SuperBike Magazine August 2020

AUG 

2020 

YOUR INTERNATIONALLY ACCLAIMED MAGAZINE • WWW.SUPERBIKEMAG.CO.ZA 

FIRST RIDE 

DUCATI 

SUPERLEGGERA 

YAMAHA’S 

MT03 

BIKE 

BUYER’S 

GUIDE 

WHO IS? 

FABIO 

QUARTARARO 

FIRST RIDE 

SUZUKI 

V-STROM DL1050 XT 

FIRST RIDE 

TRIUMPH 

765 MOTO2 LIMITED EDITION 

AUGUST 2020 RSA R37.90 

Namibia N$37.90 

9 771607 384008 

20009

ducati.co.za 

New Streetfighter V4 

The Fight Formula 

The Panigale V4, stripped of its fairings and with high, wide handlebars. This, in short, is the 

underlying concept of the new Streetfighter V4, a bike that magnifies the thrill of the ride every 

time it takes to the road. 

The result? An unrivalled naked bristling with cutting-edge technology and an awe-inspiring 

design that oozes pure performance. 

The minimalist full-LED headlight captures the spirit of the Streetfighter V4 perfectly. On the 

one hand, it recalls the front of the Panigale V4 and, on the other, evokes the crazy grin of the 

Joker (the comic strip character from which the Ducati Style Center drew inspiration for this new 

Bologna-built naked). Already featured on the Panigale V4 and SuperSport, the V-shaped DRL is 

another clear Ducati hallmark.

WELCOME TO THE AUGUST ISSUE 

Damn, 

am I 

glad 

you are 

reading 

this editor’s note from a 

magazine you are holding 

in your hand that you have 

hopefully bought from a 

news stand. It feels like it 

was ages ago and let the 

youngsters say what they 

want about the electronic 

wizardry, I love to sit back 

and read from print. I like 

the smell, I like the feel, 

I like the way I can keep 

a spot by folding a page, I 

find this my leisure time. 

I am on my phone all day 

with calls, WhatsApp messages, 

emails, and social 

media posts so when I get 

home and relax, I want 

a magazine in my hand, 

long story short. 

For the readers who 

thought we had disappeared 

and do not follow 

us on Facebook, Instagram, 

or our website, we 

have been bringing out a 

magazine every month not 

missing one issue! So, if 

you are only finding this 

out now for the first time, 

please go to Yumpu.com, 

type in Superbike magazine 

and all the issues you 

have missed will be there 

for you to enjoy. The one 

good thing that has happened 

to us is that it has 

kicked us into gear with 

making our offering on 

the electronic magazine 

so much better, we now 

have videos embedded in 

adverts and articles and 

it would seem as if we 

now can do twice as much 

work for half the money, 

but I digress. It has added 

a new dimension to our 

job and suddenly, you 

can now hear what the 

RSV1100 Aprilia sounds 

like when we shared the 

post on Facebook. 

On the racing side, 

what can I say Brad Binder 

is a machine, I loved 

both events and one thing 

is for sure, those KTM’s 

have found the missing 

second, they are good! 

Then Darryn Binder, you 

make me love and hate 

racing all in one moment 

sitting on the edge of my 

seat. Man do you make 

racing exciting, I totally 

dislike the two commentators, 

think you need to 

give them a hot lap on the 

back of a bike for them to 

be more qualified to give 

comment. In any case, 

a win is not too far away 

for you, I can feel it in my 

veins. 

This issue we have 

some insider news on 

what makes Quartararo 

tick from Simon Patterson 

and then Mat Oxley gives 

us our 1st instalment on 

the life of a mechanic in 

MotoGP. We did a trip on 

some lightweight adventure 

bikes and I got the 

opportunity to ride the 

limited Triumph Daytona 

765. This issue was a lot 

of fun to put together, O 

hope you enjoy it. 

Quick favour to all of 

you, please go and fill in 

our questionnaire survey, 

we trying to get to know 

you better and you stand a 

chance to win a Sym Crox 

Scooter. Also we have an 

Arai subscription competition 

running, so please 

support us and keep us 

in business. We have the 

option of delivering the 

magazine straight to your 

door with a courier totally 

missing out the unreliable 

Post Office. 

Till next time, enjoy. 

Clinton Pienaar 

MONTHLY 

CONTENT 

CONTRIBUTORS 

Simon Patterson 

Adam Child 

Roland Brown 

Mat Oxley 

Wes Reyneke 

Michael Nicolaou 

Michael Mann 

Phil West 

Publishing Director / Editor 


082 887 2053 | clinton@superbikemag.co.za 

Advert Sales 

Daniel Pienaar 

011 791 4611 | advertising@superbikemag.co.za 

Subscriptions 


011 791 4611 | subs@superbikemag.co.za 

General Queries 

Bellindah gama 

011 791 4611 | b.gama@superbikemag.co.za 

Letters 


082 887 2053 | clinton@superbikemag.co.za 

Q+A 


011 791 4611 | daniel@superbikemag.co.za 

@SUPERBIKEMAGAZINESA 

@SUPERBIKEMAGAZINE

Ceramic Ice 

Competition White 

The Next Horizon is Yours. 

Driven by a high-torque, 689cc, 2-cylinder engine, equipped with a special optimised transmission 

that gives you the ideal balance of power and control, this rally-bred long distance adventure bike 

is built to master a wide range of riding conditions on the dirt or road. 

The compact tubular chassis and slim bodywork offer maximum agility during stand up or sit 

down riding – and long travel suspension and spoke wheels give you the ability to get to anywhere 

you want. Just fill up and go. The Next Horizon is Yours. 

www.yamaha.co.za · +27 11 259 7600 · 

Facebook: Yamaha Southern Africa · Instagram: @yamahasouthafrica

82 

STRAIGHT OUTTA THE 80S 

MONTHLY REGULARS 

8 NEWS 

16 SUPER STUFF 

20 LETTERS 

94 BIKE BUYER’S GUIDE 

FEATURES 

32 

TRIUMPH 765 MOTO2 

38 KTM 890 DUKE R 

42 ADVENTURE LITE 

48 KTM POWERED RACING CALENDAR 

54 SUZUKI V-STROM 1050XT 

58 WHAT MAKES QUARTARARO SO SPECIAL? 

68 MAT OXLEY ON RACE MECHANICS 

76 FROZEN RIDE 

86 COVID-19 AND BIKING 

22 

DUCATI 

SUPERLEGGERA 

52 YAMAHA MT-03 

# 

BIKE BUYER’S GUIDE

Photo: R. Schedl 

GETDUKED 

SHARPER 

KTM 890 DUKE R 

The KTM 890 DUKE R delivers exactly what you’d 

expect from its R-rating. An aggressive, track-ready 

seating position, race-bred WP suspension and a 

blistering 121 hp compel you to slice through apexes 

with laser-like accuracy. 

Phone 011 462 7796 for your nearest dealer. 

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations! 

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

2 0 0 3 


2 0 0 2 

INSIDE LOOK 

MOTOGP 2020 TEAMS 

TRIUMPH 

TIGER 1200 DESERT EDITION 

WORLD 

LAUNCH 

DUCATI 

PANIGALE 

V4 S 

Free! 

KTM RACING 

CALENDAR 

INSIDE! 

WORLD 

LAUNCH 

KTM 

1290 

SuperDuke R 

Flashback 

1979 SUZUKI 

GSX1100E 

Bike Night 

PONTE BUILDING 

JOHANNESBURG 

MARCH 2020 RSA R37.90 


UBUNTU RUN 2020 • SUPER STUFF • LATEST NEWS • ECUADOR TRIP PART 2 

9 771607 384008 

Cover March.indd d 2 2020/02/18 06:24:05 

Exclusive ONE ON ONE INTERVIEW BY MOTOGP JOURNALIST MAT OXLEY 

FIRST RIDE 

APRILIA FEBRUARY Rsv4 RF 

FEATURE 

HONDA WIN 

DAKAR 2020 

BIKE 

BUYER’S 

BIKEGUIDE 

INSIDE LOOK 

BMW R18 

2020 RSA R37.90 

INDUSTRY Q&A • KYALAMI TRACKDAY • LATEST NEWS • AFRICAN ADVENTURE 9 771607 384008 

Cover Feb 0.in d 2 2020/01/ 2 18:05:10

8 SuperBike 

OUT NOW: THE 

2021 KTM 450 

RALLY REPLICA 

GAINS SHARPER 

EDGE 

Lessons learned in the toughest 

motorcycle racing arena helped 

shape the new edition of the distinguished 

KTM 450 RALLY REPLICA. 

The feedback collected from thousands 

of kilometers and numerous 

victories at the Dakar Rally and the 

FIM Cross-Country Rallies World 

Championship has defined the key 

upgrades that make the 2021 KTM 

450 RALLY REPLICA the most desirable 

rally competition machine on 

the market. 

KTM’s READY TO RACE mantra 

is perfectly channeled in the 

2021 version of the KTM 450 

RALLY REPLICA. In recent years, 

this limited production model has 

gained elevated status thanks to the 

components and performance that 

have come directly from requests by 

Red Bull KTM Factory Racing’s Toby 

Price, Matthias Walkner and Sam 

Sunderland. This is a motorcycle 

designed to excel in multi-stage 

cross-country rallies, to satisfy even 

the toughest demands of the rally 

racer and to win. 

The fiery 450 cc SOHC fuel-injection 

motor is wrapped in a 

competition-based chassis with a 

series of finer details to denote the 

exclusivity of this machine. Those 

specs include refined WP XACT PRO 

closed cartridge suspension with 

sophisticated Cone Valve technology 

and purposeful aerodynamics and 

ergonomics crafted for peerless 

handling across a wide breadth of 

terrain. 

For 2021, KTM has honed the 

engine package with a brand-new 

gearbox and revised shift mechanism. 

The direct influence of PANKL 

Racing Systems materials inside 

the KTM Motorsport department 

meant technicians were able to 

further hike the bike’s excellent 

reliability, but also benefit the rider 

with a larger gear spread. 

The habits and styles of the 

three Red Bull KTM Factory Racing 

riders – all of whom have sampled 

Dakar Rally winning success in the

9 

last half a decade – assisted in the finalization 

of gearing ratios. The result is that the KTM 450 

RALLY REPLICA now comes with the same gear 

ratios as those advocated on the machines of 

Dakar Rally champions. 

Stefan Huber, Red Bull KTM Factory Racing 

Rally Team Leader: “The work goes on! We’re 

proud of the 2021 KTM 450 RALLY REPLICA. 

With this model we have already set the bar very 

high in giving the customers a product so close 

to what we prepare and take to rallies across 

the world. Of course, we always make new 

discoveries, and this means the 2021 bike is a 

significant upgrade. The gearbox construction 

and configuration will make a difference to the 

riders who want to push the KTM 450 RALLY 

REPLICA. It is crucial for us to be able to transfer 

what we learn directly into the hands of KTM 

riders. We’re here to win races but making a 

better product is very important and satisfying. I 

personally look forward to seeing this incredible 

machine in racing action at the upcoming 2021 

Dakar Rally!” 

The 2021 KTM 450 RALLY REPLICA is a highly 

sought-after, limited edition model restricted 

to 85 units worldwide. The price tag is fixed at 

EUR 25.900 (plus VAT & shipping) with availability 

from September 2020 onwards. A service and 

support package is available for a limited number 

of riders at the Dakar Rally at an additional 

cost for all KTM Rally models. For more information, 

please refer to your authorized KTM 

dealer or visit www.ktm.com. 

GET THE BMW R 1250 GS 

WITH BMW MOTORRAD 

SELECT 

The new BMW R 1250 GS comes with even 

more drive for adventure, with concentrated 

performance and impressive efficiency. 

With the latest offer from BMW Motorrad 

Select, you can harness its full potential - 

sooner than you think. 

Monthly Payment : R3 599 

Offer Price : R276 418 

Deposit : 10% 

No of instalments : 42 

Interest Rate : 8.78% Linked 

Guaranteed Future Value : R167 500 

Kilometre Limit : 40 000 km 

Total Cost to Customer : R178 800 

BUY NOW. PAY LATER. 

If you take delivery of your new motorcycle 

before 31 July 2020, you’ll only need 

to start paying in 3 months. Why not start 

your journey to the BMW R 1250 GS, online? 

The time has never been better to start 

your journey - especially with the added 

peace-of-mind of a 5-year manufacturer 

warranty with every new BMW Motorcycle 

purchase. We can’t wait to help you Make 

Life a Ride.


“ 

BMW AND SOUTH 

AFRICA HAVE A VERY 

SPECIAL RELATIONSHIP 

When the 2020 DTM season gets underway next weekend 

(1st/2nd August) at Spa-Francorchamps (Belgium), the 

grid will feature two BMW works drivers from South Africa: 

Sheldon van der Linde and Jonathan Aberdein. 

Jonathan Aberdein 

GREAT 

NEWS 

- LET’S 

RACE! 

We have been given the go 

ahead to race again! 

So the Michelin EWXC 

Round 3 will be held on the 

29th August @ Titans / ADA 

/ Leeuwenkloof 

There are a few Covid 19 

Rules that must be followed: 

• Temperatures must be 

taken at the venue 

• Hand Sanitizer to be use 

• Masks to be worn 

• Social Distancing of 1.5 

meters 

• There will be no prize 

giving 

• No Alcohol to be consumed 

at the venue 

This is van der Linde’s second season at the wheel of the BMW M4 DTM. Aberdein, 

meanwhile, is contesting his first year as a works driver for the Munich-based 

manufacturer. The BMW brand can look back on a long history in South Africa, 

while both drivers have been fans of BMW since they were young boys. For more 

information on this and to get more news about the BMW plant, please got our 

website on www.superbikemag.co.za 

Sheldon van der Linde 

We will know soon exactly 

what covid-19 related 

restrictions we will need to 

put in place. Entries open 

29th July - please keep an 

eye on Race Control Website 

www.racecontrol.co.za

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KTM CONFIRM POL ESPARGARO 

HAS 2021 REPSOL HONDA OFFER 

It will be the first time in Espargaro’s 

MotoGP career that he has been in a 

race-winning, let alone title-winning 

team having spent three seasons at 

Tech3 Yamaha before joining the new 

KTM project in 2017. 

The Spaniard, 29, who battled Marquez 

in the junior classes, has been 

KTM’s top rider in each season since, 

including his and the team first’s MotoGP 

podium in the wet 2018 Valencia 

round. 

A brief statement declared: ‘Honda 

Racing Corporation are pleased to 

announce the signing of Pol Espargaro.The 

former Moto2 World Champion 

will join the Repsol Honda Team 

on a two-year contract. He will join 

eight-time World Champion Marc 

Marquez aboard the Honda RC213V. 

Espargaro is one of the most experienced 

riders on the grid, having 

raced in the World Championship 

since 2006 and with 104 premier 

class Grands Prix contested.’ 

News of the surprise Honda move 

leaked early last month, although at 

that stage HRC denied signing anyone 

but Marc Marquez. 

That was understood to be because 

of a clause in Espargaro’s KTM contract, 

but when it became clear the 

Spaniard wanted the RC211V ride, 

KTM focussed on finding a replacement. 

Danilo Petrucci, who has lost his 

Ducati seat to Jack Miller for 2021, 

was subsequently announced as 

joining the KTM ranks next season, 

in turn confirming the reality of the 

#44’s Honda move. 

Intriguingly, Espargaro will replace 

Marc’s younger brother Alex, the 

reigning Moto2 champion losing the 

chance to stay at the factory team 

without even completing a competitive 

lap in the premier-class. 

Exactly when Alex - and more importantly 

Marc, who recently agreed 

a four-year HRC contract extension 

- were told about Honda’s intention 

to sign Espargaro, and their views on 

the matter, is currently unclear... 

In a separate announcement, HRC 

confirmed that Alex will move to LCR 

for 2021 and 2022, with Cal Crutchlow 

leaving the satellite Honda team. 

The Englishman is rumoured to be in 

talks with Aprilia.

13 

AMID SALES FIGURES 

FOR SA 2020 SO FAR 

COMPARED TO 2019 

By way of explanation, AMID gathers 

statistics of new motorcycle sales 

internally from its Members, which 

covers the majority of the well-known 

Brands. Then we also purchase 

E-NaTIS Registrations so that we 

can add in the non-members and get 

a fairly accurate idea of the market 

and what it is doing. What has always 

been a challenge as far as accurate 

statistics is concerned, is the fact 

that many purchasers do not register 

off road vehicles on the Natis system. 

This situation has been worsened by 

the fact that the NRCS will no longer 

issue Natis numbers for off road 

motorcycles and quads, so even if 

buyers/owners want to, they cannot 

register on Natis. Older off road models 

that have essentially remained 

unchanged still have their numbers, 

so some do get registered. All quite 

confusing. The long and short is we 

know what our members sell, and 

can filter the results. 

