You also want an ePaper? Increase the reach of your titles
YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.
JUNE 2020
Pics by
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
Diverse and S innovative filters –
S
S
S S S S S S
also for motorcycles.
The largest filter range for maximum workshop performance.
Our filters protect not only the engines, but also the people in the vehicle. With our comprehensive filter range in uncompromising quality and
with maximum market coverage, we ensure that the right product is available for every requirement to keep dirt, abrasion and the finest particles
away from the powertrain and the occupants. With MAHLE, your workshop delivers 100% performance, today and tomorrow.
www.mahle-aftermarket.com
Distributed by Autocycle Centre
EDITOR & DESIGNER:
Rob Portman
rob@ridefast.co.za
PUBLISHER:
Glenn Foley
foleyg@mweb.co.za
ADVERTISING:
Sean Hendley
bestbikemagazines
@yahoo.com
071 684 4546
OFFICE &
SUBSCRIPTIONS:
Anette
anette.acc@
mweb.co.za
011 979 5035
CONTRIBUTORS:
Sheridan Morais
Brad Binder
Darryn Binder
Gerrit Erasmus
Eugene Liebenberg
Niel Philipson
Greg Moloney
Daniella Kerby
Keith Botha
Brian Cheyne
Donovan Fourie
Shaun Portman
Mat Durrans
Copyright © RideFast Magazine: All rights reserved. No part of this publication may be reproduced, distributed,
or transmitted in any form or by any means, including photocopying, articles, or other methods, without the
prior written permission of the publisher.
RIDEFAST MAGAZINE JUNE 2020 1
ducati.com
ducati.com
Official Sponsor
Official Sponsor
Developed with
Developed with
Powered by
Powered by
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.
ducati.com
ducati.com
Official Sponsor
Official Sponsor
Developed with
Developed with
Powered by
Powered by
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.
Tel: 012 765 0600. Centurion Office Park, Akkerboom Street & John Voster Drive, Centurion.
ducati.com
ducati.com
Developed with
Powered by
Official Sponsor
Developed with
Powered by
Join the
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.
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
All the NEWS proudly brought
to you by HJC HELMETS
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.
18 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 19
All the NEWS proudly brought
to you by HJC HELMETS
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
All the NEWS proudly brought
to you by HJC HELMETS
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.
22 RIDEFAST MAGAZINE JUNE 2020
All the NEWS proudly brought
to you by HJC HELMETS
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
24 RIDEFAST MAGAZINE JUNE 2020
All the NEWS proudly brought
to you by HJC HELMETS
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
26 RIDEFAST MAGAZINE JUNE 2020
All the NEWS proudly brought
to you by HJC HELMETS
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
All the NEWS proudly brought
to you by HJC HELMETS
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
30 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 31
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.
32 RIDEFAST MAGAZINE JUNE 2020
PADDOCK NEWS
Brought to you by
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.
34 RIDEFAST MAGAZINE JUNE 2020
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
Brought to you by
“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.
36 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 37
PADDOCK NEWS
Brought to you by
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,
end of 2020)
LCR Honda:
Cal Crutchlow (HRC contract,
end of 2020)
Takaaki Nakagami (HRC contract,
end of 2020)
Pramac Ducati:
Francesco Bagnaia (Ducati contract,
end of 2020)
TBA
Avintia Racing:
Johann Zarco (Ducati contract,
end of 2020)
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
Brought to you by
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’.
40 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 41
PADDOCK NEWS
Brought to you by
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
42 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 43
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.
CHIEF CHARACTERISTICS OF THE
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
CHIEF CHARACTERISTICS OF THE
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,
• Sidewalls that feature Michelin’s Premium
Touch Technology.
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.
CHIEF CHARACTERISTICS OF THE
MICHELIN POWER SLICK2
• 2CT (front tyre) and 2CT+ (rear tyre) technology
with a dedicated compound, developed
uncompromisingly for on-track performance,
• Sidewalls that feature Michelin’s Premium
Touch Technology.
