, we don’t have that carrot in 

front of us. We are just waiting 

pretty much.” 

“I am just focused on trying to 

maintain my fitness if not improve 

it a little bit and try to stay relaxed, 

to exercise my patience right now 

and hopefully once we hear that 

the season is going to start I can 

make my way over to Europe and 

get back into it.” 

“About the only other thing I am 

doing is a project in the garage. We 

have been working on some of the 

cars and bikes. I have been building 

up an old bike and had it all planned 

to be finished when the lockdown 

finished here in a couple of days 

but now that’s been extended by a 

couple of weeks so hopefully things 

wont get too boring.” 

“The mindset is that all you want 

to do is race. That is all I’ve ever 

really known but at the end of the 

day the biggest battle right now is 

to try and get rid of this virus. What 

has been going on in the world is 

unbelievable to say the least.” 

“Right now everyone has to take 

the lockdown totally seriously 

and the sooner this goes away, 

the better. I haven’t left the house 

in more than three weeks. I am 

certainly trying my best. The 

sooner this is over, the sooner we 

can return to real life.” 

In closing Brad turns 

back to the Rookies and 

some words of wisdom: 

“The advice I would give is that 

you must work hard every single 

day and every single lap. At the 

beginning of your career when 

things don’t go well it is easy to 

lose your focus and start to sit 

up in track, look for a tow and not 

really work on your own. If I could 

go back in my career then that is 

one thing I would change, I would 

just focus on myself and work on 

being able to push every single lap 

on your own and not worry about 

where anybody is around you that 

is a great advantage. It is a great 

thing to learn and if you can get 

that dialled in before you step up 

into say, Moto3 then you definitely 

have a big advantage on your side.” 


Words by Greg Moloney 

MOTO AMERICA 

BECOMES MOTO U-SA 

THE DELAYED 

OPENING ROUND 

OF THE 2020 

MOTOAMERICA 

RACING SEASON 

FINALLY GOT 

UNDERWAY AT 

ROAD AMERICA 

AND OUR SA STARS 

STOLE THE SHOW. 

Mathew Scholtz 

in full flight - 

love that riding 

style of his. 

After a lengthy time off due to 

that C-19 thing that has had 

its effects felt far and wide, 

Moto America rolled into Road 

America for the first event out 

of lockdown. Tensions were 

high and lots of the riders were 

not sure if their training and 

simulations they had done 

in the off period would be 

enough to bring them to the 

fore in the first outing of the 

now very reduced calendar for 

2020. This however was not 

the case amongst the South 

African contingent and hence us 

saying is there a possible name 

change required for the highly 

competitive championship 

based in the USA, or as we at 

RideFast like to now call it, the 

U- SA (South Africa). 

The race week end started 

off with some spectacular 

spills and thrills as riders all 

started to shake off the rust 

and get back into some kind 

of a rhythm. Mathew Scholtz 

(Westby Yamaha) was one of 

the first who provided the spill 

aspect of our previous comment, 

going down after losing the front 

end. His incredible team who, were 

of course on a slightly smaller size, 

but with the same capabilities, got 

him back into the swing very quickly 

and he would go on to show them 

what a great job they had done, 

by getting a hard fought for 2nd 

place in race one of the Premier 

class - HONOS Superbike class of 

Moto America. Jubilation was still 

continuing in race two as Scholtz 

once again looked like he was going 

to go one better, but unfortunately 

a late out breaking attempt by 

Suzuki mounted Bobby Fong ended 

his chances and both riders went 

down and out of the second heat. 

This left Cameron Baubier out front 

all alone and comfortable to take 

his second win of the week end and 

the championship lead after the first 

round. Scholtz is still in the top 5 and 

despite being disappointed with the 

incident was the first man to get 

across to Fong and make sure he 

was okay - top class.

Fellow South African and 

Super Stock pilot for 2020, 

Cameron Petersen, also had 

a great first outing in the first 

event of the year and looked 

good in the qualifying session. 

He too would podium in race 

1 in amongst the faster Moto 

America bikes, so much so that 

he actually finished off in the 

top 10 and 7th overall aboard 

his Altus Motorsports Suzuki 

GSX1000R. Considering the deal 

for Petersen came though very 

late into the season, lockdown 

was actually a blessing as it 

gave the team time to prep 

a potential race winner for 

Petersen to ride and he was 

very unlucky not to actually 

secure the win as he lead most 

of the race. 

In the Supersport Junior Cup 

class it was SA all the way with 

our young guns showing what 

kind of metal we have here 

in the land of gold. Dominic 

Doyle went about business 

in a stealth bomber like way 

firstly securing an unofficial 

lap record in qualifying to take 

pole and as we mentioned 

earlier the thrill aspect of this. 