In 2019 – 20 963 unit sales were 

recorded versus 20 016 unit sales for 

2018, therefore a 4.7%. 

A more detailed analysis of the numbers 

reflect that the leisure segment, 

which would include Superbikes, 

Cruisers, Adventure, Road and Off 

Road motorcycles decreased by some 

10%, with Quads decreasing by 9%. 

These segments consist largely of 

more expensive units, which provides 

Motorcycle Dealers with the bulk of 

their Rand margin. Delivery type motorcycles 

sales have shown an opposite 

trend, with an increase of some 

17,5%. A noticeable trend is an ever 

increasing shift to the lower priced 

Chinese produced units. Anecdotally, 

the increase in number of delivery 

motorcycles on the road, especially in 

the fast food business, has been very 

noticeable. Although this is a positive 

sign, small capacity motorcycles 

represent low rand value margin in 

terms of initial retail and aftermarket 

service and parts. 

Average sales per month for the first 

half of 2020 is 1526 units compared 

to the average of 1747 for 2019, but 

this must be seen against the loss of 

effectively 6 weeks of trading due to 

the Lockdown. The Lockdown also 

appears to have created some pent 

up demand for especially commercial/delivery 

motorcycles and time 

will tell if this is sustainable. The 

leisure sector experienced a delay in 

the introduction of new models as a 

result of the Lockdown period. The 

availability of these new models are 

creating some excitement and sales 

activity. Again, time will tell how sustainable 

this is. 

The “Lockdown” has obviously impacted 

severely on the Motorcycle 

Industry not only in terms of lost new 

and used motorcycle sales, but also 

parts sales and service and repair activity. 

The mere fact that people could 

not use their motorcycles resulted in 

lost kilometres, which translates to 

lost services and parts sales, which 

is not recoverable in the short term. 

Although a few Dealerships obtained 

permits to perform aftermarket 

services to people and organisations 

who performed “essential services” 

during the Lockdown period, it was a 

drop in the ocean in terms of profitability. 

Currently, the commercial/ 

delivery segment is doing well due 

to the high demand for deliveries of 

various consumer goods, which is 

driven by the Covid-19 pandemic. 

This may not be sustainable in the 

long term. The continuing decrease 

in the leisure segments is worrying 

as the effect of the Covid-19 pandemic 

is likely to affect the consumer’s 

willingness and ability to purchase 

into leisure in the medium term. The 

continuing emigration trend is also a 

significant contributor to the decrease 

in leisure motorcycle sales. 

But not all is doom and gloom. The 

emerging black motorcycle market is 

getting close to the point where it will 

start purchasing new as opposed to 

used motorcycles to the same extent 

as the traditional white market. It is 

not quite there yet, and the shift in 

buying pattern is likely to be delayed 

as a result of Covid-19.


COMING 2021: 

ISLE OF WIGHT 

ROAD RACING 

Introducing the Diamond Races, the allnew 

road racing festival set to be hosted 

on the Isle of Wight in October 2021. 

On an island known for its remarkable 

coastline and just two hours from central 

London door to door, the Diamond Races 

is set to take place on a 12.4 mile-long 

course in the south of the Isle of Wight. 

Shining a spotlight on the island’s natural 

beauty and on roads already acclaimed as 

being some of the best and most enjoyable 

in the world, the road-race boasts a 

course through the picturesque villages 

of Chale, Kingston, Shorwell and Brighstone 

as well as a fast 5-mile coastal 

stretch along the military road. 

The new race meeting will be run under 

the strict event regulations stipulated 

by the sports’ governing body, the ACU 

(Auto Cycle Union), through which all UK 

motorcycle sport is administered. With 

road safety at the heart of the Diamond 

Races, the organisers will strive to highlight 

the paramount importance of safe 

road use, with meticulous attention paid 

to the safety of riders, spectators and 

officials, whilst incorporating a strategy 

to promote road safety. 

This event has been developed in lockstep 

with the local Isle of Wight council and 

experts from the motorcycle racing 

fraternity, and both the Diamond Races 

team and the Isle of Wight council are 

excited to confirm the planned road race 

event will take place in October 2021, 

with two practice days on Wednesday 

and Thursday, followed by the time-trial 

feature races staged on a Saturday. 

The exact event date will be announced 

after the 2021 British Superbike calendar 

is published. Planned to become a regular 

motorcycle race meeting and end-ofseason 

celebration, the event will take 

place a week after the British Superbike 

season wraps up at the Brands Hatch 

circuit in Kent, welcoming Superbike, 

Supersport and lightweight machines, 

along with a sidecar demonstration and 

an electric motorcycle category to follow 

in the future. 

In addition to the feature races, there will 

also be a mass participation event for 

motorcyclists to take to the Diamond Races 

course, led by renowned road riders, 

to experience the thrill of road racing on 

safe, closed and controlled roads, which 

will also play a key role in promoting road 

safety and consideration to the Diamond 

Races audience. 

The Diamond Races has a world-leading 

team behind it, not only with huge names 

from the motorcycle road racing industry, 

but also boasting a globally-experienced 

business team with notable digital, technology 

and event management expertise 

to make the event possible, and working 

in close conjunction with the Isle of Wight 

council to host the event with full local 

support. Some of the key players include 

Gary Thompson MBE (Isle of Man TT 

Clerk of the Course), Steve Plater (past 

Isle of Man TT Senior winner and ex British 

Champion), Neil Tuxworth (ex-Honda 

Racing Manager) as well as James Kaye 

(ex- British Touring Car Championship 

driver and Diamond Races co-founder) 

and Matt Neal (three-time British Touring 

Car Champion and Honda UK ambassador). 

Paul Sandford, CEO and Co-Founder of 

the Diamond Races, said: “As an Isle of 

Wight local resident, I am very excited to 

welcome motorsport fans from across 

the globe to this beautiful island, for what 

is sure to be an unforgettable weekend of 

racing action and entertainment for the 

whole family. The Diamond Races is the 

culmination of years of hard work, dedication 

and planning by the whole team, 

and we’re very lucky to have the best of 

the best involved with its setup. No stone 

is being left unturned in striving to deliver 

a spectacular event which we have every 

reason to believe will be a regular backstop 

to the island’s tourist season and 

put the Isle of Wight on the international 

motorcycle road racing map.” 

This will be the first time in history that a 

professional road race has taken place on 

the Isle of Wight, and being within such 

easy reach of the 17 million people who 

are estimated to live in the UK’s heavily-populated 

London & South East region, 

the Diamond Races will attract both seasoned 

racing enthusiasts and first-time 

road racing spectators to the island. Away 

from the course, the Isle of Wight has 

many other attractions that families and 

holidaymakers can enjoy whilst visiting. 

Being held in October - traditionally the 

end of the tourist season for the Isle of 

Wight - Britain’s “sunshine island” will 

certainly benefit from a boost to the local 

economy with another pillar of entertainment 

to accompany the popular Isle 

of Wight Music Festival (June) and the 

long-established Cowes Week (August). 

Dave Stewart, Leader and Cabinet Member 

for Strategic Partnerships, Isle of 

Wight Council, said: “We have been working 

behind the scenes for quite some time 

now with event specialists looking into 

the feasibility of such a race meeting, and 

we are very excited that we can announce 

another first for the Isle of Wight. We are 

committed to developing and expanding 

the island’s economy and this event is 

sure to thrill local enthusiasts as well as 

attract visitors from the mainland and 

indeed northern Europe, which will help 

to extend the island’s tourist season and 

provide another boost to our economy in 

the final quarter of the year. Our emphasis 

will be on the safety of the event and I 

am pleased that the organisers are keen 

to work with us in the coming weeks and 

months to promote safe motorcycling 

here on the Island.” 

Spectators can look forward to being 

thrilled at the sights and sounds of machines 

circulating the picturesque course 

from a series of temporary grandstands 

that will afford spectacular views of this 

dynamic sport.

K&N Style Filters 

Available sizes 28, 35, 39, 42, 48, 

52, 54 and 60mm R125.00 

8000Ma 

Jump St arter & Power Bank R1299.00 

18L / min 

RAC610 Inflator R449.00 RTG5 Gauge R249.00 

Bike and ATV Covers 

Available sizes S - XL 

From R270.00 

Ring Globes 

H7 150% P ower R330.00 

H4 150% P ower R290.00 

EMGO Top Box 

R990.00 

DESCRIPTION PART NO. SRP Inc. Vat 

SMART CHARGER 1 AMP DFC150 R599.00 

SMART CHARGER 3.5 AMP DFC530 R899.00 

SMART CHARGE R 4 AMP PSA004 R999.00 

SMART CHARGE R 8 AMP PSA008 R1349.00 

SMART CHARG ER 4 AMP PS D004 R1199 .00 

SMART CHARGER 8 AM P PS D008 R14 99.00 

SAFE. 

AFFORDABLE. 

QUALITY. 

R110.00 R465.00 

Tubeless Puncture Kits 

RRP R3299 

License Disc Holders 

R168.00 

incl 

RRP R4499 incl RRP R4999 incl 

Bar Ends 

R100.00 

Hand Guards 

Various Colours available 

ABS Plastic R470.00 

Alloy R990.00 

Scooter V Belts 

From R110.00 

Tyre Levers 

From R95.00 

Rim Locks Fr ont and Rear 

From R48.00 

Jerry Cans 

From R450.00 

Fork Boots 

from R120.00 

AV A I LABLE N O W F ROM D E A L E R S B E L O W . 

AVAILABLE NOW PBA FROM DEALER YOUR LISTING NEAREST PBA DEALER. 

PBA DEALER LISTING 

PART NO. DESCRIPTION PRICE 

50081406/L CARB CLEANER 400ML 50.0 0 

50201414/L TERMINAL PROTECT RED 50.0 0 

50201415/L TERMINAL PROTECT BLUE 50.0 0 

50320400/L BRK,CLTCH,CHAIN CLEANER 44.0 0 

50500192/L CHAIN LUBE 150ML 34.0 0 

50500193/L CHAIN LUBE 400ML 69.0 0 

50510403/L CHAIN WAX 400ML 71.0 0 

50510404/L CHAIN WAX 150ML 34.0 0 

51528262/L PETROL INJECTOR CLEANER 10.0 0 

53203200/L AIR FILTER SPRAY 55.0 0 

53203500/L AIR FILTER OIL 500ML 55.0 0 

53204005/L BIO FILTER CLEANER 5l 325.0 0 

53204400/L BIO FILTER CLEANER 400ML 47.0 0 

53780300/L SPARK 300ML 44.0 0 

55000314/L TYRE FIX 200ML 45.0 0 

56000001/L FORK OIL SYN 5W 125.0 0 

56000002/L FORK OIL SYN 10W 125.0 0 

56000003/L FORK OIL SYN 2.5W 135.0 0 

56000400/L MOUSSE LUBRICANT 100.0 0 

GAUTENG 

ZEEMANS GAUTENG 

MOTORCYCLES 011 435 7177 

BIKING ZEEMANS ACCESSORIES MOTORCYCLES 012 011 435 342 7177 

7474 

FAST BIKING KTM ACCESSORIES 011 012 867 342 0092 

7474 

GAME FAST KTM MOTOR SERVICES 011 849 867 7000 

0092 

MOTO-MATE GAME MOTOR RIVONIA SERVICES 011 849 234 7000 5275 

MOTO-MATE RIVONIA EDENVALE 011 234 027 5275 

0545 

MOTO-MATE KCR MOTORCYCLE EDENVALE FANATIX 011 027 975 0545 

5405 

PRIMROSE JUST BIKING MOTORCYCLES 016 011 828 421 9091 1153 

RANDBURG KCR MOTORCYCLE MOTORCYCLES FANATIX 011 792 975 6829 

5405 

BIKERS OFF-ROAD WAREHOUSE 

CYCLES 011 012 795 333 4122 

6443 

SILVERTON PRIMROSE MOTORCYCLES 

MIDAS 

012 011 828 

804 9091 

8888 

MPUMALANGA 

RANDBURG MOTORCYCLES 011 792 6829 

BIKE CITY 013 244 2143 

MPUMALANGA 

BIKE CITY 013 244 2143 

NORTHWEST 

NORTHWEST 

BIKERS PARADISE 018 297 4700 

BIKERS INSANE PARADISE BIKERS 018 014 297 594 4700 2111 

INSANE MOTOS @ BIKERS KLERKSDORP 014 018 594 468 2111 

1800 

MOTOS WATER RITE @ KLERKSDORP MOTORCYCLES 018 468 771 1800 

5050 

WATER RITE MOTORCYCLES 018 771 5050 

LIMPOPO 

LIMPOPO 

K.R.MOTORCYCLES 015 297 3291 

K.R.MOTORCYCLES 015 297 3291 

KZN 

ROCKET RACING PINETOWN 031 702 2606 

PERRY’S M/CYCLES BALITO 031 110 0056 

ROCKET RACING MARITZBURG 033 264 3240 

ROCKET RACING PINETOWN 031 702 2606 

RBS YAMAHA 031 701 1311 

ROCKET RACING MARITZBURG 033 264 3240 

UMPLEBY SUZUKI 031 303 8323 

RBS YAMAHA 031 701 1311 

UMPLEBY SUZUKI 031 303 8323 

RIDE HIGH WITH YAMAHA 035 789 1851 

RIDE PERRY HIGH M/CYCLES WITH YAMAHA GLEN ANIL 035 031 789 566 1851 

7411 

PERRY’S M/CYCLES UMHLANGA 031 566 7411 

PERRY’S CAPE PROVINCE 

M/CYCLES HILLCREST CRAIGS M/CYCLE FITMENT 031 765 2560 

021 939 8944 

CAPE TRAC-MAC PROVINCE 

BELVILLE 021 945 3724 

CRAIGS TRAC-MAC M/CYCLE PAARDEN-EILAND FITMENT 021 939 510 8944 2258 

TRAC-MAC BELVILLE WYNBURG 

021 945 761 3724 4220 

NEVES TRAC-MAC MOTORCYCLE PAARDEN-EILAND WORLD CC 021 930 510 5917 2258 

TRAC-MAC WICKED CYCLES 

WYNBURG 021 510 761 2968 4220 

MIKE HOPKINS MOTORCYCLES 021 461 5167 

NEVES FREESTATE 

MOTORCYCLE WORLD CC SALLEYS YAMAHA FREESTATE 

021 930 5917 

051 430 3326 

SALLEYS YAMAHA 051 430 3326


SUPER 

STUFF 

S-M 10 FLASH HELMET 

This helmet is exclusively for KTM by Alpinestars. 100% carbon producing 

a helmet that only weighs 1250g. The S-M 10 Flash helmet 

offers optimum safety and fit due to four different shell sizes as well 

as having an elaborate ventilation system. Keeping this lid clean is 

also effortless as the helmet lining and cheek pads are removable 

and washable. 

Price: R13,660.00 

Contact KTM SA on 011 462 7796 

12TWELVE DESIGNS 

STICKER KITS 

Looking to get a fresh look? New setup? 

The guys at 12Twelve do it all! Run by 

riders for the riders! What started as 

a small hobby for family of motorcyclists 

has now become a full working 

company. Creating dream set ups, from 

custom decals & stickers to mini replica 

bikes and accessories. 

Full Decal Kit Prices: 

PRICES 

50cc R800.00 

65cc R950.00 

85cc R1,100.00 

125cc+ R1,950.00 

Contact 12Twelve Designs on 012 681 

4074 or visit www.12twelve.co.za

17 

BMW RACE HELMET - CIRCUIT 

The BMW Race Helmet is available in two colours, is 

suitable for all riding styles but is particularly focused 

on track riding with it’s large spoiler for maximum 

stability, double-D fastener and the clear visor supplied 

complete with one set of tear-offs. 

Price: R11,130.00 

Contact Auto Alpina on 011 418 3300 

BERIK TORINO TEXTILE 

JACKET 

The Berik Torino is the ideal jacket for any weather 

conditions, with its waterproof and breathable membrane. 

The front of the jacket has two waterproof 

pockets as well as two pocketed air vents in the front 

and two zip air vents on the back. This jacket also 

comes in multiple colors. 

Price: R2,700.00 

Contact Bike Kings by RAD Moto on 011 234 5007 

OXFORD HOTGRIPS EVO 

Oxford Hotgrips EVO come with new Thermister 

controlled heat setting technology, which intelligently 

scans and maintains temperature automatically. The 

innovative intelligent heat setting memory function, 

stores the previous heat setting and defaults to this 

at power-up, saving time when in regular use. Five 

heat settings give increased control for the perfect 

operating temperature with LED lights to indicate the 

temperature setting. The grips are 123mm but can be 

trimmed to 114mm if required and have open ends so 

that bar end weights can be fitted. The kit includes all 

needed parts: set of grips; heat controller; mounting 

bracket; wiring loom; cable ties and grip glue. 