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
46 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 47
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…
48 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 4 9
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.
50 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 51
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
52 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 5 3
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!
54 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 55
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.
56 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 57
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.
Retail price
Monthly instalment
Interest rate
Term
Deposit
Balloon payment
R 265,999
R 3,899
7.89%
60 months
R 26,600
R 79,800
Principal debt
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
last, at all participating KTM dealers. All information with the proviso that mistakes, printing, setting and typing errors may occur.
Please consult your local dealer for further details and tailor made offers. Terms and Conditions apply. Finance is subject to approval
and client risk profile. Initiation fee and service fee may be applicable.
KTM Finance, a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services
and Registered Credit Provider. NCRCP20.
START NOW
58 RIDEFAST MAGAZINE JUNE 2020
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
60 RIDEFAST MAGAZINE JUNE 2020
“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.
62 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 6 3
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...”
66 RIDEFAST MAGAZINE JUNE 2020
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,
68 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 69
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
70 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 7 1
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
72 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 73
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...
74 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 75
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.
76 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 77
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
78 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 79
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.
80 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 81
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
82 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 83
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,
84 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 85
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
86 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 8 7
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
88 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 8 9
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.
90 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 9 1
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
92 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 93
“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.
94 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 9 5
“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.”
96 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 97
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!
98 RIDEFAST MAGAZINE JUNE 2020
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.
100 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 101
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