His dominance was unmatched 

with a double victory coming 

his way in the Junior Cup. His 

fellow country man, Sam 

Lockhof, showed that the 

SA contingent had not been 

affected by the lockdown in any 

form and joined Doyle on the 

podium in race one with a very 

well deserved 3rd place. 

Round 2 of this championship 

takes place at Road America 

2 on the week end of 26- 28 

June and will once again 

be streamed live on Social 

Media. Be sure to catch all the 

incredible action and keep up 

the support for our SA racing 

pilots in the now “U - SA” as 

they look to once again be the 

dominant species in America’s 

National Park of Speed. 

A good start for 

Cam Petersen 

and his new 

Suzuki team. 

Dominic Doyle leads 2019 

champ Rocco landers in the 

Junior Cup. He would go on to 

dominate the entire weekend. 

All our boys 

proudly standing 

togther with 

their silverware.

And the winner is... 

During the recent lockdown period RaceDay TV in 

conjunction with Motul hosted a comp where viewers 

got the chance to win a R5000 Motul hamper by simply 

colouring in or painting the supplied pictures of SA riders 

taken by Jeff Latham. This was the winning entry - a 

stunning painting done by Justin Zimmerman of our very 

own Rob Portman in action on his Ducati V4R machine.

BUYER’S GUIDE 

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FTR 1200 

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FTR 1200 Race Replica R269,900 RC 125 

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Z300 

Z400 ABS 

Ninja 400 ABS 

Z650 

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Z900 RS 

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Z1000R 

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Ninja 650 

Versys X300 

Versys 650 

Versys 1000 

ZX10R WSB 2018 

ZX10R WSB 2019 

Z H2 

H2 SX SE 

ZZR1400 Ohlins 

INDIAN 

KTM 

KAWASAKI 

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Z H2 Hypernaked 

390 Adventure 

790 DUKE 

790 Adventure 

790 Adventure R 

690 Enduro R 

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1090 Adventure R 

1290 Super Adventure S 

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1290 Super Duke R 

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Agility RS 125 

Like 125l ABS 

G-Dink 300l 

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MOTO GUZZI 

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California 1400 Touring R405,000 

MGX 21 Flying Fortress R489,000 

V7 Stone lll ABS 

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V7 Carbon lll 

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All pricing correct as at time of publishing, but may vary due to exchange rates etc. 

All pricing correct as at time of publishing, but may vary due to exchange rates etc.

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R179,000 

R169,000 

R192,000 

R186,000 

R205,000 

R226,000 

R260,000 

R192,000 

R215,000 

R299,000 

ZT250 R 

ZT310R 

ZT310X 

ZT310T 

ZONTES 

R44,900 

R63,900 

R68,900 

R74,900 

DEALERS CONTACTS WHO 

ADVERTISE WITH US 

Fire It Up! Have recently launched 

a new a great new and very 

convenient online buying platform. 

Just hop on your computer, smart 

device or etc. In the comfort of 

your home or office click on www. 

fireitup.co.za, surf through the 

plethora of good, clean stock until 

you find something that grabs your 

fancy. Then, give them a call and 

chat to one of their top notch sales 

guys who will then do a detailed 

walk-around video feed of the bike 

you are keen on. If you are happy 

with that you can then do your 

finance application and all the 

paperwork on line. In the interim, 

the team at Fire It Up! Will get 

your new baby ready for delivery 

by doing a full PDI and inspection, 

put it through roadworthy, have it 

cleaned and detailed to the max 

as well as sanitised. Once all the 

T’s are crossed and all the i’s are 

dotted they will have one of their 

very knowledgeable ‘Motorcycle 

Concierges’ deliver the bike to 

you anywhere in Gauteng, (we 

are pretty sure suitable delivery 

arrangements around the country 

can be negotiated), where it will 

once again be sanitised before the 

Concierge goes through the bike 

with you from top to bottom. If 

you are 100% completely happy 

with the bike and the whole deal 

the concierge will get you to put a 

final signature on the dotted line, 

load your trade-in, (if you have 

one), and leave you to ride your 

new motorcycle off into the sunset. 

What could be easier and more 

convenient than that?? 

Click on www.fireitup.co.za or 

give them a call on 011 467 0737 

NOW! 