Price: R2,250.00 

Contact DMD on 011 792 7691 

DID HEAVY DUTY CHAIN 

The ZVM-X is designed for heavyweight 

motorcycles with tremendous torque and 

horsepower, with its state of the art X-Ring 

seal technology the D.I.D ZVM-X maximizes 

lubrication by using a four point contact seal 

thus reducing power loss and increasing energy 

transfer, with this technology the D.I.D 

ZVM-X chain gives you a smooth and responsive 

ride every time. The D.I.D ZVM-X series 

chain comes in a variety of sizes 520,525,530 

for all your motorcycle needs. 

Price: R1,600.00 

Contact BikeWise on 011 566 0333


SUPER 

STUFF 

VR1 MX1V ADVENTURE 

HELMET 

Designed for South Africans by South Africans, this helmet comes with 

a dark tinted visor when purchasing this helmet. The helmet is easy to 

keep clean with removable washable liners. Double D ring chin straps 

make sure the helmet is fitted comfortably to your head, closable chin 

vent for those cooler morning out on the bike as well as a double visor 

lock. 

R1,895.00 

Contact Auto Cycle Centre on 011 879 6000 

HUSQVARNA GOTLAND VEST 

This versatile softshell is a functional jacket, with several outer 

pockets. This jacket also comes with TPR hose routing for a drinking 

system as well as a large cargo pocket on the back. 

Price: R1,950.00 

Contact Husqvarna SA on 011 462 7796 

SLEDS 

There is not anything more annoying than having to move 

your motorcycle around in a tight space in your garage. 

Do not fear as Sleds is here to make that move effortless. 

Simply place your motorcycle’s center stand in the middle 

and move it any where you need to do not have a center 

stand? No problem, ride your motorcycle into the long sled 

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you need it. 

R895.00 

Contact Guts ‘n Gas on 071 101 6146

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EXPAND YOUR HORIZON. 

www.suzukimotorcycle.co.za suzuki_motorcycle_s.a @MotorcycleSA


Reader 

LETTERS 

IN ASSOCIATION WITH 

THE LETTER 

OF THE MONTH 

WINS A HJC 

HELMET. 

Prize is based on availability of models. Pictures serve as illustration only. 

YOU’RE DOING IT 

WRONG, CLINT 

Clinton, can I ask you one serious question? 

And I’m genuine about this, I’m 

not messing around. And this is coming 

from someone who has been riding and 

racing off-road bikes since the 70’s. In 

all these pictures of you drifting it, you 

are standing up on the pegs, whoever 

in the world told you to stand up on 

the pegs while you are sliding a bike? 

Your centre of balance is in your core, 

that area of your torso just below your 

chest above your stomach. A turning or 

leaning motorcycles Polar Moment of 

Inertia (the point at which the vectors 

of force acting on different parts of the 

vehicle in different directions come 

together) are always in the steering 

head tube (because that’s the only joint 

where any part of a motorcycle can 

move in different directions other than 

vertically). Now the entire principle of 

keeping anything in a state of balance 

around its centre of gravity is to keep its 

centre of balance as close as possible 

to its Polar Moment of Inertia. Unless of 

course the desire is to force two parts 

of the object to go in 2 different directions 

e.g. space shuttle booster rockets 

being ejected or snapping a piece of 

glass or tile over the edge of a table. So 

separating the 2 points exponentially 

increases the ability of the two points 

to succumb to going in the different 

directions the forces acting on them 

are forcing them. Gravity downward, 

rear wheel directly forward, momentum 

in the original direction of travel, front 

wheel in the direction of travel. Each 

one is trying to go its own way and the 

only way one force can overpower any 

of the others is through its joint point 

with each other. Your joint with the 

motorcycle is your feet on the pegs. 

That is a very very weak joint, and much 

lesser, your hands on the bars, which 

is a totally flexible joint (fingers wrists 

elbows). So the further apart those 2 

centers are, the stronger the forces 

acting on those joints will be trying to 

separate them. The extreme example of 

this of course is the highside when forces 

totally overcome the joints. So the 

main question remains, who the heck 

told you to stand up on the pegs when 

sliding a bike? Answer me these questions. 

The kings of sliding bikes, Speedway 

riders, do they stand up on the pegs 

in a corner, or do they have extremely 

low seats in the frame and hunch right 

down onto the handlebars? 2nd kings of 

sliding bikes, American Flattrack riders, 

do they stand up on the pegs in corners 

or do they have specially lowered seats 

and handlebars that they hunch right 

down over? Ice racing riders, do they 

stand up on the pegs when they slide 

their bikes? Does Marc Marquez stand 

up on the pegs the minute he gets his 

MotoGP bike sliding, or does he do all 

his magnificent saves because he gets 

his whole upper body and core centre 

wrapped as tightly as possible around 

the steering head tube? When you are 

on an R1 lapping Redstar and the back 

steps out on you, is 

the first thing you 

do stand up on the 

pegs to get control. 

Study history, who 

were some of the 

greatest ‘hang off’ 

riders in bike racing. 

Randy Mamola, 

Kevin Schwantz. 

Pictures used to 

abound of Randy 

hanging so far off 

his outside foot 

was 8 to 12 inches 

above the footpeg, he was famous for it. 

Who were some of the biggest and most 

spectacular crashers in bike racing? 

Randy Mamola and Kevin Schwantz! 

Regards 

Gary 

Hi Gary 

We’ve made you the winner but the 

helmet is not for you but rather you can 

choose a deserving rider down there in 

the Western Cape to give it to. We giving 

you the helmet because you have just 

opened a can of worms here. This is 

quite a sensitive topic you touch on, yes 

I’m embarrassed to be the first guy to 

crash the new Triumph Tiger Rally Pro, 

but I think you are 100% wrong on why 

it happened. My excuse is road tyres, 

road pressures and a Kodak courage 

moment, but for sure not wrong riding 

position, I like standing off road. You 

talking old school bikes, look at every 

enduro/Dakar/cross country rider, you 

gotta be standing, even Jan “Staal” from 

GS training fame also has it as standing 

if you wanna get out of trouble. Could I 

please get a reader or two to back me 

here?

LOCAL HEROES 

Hi Clint, 

The Unsung Heroes......so little is ever 

recognised about how our two South 

African lads were able to be on the MotoGP 

stage, podiums, world championship 

and make SA proud. The boys will 

tell you without Mom & Dad, this would 

never have happened. They will always 

credit Trevor Binder and Sharon Binder 

for the dogged determination and many 

sacrifices made to get them where they 

are today. Conversations with Trevor 

many many moons ago, when the 

lads were first racing in SA, would tell 

you that I’m going to see my boys on 

MotoGP podiums and another SA world 

champion. Well Trevor and Sharon, your 

efforts have paid off tenfold, and given 

our country something to be proud of 

and shout about for years to come. So.... 

This ones for you....the proud parents of 

two very talented and humble boys. 

Regards 

Dave Gunning 

Hi Dave 

I’ve got to agree, lots has happened 

behind the scenes that no body even 

knows about. Trevor driving around the 

country in their Sprinter van racing at 

different tracks. The boys sleeping in 

the back while Dad drives them back 

through the night to get to school . 

We have featured an article about the 

boys careers in the past but in truth we 

actually need to do one on what it has 

taken from the family to be where they 

are today. 

All I know is it’s great being a South 

African now and the KTM Moto GP bike 

is GOOD! 

WHAT COULD HAVE 

BEEN... 

Hi Clinton 

Looking at Brad’s very first race in MotoGP, 

there were some interesting stats 

to look at. 

So Brad Binder lost 26 seconds on lap 7 

where something happened. 

Looking at him finishing 29.6 seconds 

off the leader, less the 26 seconds he 

lost, he would have been 3.6 seconds 

off the lead. 

Looking at second place, Viñales was 

4.6 seconds off the lead. 

So in an ideal world, Brad would have 

finished in 2nd place today.... 

WHAT THIS SHOWS US, is Brad Binder 

has everything to maintain at the top, so 

Rookie this, that and the next, he WILL 

BE at the front racing for podiums in his 

first year!!! 

Regards 

Brad Bodsworth 

Hi Brad, 

For sure what can be seen with 

the stats is that Brad Binder is a 

fully fledged MotoGP rider, he deserves 

to be there. Problem with 

stats the way you showed them 

now is that in the race there 

are so many other variables like 

passing other riders and being 

in a race with other riders, so his 

total time is not very accurate in 

the real world. But the facts do speak 

of a rookie who can mix it with the best 

in the world. This first race must have 

been very daunting for him but he is a 

cool cat. I have now had the opportunity 

to find out what happened and he did 

make a mistake and run off the track. 

I can’t wait for the rest of the year to 

unfold, this KTM seems to be a good 

championship contender bike now. 

Regards 

Clinton 

PRINT IS NOT DEAD 

Hi Clint, 

Please get the printed version out as 

soon as. I can’t deal with this e-rubbish. 

I’ll start buying and reading again when 

you start printing again. 

Cheers Gregg 

Hi Gregory, 

You like me my friend, but we are old 

school. Hopefully you are reading my 

response in the magazine right now. 

Ha, you are most probably on the toilet, 

most of our readers find some private 

time there. Hopefully soon my friend, I 

also miss the printed version. 

Kind Regards 

Clinton 

Hi Clinton. 

You can’t take the laptop to the toilet, 

never know if the bloody camera is on 

or not. Thanks for your answer, I’ll buy 

the next printed issue at my local. 

Cheers Gregg 

TENERE 700 IN SA AT 

LAST! 

Hi Clint, 

Whoohoo lekker, ek Sien die fiets (Yamaha 

T7) is hier! Ek brand om te hoor 

wat jy dink. Al my pelle in Eu rave oor 

die bike. Meer koop dit as die Ktm omdat 

dit ‘n meer basic bike is met minder 

frills en onnodige kak. 

21 

Ek dink sommige brands soos BMW en 

KTM onderskat dat mense wil bike ry en 

nie met computers rond ry nie. 

Dis hoekom die Ford Bronco en Jimmy 

so gewild is en gaan wees by mense. 

Die trend in die offroad Adv mark is om 

bike te ry, niie rekenaars te speel nie. 

Groete Michnus 

Hi Michnus 

Lekker om van jou te hoor. Ja die fiets 

is fantasies, presies soos ek verga het. 

MT07 engine in ’n bale capable timepiece 

Yamaha Chassis. Net ABS wat 

jy maklik kan afskakel. Ek het die fiets 

net so ’n kort draai gaan ry maar ek kon 

in saai kort tyd alreeds agter kom dat 

hierdie T7 presies is wat die mense voor 

gewag het. 

Nou net om die prys vas te stel, ek hoop 

dit is ver onder R200k. 

Groete Clinton


PERFE 

• Words by Adam Child ‘Chad’ 

• Photography Milagro 

Biplane wings create more downforce than Ducati’s 

MotoGP bike. It’s lighter than the factory’s World 

Superbike V4. Its quoted power with the race exhaust 

is 234bhp – just 10bhp fewer than the racer. 

And, yet, you can ride it to the shops. 

Let me introduce you to Ducati’s Superleggera, 

arguably the world’s best production bike. 

CTION

23 

I 

don’t normally get nervous 

before testing a new bike, but 

this is something very different. 

This is Ducati’s all-new and 

frighteningly exotic 100,000 

Euro Superleggera. 

Let’s start with some 

jaw-dropping facts (while 

keeping in mind that this is a 

homologated road bike, not 

an out-and-out race machine). Dry 

weight is 159kg, a huge 16kg weight 

saving over the standard V4 Panigale, 

a class-leading bike in its own right. 

Peak power is 224bhp in standard 

road trim, or 234hp with the supplied 

race exhaust, which is only around 

10bhp short of the factory’s World 

Superbike V4-R. 

The Superleggera is actually 

lighter than the race bike and its huge 

bi-plane wings create more downforce 

than even Ducati’s current GP20 MotoGP 

machine. Yet, it has headlights 

and mirrors, and you can ride to the 

shops on it. Despite its V4 Stradale 

motor revving to 16,500rpm, service 

intervals are at a perfectly normal 

7500 miles. 

Two Mugello lap times tell the true 

story. Michele Pirro, a Moto2 race winner 

who finished seventh in MotoGP at 

Mugello in 2019, set a best lap in the 

Italian Superbike race of 1.50.3 on his 

race-prepared V4. Meanwhile, Alessandro 

Valia, the highly skilled Ducati 

test rider, on the same tyres as Pirro 

but aboard the Superleggera with race 

kit, managed 1.52.45. That’s just two 

seconds in it (on a long lap). And the 

Superleggera was running standard 

gearing and gearbox, road-compound 

brake pads and so on. Simply by 

optimising the gearing for the Tuscany 

track Valia would have shaved off 

another second a lap. 

So don’t be fooled into thinking this 

is ‘just’ a Panigale with a race pipe 

and big wings. No, this is an entirely 

new bike from the ground up. 

It is, for starters, the world’s only 

homologated bike with a carbon chassis 

(which saves 1.2kg over the standard 

bike). Carbon wheels account for 

another 3.4kg saving. The swing-arm 

has less rigidity and more flex, and is 

11mm longer while making a saving of 

0.9kg. The subframe is 1.2kg lighter; 

the bodywork, you guessed, is carbon 

too and 1.1kg lighter. 

The list goes on: Öhlins suspension 

is 0.6kg lighter courtesy of a titanium 

rear spring and machined aluminium 

fork bottoms. The rear sprocket nuts 

are titanium, the sprocket itself is 

aluminium, the chain is even lighter, 

making a total saving in this area of 

1.4kg. The detailing and dedication 

take your breath away – even the 

suspension linkages and footpegs are 

machined to be lighter. 

Then we get to the 1000cc Stradale 

V4 taken from the ‘top-spec’ V4-R 

model, itself an extraordinarily compact 

and lightweight engine. Somehow, 

though, Ducati engineers shaved 

2.8kg, while the road-legal Akrapovic 

exhaust is 2.5kg lighter than the standard 

V4 item, and the full race system, 

which takes power to 234hp, saves a 

whopping 6kg from standard. 

All of which brings the Superleggera 

to the scales at 159kg. Even 

with its homologated power output of 

224bhp, that’s enough to give the it 

record-breaking power to weight ratio 

of 1.41hp/kg. 

We’ve mentioned the weight and 

the power, but they only tell half the 

story. We also have to discuss the


huge bi-plane wings. I was lucky enough 

to be invited to Bologna, the home of 

Ducati, to take a sneak preview of the 

new Superleggera and chat with the engineers 

earlier in the year. The distinctive 

and, I would say, attractive wings 

are fascinating and directly derived from 

MotoGP. Back in 2016, there weren’t 

any restrictions in the size and shape 

of the wings, which means the GP16, 

Ducati’s last MotoGP bike before downforce-curbing 

regs were introduced, 

had the most effective wings of all time. 

In fact, the downforce created by the 

Superleggera is higher than the GP20, a 

bike that must conform to strict regulations 

on size. 

At 270kph the wings produce 50kg of 

downforce, 20kg more than the current 

Panigale with its single wing. At 300kph 

that’s up to 61kg, around the same 

weight as a typical MotoGP rider, and a 

colossal amount of downforce – enough 

to improve stability and reduce wheelies, 

thus allowing better acceleration, 

braking and corner entry. 

The electronics package is all-new 

because simply transferring the electronics 

from the current Panigale R 

to the lighter, more powerful, extra 

downforce Superlegerra wouldn’t work. 

As you’d expect, it gets the full portfolio 

of goodies: cornering ABS, slide control, 

traction control, anti-wheelie, launch 

control, an up and down quick-shifter, 

and changeable engine braking strategies. 

Rider aids can be trimmed and 

changed to meet personal demands 

while Ducati has also added three additional 

new rider modes, simply A, B, and 

Sport – two are track specific, the third 

for the road. 

There’s also a new RaceGP dash 

mode, for track use only, which shows 

your lap times, splits, and riders aids. 

Pre-programmed tracks are already 

saved, like Mugello, so you can simply 

work on improving your lap time and 

splits. 

Every component of the Superleggera 

has been improved or lightened. 

The Brembo master cylinder even has a 

remote adjuster on the left bar, just like 

a real race bike. The Öhlins suspension 

is the very latest and uses MotoGP technology, 

while even the road-legal Pirellis 

are special and come with red sidewalls. 

Just arriving at Mugello, one of the 

greatest tracks in the world, sends 

shivers down your spine. To also have 

the privilege of becoming the first Brit 

to ride the Superleggera (and only 

the second person outside Ducati to 

sample one too), means the pressure 

is on. Even Claudio Domenicali, 

the CEO of Ducati, is present, 

and even he’s not ridden it yet (he’s 

after me). 