102 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 103
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!”
104 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 105
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
106 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 107
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.
108 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 109
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
110 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 111
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
112 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 113
“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.
114 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 115
“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.”
116 RIDEFAST MAGAZINE JUNE 2020 RIDEFAST MAGAZINE JUNE 2020 117
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
SELLING
YOUR BIKE?
FIRE IT UP IS THE MOST TRUSTED PURCHASER IN SA!
WE PAY INSTANTLY, WE COLLECT, WE COME TO YOU!
www.fireitup.co.za
MODEL PRICE MODEL PRICE MODEL
PRICE
MODEL PRICE MODEL
PRICE MODEL
PRICE
RSV4 RR 1000 R297,500 Monster 797
R138,300
RSV4 RR 1100 Factory R398,500 Monster 821
R173,100
Tuono V4 1100
Tuono V4 1100 Factory
RSV4 1100 FACTORY
G 310 R
G 310 GS
C 400 X Scooter
C 400 GT Scooter
F 750 GS
F 850 GS
F 850 GS Adventure
R 1250 GS
R 1250 GS Adventure
R 1250 R
R 1250 RS
R 1250 RT
R NineT Pure
R NineT
R NineT Scrambler
R NineT Urban GS
R NineT Racer
K 1600 GT
K 1600 GTL
K 1600 B
S 1000 R
S 1000 RR Red
S 1000 RR M Sport
HP4 Race
APRILIA
DUCATI
BMW
R258,000 Monster 821 Stealth R184,700
R288,000 Monster 1200
R209,900
Monster 1200 S
R245,600
Monster 1200 R
Monster 1200 Black
R257,900
R248,600
Hypermotard 950
R194,100
Hypermotard 950 SP R230,900
Supersport
Supersport S
R192,200
R216,200
Multistrada 950
R207,900
R69,300 Multistrada 950 S
R253,200
R80,400 Multistrada 1260
R232,000
R125,000 Multistrada 1260 S R284,700
R136,000 Multistrada 1260 Enduro R283,400
R190,500 Multistrada Pikes Peak R345,300
R202,500 Multistrada Grand Tour R312,900
R223,300 Diavel 1260
R279,900
R269,300
R288,900
Diavel 1260 S
X Diavel
R313,900
R295,900
R212,000 X Diavel S
R339,900
R227,000 959 Panigale
R229,900
R252,400
R175,300
959 Panigale Corse
Panigale V2
R264,900
R255,900
R196,700 Panigale V4 base
R334,800
R204,000 Panigale V4 S
R399,900
R180,350 Panigale V4 Speciale R669,900
R180,200 Panigale V4 R (2019) R669,900
R288,700 Panigale V4 25° 916 R720,000
R311,900 Panigale Superleggera R1,690m
R348,100 1299 Panigale R FE R669,900
R213,600 Streetfighter V4
R292,900
R311,400 Streetfighter V4 S
R342,900
R352,400
R1,3m
STREETFIGHTER V4
Sixty 2 Scrambler
Icon Scrambler
R119,500
R144,900
Full Throttle Scrambler R172,900
Classic Scrambler
R164,900
Desert Sled Scrambler R187,900
Cafe Racer
R187,900
1100 Scrambler
R199,900
1100 Scrambler Special R216,900
1100 Scrambler Sport R230,900
HARLEY-DAVIDSON
Street 750
Street Rod
R109,000
R120,000
Iron 1200
R153,000
Superlow
R147,500
Iron 833
1200 Custom
R151,500
R163,900
Superlow 1200T
R169,000
FortyEight Special
R163,000
FortyEight
Roadster
R163,000
R171,500
StreetBob
R191,000
LowRider
R218,500
Deluxe
Sport Glide
R276,900
R234,500
Fat Bob
R229,500
Fat Bob 114
R263,000
Soft Tail Slim
R249,900
Fat Boy
R280,500
Fat Boy 114
R316,500
Brak Out 114
R316,000
Break Out
Heritage Classic 114
R281,000
R319,500
Heritage Classic
R286,900
Ultra Limited Low
R385,000
Road King
R323,500
Road King Classic
R281,000
Road King Classic
R323,500
Road King Special
R344,500
Street Glide
R354,000
Street Glide Special
Road Glide Special
Road Glide
Road Glide Ultra
Ultra Limited
CVO Street Glide
CVO Limited
Free Wheeler
TRI Glide Ultra
FXDR114
HONDA
ACE 125
Elite 125 Scooter