GIXXER SF 250 

XS125 K Delivery 

NH125 

XS200 Blaze 

XS200 Trail Blaze 

Citycom 300l 

SYM 

R16,495 

R25,995 

R18,495 

R19,995 

R54,995 

Rocket GT 

XTZ125 

YBR125G 

TW200 

XT250 

XT1200Z 

XT1200ZE 

MT07 ABS 

MT09 ABS 

MT07 Tracer 

MT09 Tracer 

MT09 Tracer GT 

YAMAHA 

R315,000 

R35,950 

R28,950 

R59,950 

R69,950 

R194,950 

R228,950 

R124,950 

R152,950 

R144,950 

R159,950 

R189,950 

Aprilia SA (IMI) Tel: 010 443 4596 

BMW West Rand Tel: 011 761 3500 

SMG Motorrad Umhlanga Tel: 031 502 9800 

SMG Motorrad Noth Coast Tel: 035 426 0020 

Daly Motorrad Klerksdorp Tel: 018 011 1888 

Ducati SA Tel: 012 765 0600 

Honda East Tel: 011 826 4444 

Holeshot Husqvarna Tel: 011 823 5830 

Indian Motorcycles SA Tel: 010 020 6195 

TRD Kawasaki Tel: 011 051 9104 

Fire it Up Kawasaki Tel: 011 467 0737 

RAD KTM Tel: 011 234 5007 

TRAX KTM Tel: 012 111 0190 

KTM Centurion Tel: 012 643 1110 

Moto Guzzi SA (IMI) Tel: 010 443 4596 

Fire it Up MV Agusta Tel: 011 467 0737 

KCR Suzuki Tel: 011 975 5545 

SYM TRD Motorcycles Tel: 011 051 9104 

Zontes SA Tel: 012 565 6730 

All pricing correct as at time of publishing, but may vary due to exchange rates etc.

EVERYTHING 

YOU NEED & 

MORE! 

ALL UNDER 

ONE BIG ROOF! 

EXCLUSIVE DEALS 

ON THE NEW RANGE 

OF AGV HELMETS. 

Massive range of Arai 

road, Adventure & offroad 

helmets FROM R8500 

Massive range of 

AIROH road, Adventure & 

oFfroad helmets FROM R2800 

Massive range of YOHE & VEGA 

HELMETS STARTING FROM R899 

Massive range of 

AGV HELMETS STARTING 

FROM R4990 

AGV K-3 BIRDY 

R4320 

AGV K-3 LIQUEFY 

R4320 

AGV K-3 ROSSI 5 

CONTINENTS R4820 

AGV K-3 ROSSI 

TARTARUGA R4820 

AGV K-3 ROSSI 

MISANO R4820 

AGV K-3 ROSSI 

WINTER TEST R4820 

Exclusive 

Deals! 

FULL RANGE OF SCORPION HELMETS STARTING FROM R3500 Exclusive 

ALL-NEW SCORPION 

COMBAT ONLY R5550 

AGV K-3 SAKURA 

R4320 

AGV K-1 POWER 

R3490 

AGV K-1 POWER 

R3490 

AGV K-1 MIR 

R4150 

EXCLUSIVE DEALS 

ON THE RANGE OF 

SCORPION HELMETS. 

AGV K-1 ROSSI GOTHIC 

R4150 

AGV K-1 ROSSI GOTHIC 

R3490 

Massive range of SHARK HELMETS FROM R4000 

FULL RANGE OF GAERNE BOOTS STARTING FROM R4150 

BERIK KANGAROO 

LEATHER SUITS 

ONLY R11500 

SCORPION EXO-490 

VISION R3500 


GENESIS R3500 

BERIK JACKETS FROM R2950 

ALPINESTARS JACKETS FROM R4600 

WIDE range of OLD SCHOOL CLASSIC & RETRO 

RIDING JACKETS & APPAREL FROM R4900 

Massive range of BERIK, 

ALPINESTARS & STEALTH 

RIDING GLOVES FROM R890 

COME VISIT OUR 3 FLOORS OF PURE 

MOTORCYCLING PLEASURE! 

Centurion Office Park, Akkerboom Street & John Voster Drive, Centurion. Tel: 012 765 0600 

SCORPION R1 AIR 

BAUTISTA REPLICA 

R9180 


AIR BAUTISTA REPLICA 

R8200 


BRUTUS R8200 


CARBON R7500 


ARMY R2600 

COME VISIT OUR 3 FLOORS OF 

PURE MOTORCYCLING PLEASURE! 

Centurion Office Park, Akkerboom Street & 

John Voster Drive, Centurion. 

Tel: 012 765 0600

ROAD 

TRACK 

DIRT 

GET A GRIP ON 2020! 

///RACE 

///TRACK 

KR451 

D213 PRO 

///TRACK 

///ROAD 

GPR 300 

ROADSMART 3 ROADSPORT 2 

Q3+ Q4 

S594/A 

///OFFROAD 

///TRAIL 

AT81 & AT81EX 

MX33 MX53 EN91 TRAILMAX MISSION 

50/50 

DUNLOPTYRESSA 

Get a Grip on 2020! Email Nicole Swanepoel at 

nicole.swanepoel@srigroup.co.za or contact our call centre on 011 418 3088.

RideFast June 2020

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