Awaiting in a scorching Mugello 

garage is my Superleggera, lovingly 

prepared, of course, Pirelli slicks 

wrapped in tyre warmers. I pre-selected 

my rider mode – ‘Race B’, 

which reduces the torque in first 

and second gear – though I have the 

option to flick into the full power A 

mode whilst riding. 

I’m given the nod to get ready. 

The engine fires up with a press of 

the starter button. Ducati has opted 

for the race exhaust, which means 

the full 234hp and an intoxicating 

exhaust note. A few blips of the 

throttle sends a spinetingling reverberation 

around the amphitheatre 

which is Mugello. I let the engine 

revs drop, listen to the dry clutch 

rattle, and give the brake lever span 

adjuster on the left a quick turn. It’s 

a conventional down-change into 

first gear, then clutch out and we’re 

down pit-lane to join an empty 

track. 

The clutch is now redundant as I 

fire in a few quick gearchanges towards 

turn one. The bark between 

fast gear changes sounds like a

25 

gun going off and echoes around the 

grandstand. 

It’s over 30 degrees out here and 

the Pirelli slicks have been scrubbed 

and been cooking on warmers, so 

there’s no need to take it steady. Out 

of turn one, stay to the right ready 

for the left-right chicane of turns 

two and three. Immediately the 

carbon-chassis of the Superleggera 

wants to turn, feeling light, accurate, 

and fast steering. A similar chicane at 

turns four and five reveals a change 

of direction that is simply phenomenal 

as my knee slider hits both apexs. 

Out of turn five, I’m recalibrating to 

sheer intensity of the V4’s power and 

torque, yet only tickling the throttle… 

and up to the spectacular Casanova, 

Savelli, Arrabbiata one and two, arguably 

one of the most exciting sections 

of track in the world. 

The Ducati drops down Savelli in 

one fluid movement and holds confidence-inspiring 

corner speed, then 

lines up Arrabbiata one and two. This 

Ducati might have the power of the 

factory’s WSBK contender, or near as 

damn it, but it’s usable and smooth. 

I’m a little rusty from the enforced 

layoff and braking and accelerating 

at the wrong points, but the bike is 

allowing me to so without a hint of 

complaint. 

Around the long turn 12 (Correntaio) 

for the first time and the Ducati 

wants to dig in and lean – not a millimetre 

of drift – and takes the bumps 

with ease. Now the fast section up 

to the long and lingering last corner, 

Bucine, before the long start-finish 

straight. For the first time I brake 

reasonably heavily to get the right 

line, and discover the Brembos are 

on another level, too, and as strong 

as any I’ve tested. Seconds later 

I pick the bike up and head to the 

outside kerb, finally asking the V4 for 

full power. 

I tuck in behind the sizable 

screen, tap the gears, push my arse 

up against the bump stop and enjoy 

the ride. The liquid smooth Stradale 

motor loves to rev, while upshifts are


almost seamless and incredibly quick. 

Each flick of left foot smacks me 

in the head with another tidal wave 

of power. Yes, Mugello is over five 

kilometres long but has never felt so 

short or so fast. I seem to be changing 

gear every second or so, while 

the Superleggera’s acceleration isn’t 

normalising; if anything it’s growing 

stronger. 

Towards the end of the straight 

there is a famous rise, where MotoGP 

bikes hit 220mph. You can take 

it flat by using the white line of the 

pit lane exit, hold it flat, and brake at 

the other side of the crest. As I cross 

the start-finish I am determined to do 

all the above but am forced roll out 

slightly because everything is happening 

so damn fast. 

Into turn one again, this time from 

sixth gear back to second (as quick 

as you wish and without the use of a 

clutch), and again I go for the lever 

too early for the immense Stylema R 

stoppers. 

Between the two chicanes that 

follow, I give the throttle a handful 

and the gear shift light illuminates 

for the first time, pointing out to me 

I’ve not yet got close to the redline! 

Peak power is at 15,250rpm and 

peak torque at 11,750rpm but the 

frictionless V4 will rev even higher, 

to 16,000rpm, while the rev limiter in 

sixth gear is at a giddy 16,500rpm. 

I start to gel with bike and circuit 

but despite getting into the flow and 

really starting to make the engine 

scream, the front end remains 

planted. In my chosen race B riding 

mode there’s no hint of a wheelie or 

instability and feels more like playing 

an Xbox game, in which I can ride 

with impunity – just dial in a handful 

of power and drive forward with 

eye-popping acceleration. 

Second time around I drive deep 

into the final turn, slow it right down, 

kiss the apex, and emerge once 

more onto that runway of a straight. 

Mugello is wide and open but still the 

Superleggera shrinks it to the size of 

Cadwell Park. Now I’m only changing 

gear when the shift lights illuminates, 

but in no time at all I’m in fifth gear 

and tap into top before that notorious 

blind rise. I manage a fearful glance 

at the speedo – 294kph – and we’re 

still accelerating. 

Fast bikes get famously flighty 

over the crest, some even weave 

“ 

Second time around I drive 

deep into the final turn, slow it 

right down, kiss the apex, and 

emerge once more onto that 

runway of a straight 

“ 

as the suspension extends, but the 

winged Superleggera is rock-solid 

and clearly loving those 60-odd kilos 

of winged downforce. 

Then hard on the brakes and back 

down the gears. The Brembo Stylema 

R calipers grab the 330mm discs 

like a great white shark holding onto 

a seal, yet the forks take the strain, 

and again the stability is impeccable. 

The limiting factor isn’t the brakes 

but the rider. I don’t know of any 

other bike that can brake this late 

and remain so planted. From 300kph 

back to second gear and the low apex 

speed of turn one, the Superleggera 

outperforms any production bike I’ve 

ridden in over 20 years of professional 

testing. 

The wings are obviously adding 

to this stability, but so is the carbon 

fire chassis, which now has more 

flex and feel than before. Then there 

is the brail-like feel from the Öhlins 

pressurised forks and the grip and 

larger contact patch generated by the 

125-section front Pirelli slick. It’s like 

the perfect storm, one so potent it’s 

hard to put into words. 

Everyone knew this Superleggera 

was going to be fast, after all the 

figures stand out for themselves, but 

like the braking, I didn’t expect the 

handling to be so far ahead of the 

game. Ducati already produces one of 

the finest handling production bikes

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on the market, the £35,000 Ducati V4 

Panigale R, yet this is another step 

forwards. 

How do you improve on what already 

seems like perfection? Ducati 

have done it. Because the way the Superleggera 

turns and rolls into corners 

and changes direction is discernibly 

new. Brake late, accelerate early, miss 

your apex or mess up a line – and the 

Superleggera is there to pick up the 

pieces. Mid-corner there’s simply endless 

grip and feedback. 

Always in the back of my mind is 

the bike’s 100,000 euro price tag and 

I don’t fancy being the first person to 

bring a Superleggera back to the pits 

in shopping bags, especially not in 

front of the Ducati top brass. Yet the 

Superleggera’s chassis encourages 

me to ride harder, to push until it gives 

some kind of acknowledgement that I 

am at least making it work a bit. 

Thankfully, there is something: 

the new Desmosedici GP20 derived 

dashboard (clearly) shows lap time 

and splits, and each lap it tells me I 

have broken a personal best . With the 

booming exhaust chasing and encouraging 

me further, I revel in the bike’s 

innate sense of security, happily trying 

to beat my last PB. 

I’ve ridden monstrously powerful 

WSBK Ducatis before and even congratulated 

Chaz Davies on size of his 

testicles after sampling his animal at 

Imola a few years ago. This Superleggera, 

however, is incredibly forgiving 

and easy considering its jaw-dropping 

power. 

As my bravery and confidence 

improve I opt to flick to A mode, which 

delivers full power and torque in the 

lower gears. To be fair, Mugello isn’t 

a wheelie-happy track (I only used 

first gear to leave pit-lane) but in this 

sharper mode there’s certainly more 

kick lower down. But again the front 

is unflustered, only lifting slightly on 

the first application of throttle when 

the wings aren’t really working at low 

speeds. 

Lap after the lap the Superleggera 

continues to impress, the dash regularly 

indicating over 295kph on the rise 

before I have to concentrate and hit my 

brake marker. Despite such heavy use, 

the Brembo stoppers showed no sign 

of fading. 

With the chequered flag shown just 

underneath the gantry, my thrilling 

ride is over. Interestingly, despite my 

An inside view to the 

development of the 

aerodynamics 

poor fitness, lack of riding due to the 

Covid-19 ban, and scorching temperature, 

I’m far from being on my 

last legs, showing, despite its snarl 

and bark, that the Superleggera is 

eminently ridable. Sure, it’s fast but 

also manageable. 

On the cool-down lap I feel a 

little emotional. To ride Mugello is 

always special, but to do so on the 

new Superleggera is an extra privilege. 

What a bike, what an experience, 

one that will live with me for a 

long time. 

VERDICT 

Yes, it’s priced at 100,000 euro 

and Ducati are only making 500 of 

them. And, sadly, some will never 

be ridden in anger; instead they 

will be whisked away into a private 

collection or bought as future 

investments. But beyond these 

negatives I can’t find any faults. This 

is a genuine superbike for the road, 

a machine capable of lapping within 

a few seconds of a topflight factory 

race bike and, incredibly, ridden on 

the road, both legally and easily. On 

top of that, it looks stunning and has 

a soul and character of its own. You

29 

know what, I’ll get off the fence and 

pronounce the 2020 Ducati Superleggera 

the best production bike I’ve 

ever ridden. 

Engine The 998cc V-Four started life 

in Ducati’s class-leading R model, the 

engine is 2.8kg lighter than a standard 

V4 and is assembled like a race 

engine, even the base and head bolts 

are now titanium not steel. Each 

engine has is hand-built, the Desmo 

valve timing (no springs) are set 

up by the factory done by a specific 

engineer which signs of each bike 

once he’s happy and everything is set 

perfectly. Even though the engine is 

producing eye-watering 234hp service 

intervals remain the same as the 

standard V4, every 7500miles. 

Wheels The carbon wheels offer a 

huge weight saving, 3.4kg. On the 

road, this is wrapped in Pirelli Supercorsa 

rubber SP rubber but on track, 

we used the Pirelli slicks with new 

sizes, 125/70 front, and 200/65 rear. 

Frame The complete front frame is 

carbon fibre, the world’s only homologated 

bike with a carbon chassis. 

Using lessons learned in WSBK, 

Ducat has also reduced the stiffness 

and flex of the frame and swing-arm 

to give more feel. 

Brakes and suspension As you’d 

imagine, Ducati hasn’t considering 

cost when it comes to the suspension 

and brakes. For example, the Brembo 

Stylema R monobloc callipers are the 

best on the market, and the pistons 

feature cooling holes to reduce brake 

fade, this is the first time they have 

been used on a road bike; even the


Brembo master cylinder features a remote 

adjuster. The suspension is provided 

by Ohlins, obviously fully adjustable, 

pressurised NPX25/30 forks, and a TTX36 

rear. Using technology derived from Moto 

GP, the rear shock has hydraulic valve 

technology. 

Racing kit Adding the race kit for the 

track reduces the weight further, to 

152.2kg. The race kit includes a complete 

Akrapovic titanium exhaust for racetrack 

use, open carbon fibre clutch cover, 

carbon fibre swinging arm cover with 

titanium slider, headlight and tail light 

replacement kit, number plate removal 

kit, side stand removal kit, aluminium 

caps machined from billet to replace the 

rear-view mirrors, Ducati Data Analyser+ 

GPS (DDA + GPS), racing tank cap, brake 

lever protection, bike canvas, front and 

rear stand, and battery maintainer. 

SO YOU WANT TO BUY ONE? 

I want one, where do a sign? For your 100,000 

Euros you don’t just get a motorbike. Oh 

no, new owners will have access to the ‘SBK 

Experience’ which allows them to ride the 

World Superbike Ducati around Mugello. Yes, 

included in the price, is a few laps of Mugello 

on Chaz or Scott’s work bike. Furthermore, if 

you want to splash out further, you can spend 

an additional 30,000 Euros to ride the actual 

Ducati Desmosedici GP20 Moto GP as used 

by Petrucci and Dovizioso. However, this is 

limited to just 30 applicants and you must be 

the ‘correct’ size. And if you really, really, really 

want to spend some money, Ducati is offering 

colour matching Dainese air-bag leathers, 

and a carbon fibre helmet from Arai. If you’re 

going to cash in your pension, you might as 

well spend it all.

BMW Motorrad 

Pre-owned Motorcycles. 

R 1250 RS, 2019 

8 800km 

Akrapovic, Top Box, Cylinder Guards 

R219 900 

S 1000 RR, 2016 

19 800km 

R174 900 

S 1000 XR, 2017 

42 500km 

Panniers and Arta Slip on 

R154 900 

S 1000 XR, 2018 

22 500km 

R169 900 

F 850 GS ADV, 2020 

10 km 

Three boxes, Akrapovic Slip On 

R259 900 

R 1200 RS, 2017 

15 000km 

R144 900 

S 1000 RR, 2018 

8 500km 

Full Akrapovic Pipe 

R219 900 

R 1200 GS ADV, 2016 

69 700km 

2 year warranty 

R154 900 

K 1600 GTL EXCLUSIVE, 2015 

17 500km 

R194 900 

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BMW Financial Services 

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Bardene Boksburg 

Telephone: (011) 418 3300 

Facsimilie: (011) 823-4576 

Jacques Swart 

Sales Manager 

jacques.swart@autoalpina.co.za


Article by Clinton Pienaar Pics by Beam Productions and Triumph press 

A TRUE GRAND 

PRIX BIKE FOR 

THE ROAD 

Triumph Daytona Moto2 765 Limited Edition

33 

Using the 765cc triple engine 

from the Street Triple RS as a 

base, then fettling it properly 

with the same guys who are 

responsible for the current Moto 

2 engine. Then adding all the top end world 

famous parts like Ohlins and Brembo and 

bathed in carbon fibre, what could there be 

not to like, it’s brilliant? 

I have loved the 675 Daytona from the 

very first bend I took on it out of the pits at 

Red Star all those years ago when we won 

the Bike SA 24 hour on it two years in a row 

with Team Illiterate against the superbikes. 

I mention this as quite significant as that 

little bike then impressed me so much on 

my first minute that now, years later, I can 

still remember it clearly and the same experience 

is still there right now, just better 

in this Moto 2 765 guise. 

Let’s start with the engine, it’s a similar 

motor found in the Street Triple RS, however 

power is up to 130 Hp @12250 rpm from 

123 Hp and torque up from 77Nm to 80 Nm 

because of a few internal changes that 

include higher compression ratio, titanium 

inlet valves, new cam profiles, new intake 

trumpets and modified conrods. This 

makes the bike rev higher by 600 rpm and 

it also moves the red line up to 13250 rpm. 

Chassis wise it’s based on the same 

675R Daytona which arguably was the 

best handling bike I have ever ridden, but 

now boasts the very latest Ohlins NIX30 

forks which are 43mm upside down with 

fully adjustable for preload, rebound and


compression damping. At the rear it’s a 

TTX36 rear shock twin tube Monoshock 

with piggy back reservoir again with fully 

adjustable preload, rebound and compression. 

Braking is just stupendous with 

the Brembo Stylma 4 piston Monobloc 

Callipers gripping the dual 310mm floating 

discs with switchable ABS, rear is also 

Brembo single piston calliper gripping a 

220mm disc. The feel into corners helped 

with the Diablo Pirelli’s is just absolutely 

next level. 

Then the dash or where the rider 

sits and looks, it’s got full-colour TFT 

instruments with an official co-branded 

Moto2 start-up screen, five riding modes 

(including ‘Track’) and Triumph’s Shift-Assist 

quick-shifter for up and down gear 

changes without having to engage the 

clutch, ride-by-wire for the first time on 

a Daytona, ABS, and switchable traction 

control. I did not do many laps on this bike 

as it already belonged to a customer Andrew 

Love who kindly let me ride it for a 

few laps. But in essence it was just a few 

laps that it took me to get re-acquianted 

with this lovely piece of machinery and 

fall in love all over again, I kid you not, it is 

that good. 

The bad news is that this bike is 

Quartararo celebrates his 

first ever MotoGP victory 

Sad note though, only 6 came 

to SA and were all pre sold and 

only 765 will be produced in 

total for Europe and Asia.