NC750X
NC750X DCT
Africa Twin 1100 Manual
Africa Twin 1100 DCT
Africa Twin 1100 AS Man
Africa Twin 1100 AS ES
XR190
XR150L
XR125L
CRF250L
CRF250 Rally
CBR 1000 RR 2019
CBR 1000 RR-R 2020
CBR 1000 RR-R SP 2020
GL1800 Goldwing M
GL 1800 Goldwinh DCT
HUSQVARNA
R371,000
R375,000
R355,000
R379,000
R385,000
R510,000
R544,000
R407,000
R514,000
R299,900
R24,300
R23,399
R114,480
R123,120
R210,000
R222,499
R236,000
R269,000
R49,620
R32,960
R30,000
R74,999
R85,000
R209,999
TBA
TBA
R367,000
R432,200
FS 450
R122,699
701 Enduro
R141,699
701 Supermotard
R141,699
Vitpilen 401
R89,699
Svartpilen 401
R89,699
Vitpilen 701
R129,699
Svartpilen 701
R149,699
FTR 1200
R209,900 125 DUKE
R58,999
FTR 1200 Race Replica R269,900 RC 125
R59,999
Scout Sixty
R169,900 390 DUKE
R76,999
Scout 1133 R199,900 RC 390
R74,999
Scout Bobber
Chief Dark Horse
Chief Classic
Chief Vintage
Springfield
Springfield Darkhorse
Chieftan Dark Horse
Chieftan
Roadmaster
Z300
Z400 ABS
Ninja 400 ABS
Z650
Z900 ABS
Z900 RS
Z900 Cafe Racer
Z1000R
Z1000SX
Ninja 650
Versys X300
Versys 650
Versys 1000
ZX10R WSB 2018
ZX10R WSB 2019
Z H2
H2 SX SE
ZZR1400 Ohlins
INDIAN
KTM
KAWASAKI
R199,900
R299,900
R419,900
R379,900
R389,900
R369,900
R399,900
R399,900
R449,900
R61,995
R79,995
R86,995
R110,995
R145,995
R175,995
R168,995
R179,995
R179,995
R122,995
R85,995
R115,995
R159,995
R229,995
R259,995
R329,888
R310,995
R249,995
Z H2 Hypernaked
390 Adventure
790 DUKE
790 Adventure
790 Adventure R
690 Enduro R
890 DUKE R
1090 Adventure R
1290 Super Adventure S
1290 Super Adventure R
1290 Super Duke R
1290 Super Duke GT
1290 SUPER DUKE R
Agility RS 125
Like 125l ABS
G-Dink 300l
Xciting 400l
AK550
KYMCO
MOTO GUZZI
R85,999
R155,999
R181,999
R194,999
R159,999
R189,999
R198,999
R234,999
R249,999
R265,999
R248,999
R19,950
R34,950
R54,950
R99,950
R154,950
V85 TT
R209,000
California 1400 Touring R405,000
MGX 21 Flying Fortress R489,000
V7 Stone lll ABS
R171,150
V7 Rough
R175,875
V7 Milano
R191,625
V7 Carbon lll
R201,950
V7 lll Racer
R208,950
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.
SELLING YOUR BIKE? FIRE IT UP IS THE MOST TRUSTED PURCHASER IN SA!
WE PAY INSTANTLY, WE COLLECT, WE COME TO YOU!
www.fireitup.co.za
FASTRACK
YOUR MOTORCYCLE
BUYING EXPERIENCE!
MODEL PRICE MODEL PRICE MODEL
PRICE
Dragster Pirelli LE
Dragster 800RR
Dragster 800 RC Limited
Super Veloce 800RR
Brutale 1000RR 208HP
RUSH 1000RR 212hp
MV AGUSTA
Turismo Veloce 800 160HP
R329,900
R299,900
R359,900
R379,900
R479,900
R549,900
R299,900
GTS 300l EV
Max Sym 600l ABS
Crox 125
Fiddle ll 150
Jet14 200
Orbit ii 125
Symphony 150
X-Pro 125
R63,995
R98,995
R17,995
R17,495
R23,995
R14,995
R19,995
R18,995
FJR1300
XMax 300 Scooter
YZF R3
YZF R6
YZF R1 2020
YZF R1M 2020
Niken 3-wheeler
NIKEN 3-WHEELER
R229,950
R89,950
R78,950
R209,950
R319,950
R399,950
R275,000
UR110
UB125
GSX150
GSX150F
GIXXER SF 250
DL650XA L9
DL1000XA L9
SV650A
GSXR750
GSXR1000 A
GSXS1000 R A
GSXS1000 A
GSXS1000 ZA
Katana
VZR1800
Hyabusa 1300
SUZUKI
R18,100
R20,100
R30,500
R33,150
R49,900
R127,900
R172,900
R99,500
R163,950
R237,500
R273,900
R162,500
R172,500
R188,900
R196,900
R211,900
TRIUMPH
Street Triple RS
Speed Triple RS
Street Twin
Bonneville T100
Bonneville T120
Bonneville Bobber
Bonneville Bobber Black
Bonneville Speed Master
Street Scrambler
Thruxton 1200 R
Tiger 800 XCX
Tiger 800 XCA
Tiger 1200 XCX
Tiger 1200 XCA
Tiger 900
Tiger 900 Rally Pro
Rocket R
R170,000
R219,000
R144,000
R145,000
R169,000
R169,000
R184,000
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
SCORPION EXO-490
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
SCORPION EXO-2000
AIR BAUTISTA REPLICA
R8200
SCORPION EXO-2000
BRUTUS R8200
SCORPION EXO-1400
CARBON R7500
SCORPION EXO-390
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.