CENTURION 

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Performance pipe 

R129 900 

HONDA XR125 DEMO 

R29 900 

HONDA AFRICA TWIN 1100 DEMO 

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Pipe, crash bars 

R139 900 

HONDA AFRICA TWIN DEMO 

R194 900 

HONDA NC750XD DEMO 

R 109 900 

Honda Centurion 

www.hondacenturion.co.za 

Lenchen South and Heuwel Road, 

Centurion, Gauteng, 

South Africa 

Telephone: (012) 663 8718 

Facsimilie: (012) 663 1350 

Motorcycle Sales Manager 

Jacques Robilliard: 083 275 9261


for now not going to be mass 

produced like the old Daytona 

with a standard more affordable 

model on offer, instead Triumph 

is going to keep this model 

exclusive by only bringing in six 

of these bike into SA and only 

765 o be built in total for Europe 

and Asia with another 765 for in 

Canada and America. 

In summary, yes I’d like them 

to make a less exclusive bike for 

more people to be able to ride 

them because at R279 000.00 

it does put it into the high end 

class. But I just want to go off 

on a tangent here again, that if 

you had the money, the quality of 

all the carbon fibre and general 

finish of the bike is at the absolute 

top end of the biking world. 

I have no doubt that I would own 

one of these in my collection, 

I rate it as one of my all time 

top 5 bikes in the world. I rate it 

so highly because it is such an 

accomplished complete package, 

from the quick shifter to the 

braking to the feel as you tip go 

into a corner to the bonkers little 

engine that does not intimidate 

but rather invites you to 

just ride it harder and harder. It 

makes you just want to ride and 

ride harder than what you have 

before. 

Multiple dash modes 

available 

Each bike is unique, featuring its 

own laser-etched limited edition 

run number.

PRIVATE 

RIDER TRAINING 

• For all riders who are interested in becoming safer riders. 

• Full day on track with personal instruction. 

• All bikes welcome. Cruisers, Tourers, Superbikes. 

• Intimidation free day. We really encourage beginner riders. 

• You go home with the piece of mind knowing you a safer rider. 

• Instructions from Clinton Pienaar and other instructors. 

• Photographs taken on the day. 

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PRICE: R1890.00 PER RIDER 

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RIDER TRAINING 

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T R A I N I N G 

• For all RIDERS who have completed level 1 training. (All Bike Types) 

• Full day on track with 1 instructor to 3 RIDERS. (10 Riders Max) 

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• You take home a fully edited video of your day. 

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Hosted By:


#GOT 

DUKED 

When KTM introduced the 790 Duke R, I was blown away 

with the awesome product they brought to the middle 

weight naked bike arena. 

Article by Daniel Pienaar Pics by Chiara Eich 

The bike was nimble, 

had a great torquey 

motor, some great 

tech and was loads of 

fun to ride. I actually 

voted the 790 Duke 

R as my number one 

winner for the 2018 

bike of the year. Since riding the new 

and improved 890 Duke R, I was in 

love. 

Now my initial impressions with 

the 890 Duke R were not that good 

and having ridden it around a very 

tight go kart track for the first time 

I was left feeling a little empty. Then 

we got the bike again for another test 

and had it for a little longer. Now bear 

in mind I had only ridden this bike on 

a go kart track, which to be fair is not 

a well-suited environment for this 

boney. 

When leaving KTM SA after 

collecting it, I waited for the bike to

39 

warm up to operating temperature 

before seeing what this mini beast 

had to offer. I rolled her on in fourth 

gear and did two shifts up into sixth 

holding the cable wide open. Thank 

goodness I had a helmet on to hide 

my stupid grin. I was impressed to 

say the least. The bike seemed as if 

it were unleashed and ready to run 

wild, compared to the first time I rode 

this bike. 

I avoided the highways at all costs 

riding the bike back to the office to 

see how she handles through some 

of the traffic that Fourways has to offer. 

This Duke is an incredibly nimble 

pocket rocket. I have always been a 

fan of the KTM brand, and this bike 

really sealed the deal with my orange 

blood. I was left totally impressed 

with a short ride after just picking the 

bike up. When I got back to the office, 

I parked the bike in the middle of the 

driveway and just walked around her


a few good times just to take in how good 

this bike looks. However I noticed this 

bike is really long, upon doing some research 

I saw that the 890 Duke R has the 

same wheelbase as the 1290 SuperDuke 

R, which leads me to think that maybe it 

appeared longer as the motor is smaller 

in size compared to her bigger brother. 

I though maybe I was getting a bit 

a carried away with how good the bike 

was, so when I bumped into a friend of 

mine I asked him to ride the bike. He 

took the bike around the block, got off 

and all he said is “I want one”. When we 

were talking about what we liked about 

the bike we both agreed that it is how 

it makes the power down low in the rev 

range. We also discussed how smooth 

the quick shift up and down is and how 

dialed KTM have the SuperMoto ABS option 

on this bike, which allows the rider to 

have ABS on the front but not on the rear. 

When we took the bike to Red Star the 

890 Duke R really came into itself. The 

precise turning around the tight twisty’s 

was amazing, the agility of this bike is 

out of this world as it is so light, and the 

torque is incredible as it is so manageable 

and promotes rider confidence and 

as a result you can go really fast on this 

bike. 

Something that is pretty neat on the 

890 Duke R is the track mode, similar to 

a riding mode this option makes the bike 

more responsive on the throttle: As well 

as can de-activate the wheelie control. 

This then turns the bike into a full-on 

certified hooligan machine. 

When riding this amazing machine I 

realised that I would quite easily be able 

to live with this bike as my day to day 

bike. The goal is to always get the most 

powerful bike on the market and I would 

love to own a 1290 SuperDuke R however, 

and this is a big however, I love the 1290 

SuperDuke but as a day to day commute 

or if I was using the bike more than the 

occasional breakfast run, I would rather 

go for the 890 Duke R. 

A very different 

quickshifter to your 

traditional types 

Full colour display 

Steering 

damper is 

standard 

C 

M 

Y 

CM 

MY 

CY 

CMY 

K

KTM 1290 SUPERDUKE R, 2018 

3251km 

R198 950 

KTM 790 DUKE R, 2019 

8 000km 

R145 950 

KTM 390 DUKE, 2019 

4200km 

R 69 950 

KTM 1090 ADVENTURE R, 2017 

23 A4 900km half page Ad RAD cares.pdf 1 2020/07/24 16:08:56 

R144 950 

MV AGUSTA F4 1000RR , 2014 

12 894km 

R184 950 

BMW S 1000R, 2017 

2358km 

R174 950 

Not sure when you need 

your next service? 

Make sure your machine 

has all its updates. 

Send us your VIN & contact 

details- we’ll call you 

back. 

workshop@radmoto.co.za 

www.radmoto.co.za 

RAD_CAres


“lit e” 

Article by Clinton Pienaar 

ADVENTURE 

We’ve all seen these little bikes appear in the 

showrooms around the country but none of us 

“real” bikers have taken them seriously, obviously 

a girl’s bike or for kids I’ve heard from the big boys. 

Well, it’s a new 

segment and 

it’s growing 

and how better 

to evaluate 

them than 

take them on a proper adventure 

bike test with an assortment of 

riders. We needed to cover some 

distance and off road. 

Let me set the scene first 

off, we’re going into a SuperBike 

Mag You Tube channel so Chris 

Beasley from Isidingo fame 

(actor called Len Cooper) and a 

good friend of mine was summoned 

as the man to tell us how 

to use cameras. He will make us 

look professional (hopefully), as 

reference he rides a 1290R KTM 

Adventure and does lots and 

lots of kms. A proper adventure 

rider. Then his wife, a very keen 

rider on her KTM 990 was also 

invited, to give a girl’s opinion. 

The my son’s girlfriend Chiara 

Eich, she had to give her opinion 

from the pillion’s perspective. We 

invited the newbie to Adventure 

riding and the importer of Zontes 

along, this was going to be his 

first dirt road ride, and then Daniel 

and myself. 

We wanted to get good filming 

done in JHB and end destination 

was only Dullstroom, so a 

10h00 starting time was good, or 

so we thought, as they are first 

off little city urban adventure 

bikes. A few little bicycle tracks 

through some parks was the idea 

and then slowly letting them 

onto the dirt past Kempton Park 

and Bronkhorstspruit and then 

onto Hi Side Saloon. We were 

faffing, getting the right shot 

parking the bikes, doing detours 

and basically just doing on 

adventure bikes what we do on 

adventure bikes when you don’t 

have a far destination. Long sto-

43 

ry, we were loving life but come 

a little just before 6pm and it’s 

basically dark now with over a 

100kms still to go, we all stopped 

to get our winter gear on (middle 

of winter in Clarens hills) and I 

turned to Chris and asked him, 

“with all of our adventure riding 

experience, you don’t think we 

might have got this a little more 

right and not being stuck here 

on the side of a road with still a 

100kms to go with such inexperienced 

people with us”. We both 

laughed and just rode on. This is 

adventure biking at it’s best. 

We spent the evening at Hi- 

Side Tavern with Pete McBride 

and he did us a deal for dinner, 

bed and breakfast with all of 

us staying in his guesthouse 

farmhouse (this place is highly 

recommended for biking groups). 

Next day a big loop again and 

then a Highway dash home again 

only making it just before sunset. 

So in conclusion, I’ll put the 

bikes down in the places they 

came as an overall test with 

some pro’s and cons on each. 

What did astound us all was that 

they all can actually do exactly 

what bigger bikes can, most of 

the time on technical terrain 

easier but they also use a lot less 

fuel. Egos aside, they are very 

capable little bikes and you can 

easily buy one and be happy if 

you’re a little cash strapped and 

want new. 

So in first place the 390 KTM 

Adventure, we knew this from 

the start, but let’s delve into it 

a little more. At R90k it offers 

ABS, TC, TFT dash and very cool 

styling, this is actually a small 

big bike opposed to a little bike 

if you know what I mean, also 

compared to the two Honda’s 

it has a 60% capacity increase 

advantage. Long story short, the


suspension is for light off road work 

but it’s a very capable adventure bike, 

on the highway dash back it was very 

comfortable sitting at over 140km/h. 

The range with the 14.5 liters tank is 

also over 400kms. A very competent 

complete package was all of our conclusions. 

Then the surprise, basically scored 

as good as the KTM was the little 250 

Honda Rally. At the newly reduced price 

of R70k it’s actually the bargain of the 

lot. Switchable ABS with a push of a 

button and then best suspension of all 

the bikes here. Truth be told if you were 

going to do a serious Tankwa off road 

ride, this bike would make it to the end 

with a smile. The motor is small but it 

has heart, at highway speeds you got 

the little single buzzing at high revs 

but it just turns around every time and 

wants more. It won on looks, suspension 

and being so capable but the small 

motor let it down in this group test. 

Even saying that, I could easily own 

one, the lack of weight made it a doodle 

on the technical route we took. 

3rd belonged to the Zontes 310T at 

R78k. How many features has this little 

bike got! From an electrically adjustable 

screen, to keyless start and fuel 

tank opening, to changeable electronic 

dash layout. It’s got like a 100 buttons 

and each one does something. This is 

a bike for the youngsters. I’ll say what 

I have said before, I’ve never been a 

fan of anything from China, I find them 

cheap and tacky but Zontes as a brand 

is changing my perception. Also two up 

this bike won the lot with Chiara opting 

for this as her favourite. Styling wise 

they have copied the king of dual sport 

which is the 1250 GS Adventure with all 

the crash bars and stance of the bike. 

Funnily this bike also has mag rims 

as did the KTM and BMW but because 

of the lack of weight on these bikes, 

that never seemed to be a problem at 

all and I predict won’t be in the future 

either. These Zontes bikes are changing 

the bad name of Chinese bikes one sale 

at a time. 

The BMW and Honda 250L finished 

4th together, firstly let me start with 

the 310 GS BMW. I loved the styling, 

looks just like a mini GS, the finish is 

purely BMW even though it’s made in 

India. At almost R90k I was hoping the 

suspension would resemble something 

from the name it carries on the tank but 

this is purely a tar baby with even slight 

dirt road applications reaching the 

Dullstroom 

Dan and Chiara 

limit of the suspension (pot holes and 

ruts). The switchgear is good, the riding 

position good, lack of weight is good 

but if I could get my wish, they need to 

completely redo the suspension and 

maybe for SA applications, go up to a 

400 or 500cc at least. On the open road 

it was stretched a little and here the 

lack of wind protection made you feel a 

little exposed. 

Then the Honda 250L, and I can just 

hear the guys down in the Western 

A loop around high-side saloon 

Cape who all love this bike as a proper 

adventure bike disagreeing with me 

right now. Yes the suspension was good 

but in this company it was more like 

a farm scrambler apposed to a small 

adventure bike. Zero wind protection, 

twice in this company we ran out of 

fuel while the others still had a least a 

1/3 of a tank left over, so fuel range a 

problem. Same little motor as the Rally, 

but not an adventure bike in that sense, 

rather a very competent scrambler who

45 

Suzuki DL250 - Not going to be brought in any more. Lovely solid 

little bike. Wish Suzuki would do to this model that they have done 

to the little 250 Gixxer. Could beat everything with value for money. 

Yamaha XT 250 - although it is still brought into SA for R76k, it 

can’t be registered on there road, so can’t for part of our test. 

Kawasaki Versys 300 - we unfortunately could not get hold of one 

for this test. Last time it did very well with it’s Twin 300cc motor, 

imagine if they put the ZX400 motor in this bike, again could be 

fighting for the title.


has a typical Honda heart that will last 

forever. 

So in summary, hard to compare bikes 

when capacities vary by 60% but they 

fall in the same class, hence why we did 

the test together. It’s actually fun and 

informative to ride the bikes like this on a 

50km rotation basis no matter where we 

were. At 50km mark, front bike just stops 

and we all did the round Robbin on every 

bike so we all got to ride all the bikes; 

proper objective view. Truth is if the biking 

blood runs in your veins and you want 

to get out there, this is the cheapest 

option, and they do offer value for money. 

High-side Tavern 

for dinner 

CR 500 on display 

Chris Beasley killing 

time in JHB Park 

before we left 

Sunset and still 

100km to go

MOTOGP DATES

WORLDSBK DATES

BRAD 

BINDER 

RED BULL KTM FACTORY RACING

51 

LONGTERM RIDE REPORT 

ALL GOOD THINGS 

COME TO AN END. 

By Daniel Pienaar Pics by Beam Productions 

Over the last few months I 

was fortunate enough to 

test the 2020 Husqvarna 

Svartpilen 701 style and 

the time has come to part 

ways, and what better way is there to 

send off a noble steed other than taking 

it for a burn around a racetrack? 

On our last ride we headed out to 

Red Star Raceway for a Private Rider 

Training day. The bike was magnificent 

considering it had dual purpose 

tyres on. Although I was skeptical 

about the riding position around a 

racetrack the bike handled everything 

really well and was a load of fun to 

ride. I might have mentioned this 

before, but I am going to mention it 

again I really wish Husky bring out 

their newer models with the option 

to deactivate the ABS as it is really 

intrusive when taking this bike out 

around the track. 

The Svartpilen is extremely light 

and has good low down torque for the 

tight track, it sounds amazing on the 

down shift when blipping the throttle 

into the turns and handles like a 

complete animal. 

I am really sad to let this beautifully 

crafted machine go. I would like to 

take this opportunity to thank Husqvarna 

SA for loaning me this incredibly 

awesome bike.


THE 

SMALL 

BIG 

The all-new Yamaha MT-03, the smallest and newest 

member to the MT line and it is now available for riders 

in South Africa. 

Article by Daniel Pienaar 

Linex Yamaha in 

Randburg gave us 

a call to come and 

grab the bike for a 

day to get our opinion. 

Having just finished 

our mini adventure trip 

with all the smallest capacity 

adventure bikes, we headed 

over to the Yamaha mega store 

and collected the bike. 

Before we get into the riding 

part of the test, let’s cover 

the foundations that make this 

bike what it is. In a nutshell, 

it’s a Yamaha YZF-R3 with its 

clothing ripped off - sharing 

the same engine, electronics, 

chassis and suspension. The 

seating position is a little more 

upright and relaxed compared 

to the R3, which is thanks to 

the raised handlebars. The 

dash remains the same as the 

mini sport bike version and so 

does the entire rear section 

of the bike, which is off the 

first-generation MT-07 funny 

enough. 

Once on the bike and tearing 

down the road like a teen 

fresh out of matric, you realize 

how much is packed into this 

little machine. It’s extremely 

light and well-balanced, revs 

higher than your wife’s fancy 

hair dryer and does 180km/h – 

not bad. 

The gearing on the bike is a 

little long for the purpose of its 

job. You find yourself absolutely 

pinned in 5th gear but 

changing to 6th will result in 

a loss of speed. So, for around 

town and where you’d typically

53 

ride the bike, I’d suggest shortening 

the gear ratio almost 

immediately. This will improve 

torque and acceleration and 

make it such a fun bike to ride 

– please be warned that it may 

result in slight misbehavior! 

The suspension is the same 

as the R3 with no difference 

in settings it seems, so can 

be a bit stiff for lighter riders. 

Although when it comes 

to holding a line through the 

turns, this bike is on rails and 

you’re able to point it wherever 

you like and it will go. 

This type of bike cannot 

be overlooked by the general 

daily commuter. I found most 

pleasure on the bike whilst 

travelling to and back from 

work, with the odd runaround 

trip. The fuel consumption is 

impressive too, we didn’t have 

it for too long, but we did notice 

that we were getting 4L/100km 

whilst keeping her lungs wide 

open. It’s just so convenient 

and I mean, look at it! You’d 

never say that it is Yamaha’s 

smallest model in the MT line. 

This demo is available to 

test rides at Linex Yamaha in 

Randburg, so give them a call 

on 011 251 4000 or email crm@ 

linex.co.za to book.


DR BIG 

Dr Big is back and for the first time I 

actually think Suzuki designers have 

IS BACK got it right on this big adventure bike. 

Article by Clinton Pienaar Pics by Shane Wilken

I’ve been quite outspoken on how non appealing 

the look has been of the former 

big DLs. But this one is handsome. It’s 

a new and old in a way design direction 

taken by Mr Ichiro Miyata which looks 

modern, retro and fresh all in one go. 

The funny thing is that Mr Ichiro Miyata 

is the same man who was behind the design 

all those years back in 1988 with the original 

Dr Big. 

There has been 3 major updates or changes 

on this bike to its predecessor, first one 

being the styling as mentioned above. This 

bike immediately has presence, something I 

thought the previous models lacked. This one 

we rode was the black one with the other two 

also here now being the Champions Yellow 

No.2 and the Marlboro-esque Pearl White/ 

Glass Blaze Orange. All three are available in 

SA now. 

The second is in it’s electronics, it’s now 

got three riding modes, lean sensitive ABS 

and lean sensitive Traction Control. Fly by 

wire throttle, wheelie control as well as Hill 

Hold control. So all of a sudden the big dual 

sporter is brimming with tech as well. Oh yes, 

did I mention the speedo cruise as standard. 

So as far as technical features, the new XT 

does not have to stand back for any of the new 

big dual sport bikes. One thing that I did find 

amiss was that heated handlebar grips were 

not a standard feature. Also the old style 

electronic dash seems a little out dated now 

that everyone is going full colour TFT. Saying 

that, it was very user friendly to use and it has 

an array of nice features, like your current 

fuel usage graph. Once I got into that it was 

nice to try and aim for good fuel consumption. 

And thirdly the motor, hardly changed 

from before and for sure not in capacity, so 

the engine is still a 1037cc V Twin but it is now 

Euro 5 compliant, so they have had to fettle 

with the cam shafts, valve timing and the 

head and its now fly by wire which enhances 

the amount of fuel mixture at any revs. The 

pistons are also higher compression units up 

from 11.3 to 11.5. Throttle bodies are also up 

from 45m to 49mm. Suzuki claim 7 more Hp 

and even though the bike has 1 less Nm, it’s 

how it makes it that makes it feel more lively. 

The torque curve has been flattened and 

widened and as a dual sport bike, truthfully 

I could not fault it anywhere. Yes there are 

dual sport bikes offering 50 plus HP more but 

this bike is exactly what it says on the tin. And 

considering that this is only the 3rd update in 

18 years, they are doing something right. 

So what’s it like to ride, well at 236kgs 

curb weight it’s not light, but the seating 

height (855mm) is not very high so the weight 

poses no problem. The seat, handlebar and 

foot peg triangle position is very rider friendly 

for long distances. I had a long ride ahead of 

55


ABS is also offered in two 

modes, but can’t be shut off. 

The 2020 Suzuki V-Strom 

1050XT now has three 

traction control modes, compared 

to two on the previous 

generation. 

me so made sure the 20 litre tank 

was full and headed off quite briskly 

at first. I was thinking to myself on 

what good wind protection it had and 

then as I stopped I realised I could 

still set the screen a little higher and 

even being tall, I was well protected. 

The suspension felt a little taught 

for me, the handling being almost 

Motard like precise but the road was 

very bumpy past Ventersdorp and I 

thought I’d have liked it a little more 

plush. Saying that the KYB forks 

and shock are fully adjustable. The 

brakes are Tokico Monobloc calipers 

that brake dual 310 mm discs and 

handle the bike with ease. 

Spoke rims are standard on the 

XT and they are now tubeless with a 

clever design where the spokes are 

connected to the centre hub. 

So is this DL going to sell like 

hot cakes? Well at R221 950.00 it 

is creeping up in price and getting 

closer to the old stalwarts of the big 

dual sport adventure bikes and right 

now, it is not cheap by any standards. 

I think what has made it popular 

before was obviously the pricing and 

that it fitted in quite nicely quite a 

far way below the top end expensive 

European brands, but with this whole 

new world of middle weight adventure 

bikes being added to the mix, 

think of the 790/890 KTM Adventure 

bikes, the new 900 Triumph Rally Pro, 

the BMW 850 GS and even for that 

matter the latest XR 900 from same 

German brand. 

So although in the past, it did not 

have too much competition, right now 

that space is rife with competition. 

Even saying that ,after spending a 

few days in the saddle with this bike, 

you just get the feeling that it will last 

forever, the motor is totally under 

stressed, and with the standard crash 

protection bars, even the bodywork 

will look like new for a long time. And 

Suzuki has its loyal followers and for 

good reason. 

The TC and ABS are controlled 

by a completely 

revamped IMU. The six-axis 

IMU from Bosch combines a 

three-axis angle sensor and a 

three-axis acceleration sensor 

in a single compact unit. 

The V-Strom 1000 got by 

with a single three-axis IMU. 

The three riding modes— 

simply A, B, and C—are the 

most significant update (the 

previous generation had one 

mode). Although horsepower 

does not change, power 

delivery does.

BMW Motorrad 

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20 000km 

R179 995 

F 850 GS, 2019 

1800km 

R134 995 

R 1200 GSA, 2013 

12 000km 

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R145 995 

R 1200 GS, 2015 

46 000km 

R139 995 

F 800 GSA, 2017 

18 000 km 

R119 995 

F 800 GS, 2018 

31 000km 

R104 995 

R 1200 GS, 2016 

38 000km 

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R147 995 

F 700 GS, 2019 

5000km 

R107 995 

R 1200 GS, 2014 

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craig.jones@motorradsandton.co.za


WHAT MAKES 

QUARTARARO 

DIFFERENT? 

Since bursting onto the stage in MotoGP last season, 

Petronas Yamaha rider Fabio Quartararo has been 

something of a sensation. Taking seven podiums, 

six pole positions and two fastest laps from only 19 

starts in the premier class, he quickly established 

himself as a future world champion. 

Article by Simon Patterson 

He’s finally managed 

to live up to the huge 

expectations placed on 

his shoulders when he 

first joined the Grand Prix paddock 

in 2015, when MotoGP’s 

rules were changed to allow 

him to move from the Spanish 

Moto3 championship (where he 

was already a double champion) 

a year early. 

But while the road from 

there to MotoGP (and a factory 

Yamaha for 2021) hasn’t been 

an easy path for the young 

Frenchman, it’s been that rocky 

path that’s made him into the 

rider - and the personality - 

that he is today. 

When I first got to know 

Quartararo, he was still very 

much living in the shadows 

of his past accomplishments. 

He’d made the move to Moto3 

in 2015 and started strongly, but 

a badly broken arm soon put

59 

paid to any chance of race 

wins. 

A last-minute change of 

manufacturer in 2016 ended 

his season before it really 

began, and a disappointing 

year with Pon Racing in 

Moto2 made it look like he 

was destined to spend his 

career in the middleweight 

class’s mid-pack. 

When he signed up as 

Danny Kent’s Speed Up 

teammate in 2018, it didn’t 

look like things would 

make a big change - but, 

spending time around the 

team’s truck as a British 

journalist covering Kent, 

it was pretty obvious that 

Quartararo hadn’t lost his 

personality in the process. 

Still the same friendly 

and passionate kid that he 

was when he first posed 

for photos in the paddock 

with Valentino Rossi and 

Jorge Lorenzo ten years 

earlier, it’s testament to his 

mentality that the experiences 

of the previous few 

seasons hadn’t knocked 

the love of racing out of 

him as they have for many 

other prodigies in similar 

situations. 

Finally showing his potential 

in his second year in 

Moto2 by taking two superb 

victories (although subsequently 

losing one of them 

thanks to a too-low tyre 

pressure), he came good 

just at the right time to secure 

himself a spot in MotoGP 

with the then-newly


founded Petronas Yamaha squad. 

Even that wasn’t easy going, though, 

enduring a subsequent batch of criticism 

when he was repeatedly told that he 

wasn’t good enough for a premier class 

ride by media and fans alike. 

Thankfully, though, veteran team boss 

Wilco Zeelenberg saw something that 

most of us didn’t in the then 19-year-old, 

not only studying his current form but 

also his style and quickly coming to the 

conclusion that Quartararo had what was 

needed to be fast on the Yamaha M1s his 

new team would be campaigning in 2019. 

Studying exactly what he was doing on 

the Speed Up Moto2 machine and speaking 

to people who had worked with Quartararo 

in the past, the Dutchman made 

the right call on the potential Quartararo 

had, and the gamble paid off. 

It’s pretty much been an upward trajectory 

since then for him, taking multiple 

podiums and pole positions in the latter 

half of the season - and unlucky to lose 

out on a win after numerous last-corner 

battles with Marc Marquez. 

No doubt robbed of the chance to 

challenge for victories already in 2020 

by the coronavirus pandemic and subsequently-cancelled 

races, it won’t be 

sitting well with him to be stuck at home 

right now. 

Still very much an over-energetic 

teenager, it’s part of Quartararo’s charm 

that he’s always full of beans and at heart 

a bike racing fan as much as a racer himself. 

As likely to be spotted in the paddock 

in his Nicky Hayden cap and t-shirt as he 

is in sponsors’ cap and team shirt, he’s 

managed to keep a little bit of his old self 

even as he goes on to bigger and better 

things. 

That charm is rapidly apparent when 

you see him interacting with fans, too. No 

doubt aided by film star good looks (Jack 

Miller and Cal Crutchlow’s nickname 

for him is ‘Hollywood’ for a reason!), he’s 

rapidly become a fan favourite in a short 

period of time. 

That’ll stand him in good stead going 

forward, too. Unlikely to ever rival Valentino 

Rossi in terms of popularity (who will?), 

his step up to the factory Yamaha team 

in 2021 to take over from the Doctor will 

mean that he’ll no doubt inherit a significant 

portion of Rossi’s fans as part of the 

passing of the guard. 

His popularity and his charm aren’t the 

only characteristics he shares with Yamaha’s 

old guard either, though. As fiercely 

competitive on track as any of his rivals, 

he isn’t afraid to show his hot-headedness 

Quartararo celebrates his 

first ever MotoGP victory 

when it rares up. 

From punching the bike to informing 

his rivals exactly what he thinks of 

them on track to crying his eyes out 

in pit lane after that infamous Jerez 

technical problem, wearing his heart 

on his sleeve is something that will 

further endear him to fans if he can 

keep it going. 

However, there’s perhaps one area 

where he’s got a little bit of an edge 

2019 saw Quartararo out 

fought by Marquez 

on Rossi - in his ability to not just 

learn from the negatives but to move 

past them, too. The nine-time world 

champion is arguably still hung up 

on his conflict with Marquez to his 

detriment, carrying around his grudge 

like a millstone around his neck - but 

we’ve not seen any examples just yet 

of the younger Yamaha rider being 

hindered by similar rivalries. 

So, if we’ve established that

61


there’s something new and 

refreshing about Quartararo, 

what exactly can we divine that 

the future holds for him? Already 

signed up to be a Yamaha 

factory rider in 2021, he resisted 

the temptation that big money 

at Ducati presented in order to 

maintain some consistency. 

If he’s able to use that step 

to continue to build on what he 

achieved in 2019 (and should 

have already been building on 

in 2020) then it’s not too hard to 

imagine that he’ll be the one to 

eventually dethrone Marc Marquez’s 

reign at the top. 

No doubt the man to beat 

right now, as he has been since 

his debut in 2013, there is still 

one consistent factor in racing 

to take into account: every 

great’s time at the top comes 

to an end. The reign of most 

legends lasts around eight years, 

and with Marquez now in season 

eight already, Quartararo’s time 

could be coming sooner rather 

than later... 

Jerez Round 2 turn 1 on 

lap 1 

Quartararo celebrates 

back to back victories

63


THEMOTOGP 

By Mat Oxley 

SPANERMAN’S 

Stuart Shenton was a race mechanic when he was still at school. Jobs with 

Tale 

Kork Ballington, Freddie Spencer, Wayne Gardner, Kevin Schwantz, Anthony 

Gobert and Loris Capirossi followed, as did world titles with Kawasaki, Honda 

and Suzuki. He’s a man with plenty of tales to tell… 

Stuart Shenton’s first experiences 

as a teenage factory 

race mechanic quickly 

taught him that racing isn’t 

all about spinning spanners 

and twisting throttles. 

In 1975 Kawasaki unleashed its 

water-cooled KR750 on the F750 

World Championship, originally created 

for bikes with streetbike engines. 

Only one problem, the factory hadn’t 

built enough bikes for homologation. 

“We had a lot of riders at the Ontario 

F750 round – Mick Grant, Miguel 

Duhamel, Art Baumann, Gregg Hansford, 

Murray Sayle and so on – so we 

had 17 or 18 bikes, but we needed 24 

for homologation,” Shenton recalls. 

“So we put all the bikes in one place 

and the FIM guy was brought along to 

look at them. We told him the other 

bikes were somewhere else, so why 

don’t we have lunch on the way to see 

them? By the time lunch was finished, 

the bikes had been moved and 

were duly shown to the FIM guy, all 

over again. It was all a bit of smoke 

and mirrors.” 

That’s what Kawasaki was prepared 

to do to win, but it’s nothing 

compared to the skulduggery attempted 

by a rival brand three years 

later. In March 1978 the Kawasaki 

crew arrived in Caracas for the season-opening 

Venezuelan Grand Prix 

with new signing Kork Ballington and 

their brilliant new KR250 and KR350 

twins. At least, Shenton thought the 

bikes had arrived. 

“We went to the customs warehouse 

with our carnets, only to be 

told, ‘very sorry, your motorcycles 

aren’t here. We don’t think they ever 

arrived’. We made phone calls, sent 

telexes and, yes, the bikes had been 

on the plane over. We had a local 

guide from Kawasaki who was driving 

us around. He said if they’re not here, 

someone’s taken them and I know 

who. 

“We got back in his car, the guy 

reached under the seat, pulled out 

a gun, checked it was loaded, put it 

on the dash and said, let’s go and get 

the bikes. We said, is there going to 

be any shooting? He said, well, there 

might be. 

“It was a bit like a film scene. He 

drove us down the back streets of 

Caracas and into this compound with 

the horn going, waving the gun out of 

the window. I guess we were lucky he 

had more front than the others. This 

was the yard of Ippolitos, the local 

Yamaha importers, and sure enough, 

hidden away in a corner were our 

crates…” 

Once Ballington got his bikes 

back he dominated the 250 and 350 

classes, winning a back-to-back title 

double in 1978 and 1979. That’s four 

world titles and 22 GP wins in two 

years, not bad going. 

Shenton came to racing by way 

of his father Stan, who had been a 

Spitfire mechanic during the Second 

World War and nurtured his love of 

racing on RAF airfields. “Dad used to 

race bikes around the runways and 

get into trouble. He was on the same 

base as Colin Chapman [founder of 

Lotus Cars].” 

After the war Shenton senior 

ran the Boyers dealership in Kent, 

selling and racing Triumph Bonnies 

and Tridents. By the time Kawasaki 

asked him to run its first UK racing 

operation, Shenton junior was already 

working for the team in his school 

holidays. Next he started an engineering 

degree, but his studies were 

soon overtaken by racing duties.

Shenton (right) with Wayne Gardner 

and fellow HRC mechanic Dave ‘Radar’ 

Cullen during 1988 testing 

69 

Shenton (second left) and Kork Ballington 

(right) with Kawasaki’s KR500


“The first thing Kawasaki gave dad 

was a standard H2-R [the precursor 

to the KR750], which was a dreadful 

piece of kit. It had this huge magnesium 

rear drum brake that was fine 

until it got hot, when all the spokes 

would fall out.” 

After several seasons working on 

H2-Rs and KR750s, Shenton switched 

to the 250/350 tandem twins. 

“We got the first 250s in 1976 but 

couldn’t race them because they were 

so bad. The engines destroyed themselves 

and vibrated so badly they’d 

literally break the frame in half. The 

factory had built them without anyone 

knowing, sent them over in crates 

and told us, oh, by the way, next year 

you’re going to have a 250 too. 

“They were so bad – horsepower-wise, 

reliability-wise – that they 

were a wake-up call for Kawasaki 

who then built the fabulous bikes that 

Kork used.” 

The problem was the fore-and-aft 

cylinders firing 180 degrees apart 

which caused disastrous vibration. 

Later versions fired both cylinders together, 

with counterweights to cancel 

primary inertia forces. 

In late 1977 Kawasaki summoned 

Shenton junior to Japan; they had big 

plans for him. “I was in Kobe for three 

months, lived in a working mens’ hostel, 

which cost a dollar a day, slept on 

the floor and ate a bowl of rice every 

morning. 

“Kawasaki said they wanted to 

train me, so I had a month in the 

drawing office, a month in the workshop 

and a month on the dyno. I was 

very lucky, it was a fantastic opportunity. 

“There was me and a guy from 

America. On the first day they said 

there’s 40 wheels and there’s 40 

tyres, so put those 40 tyres on those 

40 wheels and when you’ve done 

that, sweep the workshop floor. The 

American said, I’m not here to do that 

kind of stuff, so he was put on a plane 

home and I stayed. 

“I enjoyed it. It gave me a strong 

grounding of understanding the 

Japanese, which stood me in very 

good stead. Then there was another 

big surprise: oh, by the way we’ve 

also built a 350, which they hadn’t 

even told us about. Kawasaki hit the 

ground running with these bikes in 

1978. They’d done a complete redesign 

and got on top of the twin firing 

order.” 

“The new chassis was designed by 

Kinuo ‘Cowboy’ Hiramatsu, who also 

designed the 250/350 frame and was 

later headhunted by HRC. They called 

him Cowboy because he used to walk 

around in a pair of way-too-big racing 

boots that someone had given him. 

“Kawasaki got there by perseverance 

and by Japanese attention 

to detail. The Japanese will take an 

idea and develop it to death, where 

perhaps others run out of money or 

ideas.” 

In 1980 the factory took the next 

step and built a 500, the square-four 

KR500 that was either a doubled-up 

KR250 or a Suzuki RG500 rip-off, 

depending on which way you looked 

at it. 

Ballington rode the 250 and 500 in 

1980, and would’ve completed a 250 

hat-trick if he hadn’t fallen dangerously 

ill with a gangrenous perforated 

gut, the result of an earlier injury. 

“Kork was one of the first professionals. 

He kept himself fit and he 

was super smooth, which made him 

untouchable on road circuits like Imatra 

and the old Brno and Spa. Kork 

thought a lot about how to go quicker, 

focusing on being faster through the 

bits that weren’t so dangerous.” 

If the racing was dangerous, the 

Sunday nights were also quite scary. 

“I remember being in a rentacar 

with Dozy and a few other guys from 

Kenny Roberts’ team. It was Sunday 

night in Misano and Kenny jumped 

out of a first-floor restaurant window 

onto the roof of our car, collapsing 

the roof down on top of us. Then he

71


insisted we drive through the 

town with him sitting there.” 

The KR500 promised much 

but never quite delivered. Hiramatsu 

tried to push things forward 

with a monocoque frame. 

“The 500 was way overweight 

and probably way too stiff, which 

we didn’t realise at the time; 

though we did have an inkling 

about stiffness – we were always 

worried that if Kork crashed, the 

bike would take out half a mile of 

Armco! The chassis was unusual; 

you could make a quick trail 

adjustment by changing the front 

axle position in eccentrics in the 

front forks, or you could unbolt 

the steering head and bolt in a 

different one to lengthen the bike 

or change the angle.” 

Sadly, Hiramatsu’s creation 

only proved that old racing 

maxim: evolution is better than 

revolution. Ballington scored two 

third-place finishes with the bike 

in 1981 and then the project was 

dropped. 

Shenton was immediately 

signed by HRC, to work on the 

game-changing NS500 triple, 

with Japanese rider Takazumi 

Katayama. 

“That was a real eye-opener, 

going from Kawasaki’s very small 

team to HRC. At the first test I did 

with Honda there were about 70 

people there. You could see they 

only had one objective: to annihilate 

everyone. They’d just had 

the four-stroke NR500, which had 

failed miserably, then they’d built 

this unconventional three-cylinder 

bike. From Mr Honda’s 

point of view, it was a case of you 

better get it right this time!” 

Soichiro Honda was loved by 

many who worked for him, but he 

wasn’t always an avuncular boss. 

“In 1985 Mr Honda came to 

Jarama and we were told he 

would be visiting Katayama’s 

garage. We were told what to do 

and where to be, then we stood 

there waiting. Mr Honda arrived 

and laid into Takeo Fukui, who 

ran HRC and later went on to be 

Honda president. I asked one of 

the Japanese what he was saying. 

He said to Fukui, ‘are you stupid? 

Did you pay attention at school? 

Because you don’t know what 

you’re talking about!’ He said, 

right, you’ve built these bikes 

with reed valves, now bring me a 

reed valve. Then he lectured the 

engineers about how he thought 

the reed valve should be.” 

Next month: guiding Freddie 

Spencer and Kevin Schwantz to 

world title glory and working with 

arguably the greatest rider of all 

time, who never even won a GP

After his move to HRC Shenton works 

on Takazumi Katayama’s NS500 triple 

73

74 SuperBike

75


I’m riding a Royal Enfield and sidecar across a frozen lake 

in Mongolia, it’s -40C, and I’m wearing a pair of sparkly 

tights.FREEZY 

FREEZYBy Geoff Hill

77 

I’m sure there’s a rational explanation for all 

this, but at the moment I can’t think what it 

is. 

At least I can explain the sparkly tights. I 

wore them for a fancy dress party (it’s a long 

story), and when I mentioned the trip to a 

friend, he said he always wore tights on work 

trips to the Arctic to stay warm. 

And since he was in the SAS, do feel free 

to question his masculinity. See you in hospital. 

The tights don’t have to be sparkly, by the way. 

They were just the only ones Tesco had in my size. 

On the plane from Moscow to Ulan Bator, Pete 

the strapping Kiwi sitting next to me was on his 

way to take part in the Mongol 100 Rat Race, in 

which 28 competitors walked, ran, skated or cycled 

across Khövsgöl Lake. 

“Aha, same lake as we’ll be riding the Enfields 

on. See you there,” I said as the pilot announced in 

Mongolian that we were descending to Ulan Bator 

Airport. 

It sounded like Klingon. No wonder Genghis 

Khan’s Mongol hordes had conquered Eurasia in 

the 13th Century: every time anyone saw them 

coming, they ran away screaming before they were 

zapped by a disruptor. 

Anyway, where was I before I interrupted myself? 

Ah yes, at the airport, meeting François from 

Vintage Rides, the French company which organises 

worldwide motorbike tours, including this aptly 

named Frozen Ride, his girlfriend Sophie, several 

French riders and Mark, a jolly former Merchant 

Navy seaman turned successful property developer. 

Sadly, I didn’t meet my bag, which was to spend 

the entire week in Moscow Airport. You know,


the bag with all my cold weather gear, 

four-season sleeping bag and riding 

trousers with thermal lining. At least I 

was wearing my bike jacket and boots, 

which I hadn’t had room for in the bag. 

Thankfully, biker camaraderie being 

what it is, Jean the sidecar designer 

came up with an open face helmet, Mark 

had spare thermals and inner gloves 

and Lauren provided a furry gilet and a 

balaclava. 

Which still meant that my legs were 

only protected from the cold by sparkly 

tights, thermals and thin cotton combat 

trousers. 

Still, Scott of the Antarctic wouldn’t 

have complained about a little frostbite, 

so I stepped out into the ether-cold 

dawn with a stiff upper lip. If only because 

it was frozen stiff. 

It was soon unfrozen by what followed: 

14 painful hours bouncing around 

in the back of a minibus on the potholed 

road to Moron, through a bleak, rolling 

landscape like the Wild West, except 

here the horsemen herding cattle, horses 

or yaks wore great dark robes tied at 

the waist by bright sashes, rather than 

Stetsons and spurs. 

The occasional log cabin or ger, the 

traditional circular felt tent used by the 

estimated third to half of the population 

who are still nomadic, were like the 

people themselves: squat and hunkered 

against the cold, with no airs or graces. 

By the time we finally got to Moron 

late that night, I was suitably moronic, 

having not slept for 32 hours. 

Next morning, the action began. We 

were introduced to the bikes and the arcane 

processes of kick-starting a Royal 

Enfield and riding with a sidecar, which 

becomes natural once you treat it like 

a car with handlebars rather than a bike. 

The first day was an easy 60 miles on 

road to a lakeside log cabin, where Lala 

the interpreter and his team of two mechanics 

and backup vehicle drivers fitted 

studded tyres to the bikes and we went 

down to the annual three-day Khövsgöl 

Ice Festival. 

Hundreds of locals tucked into 

barbecues, admired ice sculptures, slid 

down ice slides, skated to and fro, took 

horsedrawn sleigh rides across the ice 

or practised sliding their right-hand 

drive Toyota Prius Japanese imports, the 

apparent vehicle of choice for Mongolians 

who’ve graduated from a horse. 

The lake fishing fleet of rusty trawlers 

was frozen in for the winter nearby, 

Surviving the ice 

and I wondered where the fish 

were. Presumably they all went on 

holiday to the Mediterranean, sending 

back postcards saying come on 

down, the water’s lovely. 

Back at the ranch, Amara, the 

woman of the house, produced a 

dinner of chewy mutton and rice, 

washed down by beer and vodka, 

while her husband wandered 

around beaming aimlessly at 

everyone. 

Mind you, women have ruled 

the roost here since Genghis Khan, 

disappointed with his useless sons, 

handed large parts of his empire to 

his daughters instead. 

We slept on the floor around 

a stove, and wrapped in two thin 

sleeping bags provided by François, 

I woke at four to find that the stove 

had died down. My breath ghosting 

in the moonlight, I lay awake the 

rest of the night, too cold to sleep. 

A wolf howled outside once, and 

the local dogs answered it with a 

cacophony of barking, safe behind 

their stockade walls. 

My spirits revived by the rekindling 

of the stove and a hearty 

breakfast of bread, jam and instant 

coffee, we took to the ice on the 

bikes at last, and what a hoot that 

was. 

The bike overtakes the sidecar 

on accelerating, and vice versa on

79 

Laurent and Jean 

having fun 

Khövsgöl Ice Festival 

The gangs all here 

braking, and before long, we were all 

laughing our heads off doing power 

slides and doughnuts. Stopping every 

so often for coffee and to check our 

temperature, riders and passengers 

swapped places. 

Looking down through the ice, 

meanwhile, was magical: the deep 

blue of the water below, interwoven 

with a delicate tracery of white 

cobwebs, like the vapour trails of a 

Battle of Britain dogfight frozen in 

time. 

The island we’d planned to camp 

on for the night was inaccessible, 

the ice for a mile around it churned 

up like a storm-tossed sea, so we 

decamped to a collection of lakeside 

gers normally used by a gold and 

copper mining company as a summer 

holiday camp for its workers, 

complete with pub, restaurant and 

spa, although they were shut for the 

winter. 

Stove lit and beer opened, I went 

for a wander, gazing through picture 

windows in wonder at the swimming 

pool and meeting the world’s unhappiest 

guard dog. 

Barking constantly at being 

chained up and left to sleep in a 

kennel in the bitterly cold nights, he 

spurned my hand, then stood looking 

at me with sad anger in his eyes. I 

walked away, feeling much the same 

for him. Poor old dog. 

Dinner, prepared by Lala and his 

crew, was chewy mutton dumplings 

in soup, followed by chewy beef with 

potatoes and carrots. 

I began to fear that the chances 

of Mongolia winning a Michelin star 

were about the same as Elvis being 

discovered on the moon. It was like 

being trapped forever in an Irish 

mother’s kitchen in the 1950s. 

We stoked the stove, and went to 

bed. I tried to sleep, only to yawn a lot 

and listen to everyone else snoring 

contentedly in their 14-season sleeping 

bags. 

I finally slept, waking at seven to 

the welcome sound of crackling wood 

as François relit the stove.


Outside, it was so cold that Lala 

was using a blowtorch on the Enfield 

crankcases to thaw the oil enough to 

start them. 

We rode north, only to find our 

way blocked by a wall of jagged ice, 

so that we had to explore for half an 

hour until we found a way through 

to the former Soviet holiday camp at 

Hanh, only 12 miles from the Siberian 

border. 

A faded red CCCP sign still stood 

beside the gate and an ancient Uaz 

minibus was parked inside, its bugeyed 

headlights making it look like 

the love child of Thomas the Tank 

Engine and Herbie the Beetle. 

We opened beers and thawed out, 

sitting in deckchairs and watching 

the sun set over the frozen lake. Little 

cracks and groans echoed across the 

surface as it settled for the night. 

“Wonder what we’re having for 

dinner?” said Mark. 

“Oh, probably smoked salmon 

on home-made wheaten bread with 

a nice glass of Chablis, followed by 

boeuf en croûte, gratin dauphinois 

and petit pois, washed down with a 

bottle of Gevrey Chambertin, followed 

by apple crumble, custard and vanilla 

ice cream with a glass of Château 

d’Yquem,” I said wistfully. 

“On the other hand, it could be 

mutton,” he said. 

Astonishingly, it was trout and 

chips. Presumably the only trout in 

the lake too poor to go to the Med on 

holidays. It was lukewarm, and the 

chips were cold, but we still fell to our 

knees and gave thanks at the respite 

from mutton. 

All over Mongolia, sheep breathed 

a sigh of relief, said their prayers and 

went to bed. 

Even more astonishingly, the 

camp had a wood-fired sauna, or 

banya. I gloried in its heat, gasped at 

the bucket of cold water I threw over 

myself, and emerged cleansed to my 

soul under a starlit sky. 

The next morning, we heard that in 

the past two days, three cars had fallen 

through the ice on the west of the 

lake and their occupants drowned, so 

we stuck to the east, coming across 

the racers in the Mongol 100 event 

one by one. 

As we were chatting to their support 

crew, I heard a sudden cry of: 

“Geoff!” 

It was Pete the Kiwi, striding 

Deer stone 

carved in 

the 7th 

Century BC 

Arriving at the former Soviet 

holiday camp at Hahn 

across the ice in jeans and brogues. 

His luggage had been lost at Moscow 

Airport as well. 

Back at the miners’ holiday camp, 

we went for a short and bumpy ride 

through the woods to meet a family 

of seven living in a ger which they 

moved from pasture to pasture several 

times a year with their 500 cattle. 

Inside, the men’s side on the left 

was hung with saddles, tools, hunting 

gear and wolfskins, and the women’s 

side on the right with cooking implements, 

children’s toys and clothes. 

In the middle was the all-important 

stove, and at the back a little altar 

and the traditional Mongolian HD TV, 

powered by a solar panel outside and 

a window on the world which allowed 

the family to ask the key questions of 

the day, like what would happen after 

Brexit, how we saw Europe’s relationship 

with Russia developing and the 

price of a litre of milk. 

That settled, a bowl of fermented 

yak’s milk was passed around the 

adults, each running their finger 

around the rim before drinking and 

flicking a few drops in the air as an 

offering to the sky gods, since this 

part of Mongolia is still richly shamanistic. 

Clear and bitter, it was like anorexic 

vodka with a hint of vinegar. 

Back at the ger, Lala and Co 

rustled up the best meal of the trip 

so far: tender beef with noodles, 

followed by one of two Mongolian delicacies, 

along with blowtorched marmot: 

a sheep’s head from which they 

cut slices and passed them around. 

Surprisingly tasty, they went to 

gold medal position on the podium 

of my top three weird foods, ahead of 

guinea pig in Ecuador and grasshoppers 

in Mexico.

81 

“ 

The next morning, a minor disaster: 

a raised platform of ice loomed ahead, 

and Eric, one of the French riders, saw 

it too late and did a splendid Titanic 

impersonation, sliding sideways into 

it, buckling the sidecar wheel and 

bending the frame 

“ 

The next morning, a minor disaster: 

a raised platform of ice loomed 

ahead, and Eric, one of the French 

riders, saw it too late and did a splendid 

Titanic impersonation, sliding 

sideways into it, buckling the sidecar 

wheel and bending the frame. 

Handy, then, to have Jean the 

designer and Lala’s mechanical skills 

to hand, and within half an hour Eric 

was up and running again. 

Before Moron, we took a last 

side trip across country to see deer 

stones, the 7th Century BC carvings 

of highly stylised reindeer leaping 

aloft, their eyes filled with yearning 

for the sky. 

The vast Mongolian sky, a dome 

of cerulean blue by day and by night 

filled with twinkling stars, their apparently 

eternal nature reminding us 

that our days on earth are numbered; 

all the more reason to fill them with 

adventures such as this. 

In the hotel back at Ulan Bator, 

my missing bag was waiting for me. 

“And about time too. Nice time in 

Moscow?” I said to it sternly. 

“Lovely, thanks. Had a fling with a 

nice Louis Vuitton handbag, although 

I suspect she was fake.” 

“Hope not. If you two have lots 

of lovely little handbags, I can sell 

them on eBay, make a fortune, learn 

Klingon and open a decent restaurant 

here.” 

Plusses 

Riding on the ice, which is magical 

and fun. 

The Khövsgöl Ice Festival. 

Bragging rights to shut up the pub 

bore droning on about how he rode 

his top of the range BMW GS 1200 to 

the Alps. 

The chance to wear sparkly tights. 

Minuses 

The 12-15 hour transfer from Ulan 

Bator to Moron bouncing around in 

the back of a minibus on a potholed 

road, which is literally a pain in the 

bum. There is a flight between the 

two, but Vintage Rides says it’s often 

cancelled at the last minute. 

The food. Normally a huge part of the 

joy of travel, but not in Mongolia. 

The risk of losing your luggage, 

which happened to two of our group 

of seven at Moscow Airport, apparently 

notorious for losing bags. Go via 

Beijing.


STRAIGHT 

OUTTA 

THE 80S 

• Words by Wes Reyneke 

• Photography Kylefx (Instagram: @kylefx)

83 

Chris Scholtka’s fiery Honda CBX 750 F is a neo-retro homage to an 

often-forgotten motorcycle. 

In the world of classic Hondas, stylish 

old-timers like the CB750 get all the 

attention. But there are a few hidden 

gems in Honda’s back catalog that 

deserve the spotlight too... like the 

1980s CBX 750 F. The CBX was originally 

designed to replace the CB, but 

in the end, it wasn’t nearly as popular. 

It was still pretty cool in its own right 

though, with a four-cylinder, 16-valve 

DOHC motor, quirky retro sportbike styling, 

and a weird combo of a 16” front and 

18” rear wheel. 

It’s easy to look at the CBX 750 F and 

write it off as just another kooky byproduct 

of the 80s. But German firefighter 

Chris Scholtka got his hands on a 1984 

model, and saw potential. Based in 

Cottbus in Germany, Chris spends his 

down time customising motorcycles 

as ‘Motocrew.’ Everything you see here 

(short of the paint job), was done by him 

in his home workshop. 

Even though the CBX’s styling hasn’t 

aged well, it’s clear that Honda’s intention 

was to imbue it with some race 

style. Chris wanted to maintain that 

ethos, so he set out to create a modern 

interpretation of the CBX’s original 

aesthetic. 

Part of that approach meant keeping 

the odd 16F/18R alloy wheels—but Chris 

also wanted to update the thirty-sixyear-old 

machine’s handling. So he set 

about the arduous task of mating the 

front wheel to a set of Yamaha R1 forks. 

First, he had to machine the wheel to 

take a bigger axle. Then he had to install 

a pair of 320 mm brake discs, so that he 

could run with the R1’s brakes and caliper 

mounting points. The brakes were 

upgraded further with new braided hoses 

and a Brembo master cylinder. 

Out back, Chris matched up the stock 

swing arm to the R1’s rear shock, by 

modifying the shock mounts. He finished 

off the rolling chassis with new Pirelli 

Sport Demon rubber, complete with hand 

painted Pirelli logos for an extra hit of 

retro motorsport style. 

But it’s the CBX’s sharp new bodywork 

that’s the real eye-catcher here. 

It’s a monocoque structure that not only 

creates a flawless silhouette, but also 

hinges up to provide access to the electrics 

and motor. 

Chris admits that the concept wasn’t 

entirely his own—he was actually inspired 

by a custom BMW he’d seen with 

a similar setup, build by the Austrian 

workshop Vagabund Moto. So he reached 

out to them to see if they’d be OK with 

him emulating their design. Vagabund’s 

owner gave his blessing, and even told 

Chris he was keen to see the results. 

To execute the idea, Chris actually 

went for metal shaping lessons first. 

Then he took the stock CBX fuel tank, 

and grafted on a hand-shaped tail section 

using his newfound skills. The body 

is attached via a custom-made hinge at 

the front, and a bonnet release adapted 

from a race car at the back. It’s held up 

by a gas shock when it’s open. 

There’s a lot going on under the hood, 

too. The CBX’s subframe has been heavily 

modified to match up to the bodywork, 

and now includes a neat electrics tray. 

Chris rewired the entire bike, running 

it off German company Motogadget’s 

popular Bluetooth-enable m-Unit Blue 

control box. (The ignition is now keyless.) 

There’s an LED headlight up front, 

mounted on a set of custom brackets 

that Chris designed and 3D printed. 

Those brackets also hold a tiny Motogadget 

digital speedo. The cockpit is uberclean, 

with new clip-ons and grips, a 

single mirror and a tidy top triple clamp. 

Chris also installed tiny Kellermann LED 

indicators at both ends, with the rear pair 

also doing duty as a tail and brake light. 

The bike’s street legal too, thanks to a 

hand-made license plate bracket that 

mounts off the swing arm. 

As for the motor, there was no need 

to mod or rebuild it, so Chris left the 

internals alone. It’s kitted with a unique, 

3D printed intake now, and the stock 

exhaust headers have been modified to


run with a modern muffler. 

For the CBX’s new livery, Chris opted 

for a modern twist on the original graphics. 

The angular lines and Honda logos 

are straight off the 1984 CBX—but they’ve 

been adapted to match the compact new 

body, and executed in a more contemporary 

matte finish. 

As a modern take on an 80s inline four, 

Chris’ CBX is a slam dunk. The stance 

is perfect, the flip-up body is slick, and 

with less weight and better suspension, 

it should be a total blast to ride too. It has 

us looking at the classic CBX in a whole 

new light—and combing through our local 

classifieds. 

Visit @motocrew.caferacer on Instagram 

for more. 

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TRAINING 

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Untitled-1 2 

MOROCCO . NAMIBIA 


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2019/10/18 Aquablasting.indd 00:09:19 1 2018/07/16 10:5 

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volution NK BRAVEHEARTS 

Delivery NEILHARRAN@RACINGACADEMY.CO.ZA 

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een.indd 1 

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CY 

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Distributed by Moto Bakker • www.motobakker.co.za • info@motobakker.co.za Dist 

RACE TIME WITH MOTO BAKKER Cape Town: 082 740 8331/021 850 0374 • Johannesburg: 083 459 2116 (MRA Cape only) To 

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By Gary “SpongeBobCovidWhatCovidPants” Smith. 

DOES RIDING A 

MOTORCYCLE SOLVE 

ALL YOUR CORONA 

LOCKDOWN 

PROBLEMS? 

Do all the things we normally do as everyday motorcycle riding people actually make us immune to Corona virus? Or 

does it just help to get through lockdown unaffected? Maybe we are the ‘The Chosen Ones’ for whom our biking lifestyle 

is our eventual saviour to make us breeze through this problem that exists at the moment. 

Corona is here and its real! 

Unfortunately that’s the 

actual truth and no matter 

how much “The Don” (the 

Trump one, not the Fourie 

one) spouts inaccurate 

and totally incorrect facts and figures, 

it’s here, it’s real, and, like your mother 

in law over Christmas holidays at your 

Umhlanga holiday cottage, it’s settling 

in for a nice long stay. 

There is a very popular saying that 

the only thing mankind learns from 

history is that mankind never learns 

anything from history. Watch the documentaries, 

read the history books, like 

Spike Milligan’s fantastic biography. 

When World War 2 started in mid 1939, 

everyone was trooped off to military 

camps and told they were needed to 

pop over to France and give the naughty 

Bosche a damn good seeing to for being 

so uppity and to send them home. And, 

like had happened in every war up until 

then, everyone sailed off laughing and 

cheery and all singing, “We’ll be back 

before Christmas, keep some pudding 

warm for us!”. But 6 long years later the 

laughs were over, the joy was gone, and 

pure misery and despair and loss of all 

hope was the order of the day. Pretty 

much just what the black population of 

South Africa is experiencing now after 

the seemingly brilliant idea of electing 

an ANC government back in ‘94. But I 

digress. 

A few years later, the horrible 

commies thought they fancied a 

section of eastern Asia and went on a 

bit of a jungle grab out Vietnam way. 

So, Uncle Sam thought, “Heck man, we 

haven’t had a decent barney in a few 

decades, lets go have a dust-up quickly 

to keep the boys on their toes before 

the holidays”. Well something like 16 

years later and a couple of million dead 

bodies, they gave it all up as a bad joke 

and just sort of went home. It is commonly 

believed that this is where the oft 

quoted saying of “Sod this for a game of 

soldiers” came from. Then there came 

things like Global Warming, plastic in 

the oceans, seal clubbing, Save the 

Whales, Ebola, traffic jams, and much 

other stuff, that everyone thought was a 

quick happening but soon realized was 

here to stay and would be around for 

years and years and years and years to 

come. And so it was with Corona virus. 

Ah ha, a problem sickness, okay, let’s 

have a quick lockdown for 3 weeks, sort 

it out, and get back to normal in time 

to finish the rugby season before the 

weather gets too hot again. Only it’s 

not working out like that. 3 weeks has 

become 5 weeks has become 9 weeks 

has become 100 days is going on for 6 

months……. 

Okay, let’s not fool ourselves here. 

We are in lockdown here for this problem. 

Some of us more so than others 

admittedly. The townships can’t even 

spell ‘lockdown’ so they’re not taking 

part. Cape Town is so fast asleep 

that everything down here has kind of 

been carrying on as normal the whole 

time anyway. But for the most part, 

the Joburg metro and police have not 

missed the golden opportunity that has 

been given to them to make lots and 

lots of extra money by stopping anyone 

and everyone anywhere and everywhere 

for any and all and no reason whatsoever 

and issuing fines and tickets and 

summonses and all the good stuff they 

do so well to make everyone’s lives a 

misery. Like putting speed traps 9000 

miles out in the desert on flat straight 

level roads where there are 2 cars an 

hour coming past just so that they can 

make some money. They don’t give a tinker’s 

cuss about health and safety; they 

are just using the whole lockdown story 

as a giant money-grab opportunity, that 

is quite obvious when you see how they 

are doing it on the TV news shows. 

So for anyone who thinks all this 

Corona malarkey is just something that 

is going to happen now quickly and 

we will all be fine by summer, here’s a 

newsflash for you, from someone who is 

old and wise and been around the block

87


At least the Police in India take 

this very seriously! 

a few times, CORONA IS HERE TO STAY 

AND WILL BE SO UNTIL AT LEAST 

2025, SO EXPECT TO BE DEALING 

WITH THIS LOCKDOWN NONSENE FOR 

ANOTHER 4 YEARS AT LEAST. Listen to 

me. Wax On Wax Off. Look at history. 

It will be exactly precisely 1 week, 

3 days, 7 hours and 22 minutes after 

they find a cure for the common cold!!! 

And they have only been working on 

that one for the past 6000 years or so. 

So how does being a biker help us out 

with this lockdown nonsense? 

Well first of all, this floating death 

stuff seems to be transmitted by people 

touching or spewing schlobber all 

over things. Shopping trolley handles, 

beer glasses, car doors, lift buttons, 

etc etc etc. So, the rule now is, do not 

touch things other people touch. Do 

not sit in bus or airplane or train seats 

where other members of the great unwashed 

have been. Well, we are bikers. 

We do not do any of that. We have our 

own private motorcycles and we ride 

them exclusively. Nobody else rides 

them, nobody else touches them, they 

don’t sit in the car park at the mall 

and have 927 people come and rub 

their germy hands all over the grips 

like a shopping trolley or taxi door or 

train grab rail does, so we are one step 

ahead there already. And I don’t know 

about any of you, but if anyone walked 

past and gobbed or spat on my motorcycle 

like they do at a Wimpy Bar table 

or the inside of a bus window, then 

Corona virus is the last thing he will be 

being hospitalized for. 

Secondly, unlike driving in a car, 

we don’t share our space with anyone 

else, we are not breathing anyone 

else’s air, and no-one is retching in 

traffic all over us every time they 

sneeze. We are not in a confined space 

with anyone when we have to go anywhere, 

we are out in the fresh air free 

as a bird, so score two to us. 

Okay, now 3rd thing is, keep your 

hands clean. Apparently, the action 

of this virus is to lurk unnoticed on 

surfaces like a little bribe of Free 

State SpietKops under a bridge on the 

N1 outside Klerksdorp just waiting to 

pounce. So when your hands touch 

the surface, it jumps aboard and then 

when you pick your nose again it tunes 

“Hoezat here’s a lekker soggy tunnel 

to duck down” and pulls in. So, it’s 

your hands touching stuff that is the 

problem. Well, we is bikerzz, and as 

bikerzz, we wears gloves alla time. 

So, here’s, the skinny. Whenever you 

go anywhere, when you get there, the 

mall, the movies, the shops, the petrol 

station, DON’T TAKE YOUR GLOVES 

OFF. It’s that simple and easy, just 

keep wearing your gloves everywhere 

you go, you’re a biker after all, it won’t 

be unusual in any way. 

Okay, now fourthly, Masks. This 

is the big thing. According to the 

boffins wot knows stuff like this, you 

gotta cover your gob to both stop 

other peoples kak getting in and you 

spewing stuff out. And masks seem to 

be the flavour of the moment. It would 

be proper if we could all have decent 

masks like Spiderman does (how cool 

would it be to see an entire shopping 

mall full of Spidermens and Freddie 

Krugers all walking around) but 

somehow the marketing okes seemed 

to have missed that opportunity. So, 

what do we use to cover our mouths? 

Hey, we wear crash helmets. So we 

can drive around anywhere just like 

we normally do and not have to be like 

the car drivers sitting with a piece of 

soggy tissue paper that a budgie could 

fart through held onto their faces with 

a section of old nappy elastic. Score 

another point for being a biker, travel 

for us is just normal with no changes 

necessary. Again, go big, wear your 

crash helmet in the mall, go to the 

movies with it on, wear it on the airplane 

(everyone will just think you are 

doing a STIG impersonation anyway), 

walk into your bank wearing it. Getting 

tazered unsuspectingly can have its 

lighter moments at times. 

If you have a flip face one, then it’s 

even better. Walk around with it on 

and the front open, enter a protection 

area, drop the front and you are good 

to go. Heck man, being a biker solves 

all problems, so far, the lockdown 

has no effect on you. At a push even, 

if you are really desperate, you could 

even sneak a dodgy smoke inside your 

helmet right in front of a cop and he 

will never know. Just get your chick to 

explain that the smoke coming out the 

top of your brain is because you are 

trying to do maths in your head. 

There, see, I told you that being a 

biker not only makes your life better 

in general all round, but it even makes 

Lockdown insignificant as well too. It’s 

the only life to live.

Bike Worx 

TEL: 011 792 5795 

011 672 9008 • 073 206 0855 

SABS reg Trailer Manufacturer 

SILVERSTAR RACING SERVICES 

sales@2mtrailers.co.za 

566 Ontdekkers Road, Florida, JHB 

- 48 SBK Gerhardus EYEWEAR str, Cnr CR WEB Swart CONFERENCE SPECIAL 

- www.exclusiveproducts.co.za Marc - 082 853 4476 Belinda - 082 564 5690 

www.2mtrailers.co.za 

•Just off Gordon Road• 

ADVERTISE HERE 

SBK Advert .indd 1 2019/11/13 16:24:17 

Strijdom Park 

Custom - SBKEYEWEAR_SA – Restomod – Restore 

Christmas special offers apply until the 20th of January. 

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573 5124 info@thebikemansa.co.za www.thebikemansa.co.za 

championship CONTACT winners 

ACCLAIMED 

! DANIEL CUSTOM ON 011 BIKE 791 BUILDER! 4611 

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• 

T 

Highly qualified, Ducati mechanic and custom builder for over 40 years. 

• Now offering high end, hand crafted, bespoke custom motorcycles to the South African motorcycle elitest! 

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• Also offering TEL: 011 792 5795 

48 extensive Gerhardus knowledge str, & Cnr experience CR Swart 

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CONFERENCE 

from early 1970’s 

BOOK 

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• Performance modifications drawing from extensive experience in multiple club, regional and international race winning motorcycles. 

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INCLUDES: 

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WINNER TRACK DAY OF THE EVERY 

• Arrival tea, coffee and snack 

ONLY R360 PP 

SECOND 

INTERNATIONALLY ACCLAIMED CUSTOM BIKE BUILDER! 

DUCATI SUNDAY DESIGN OF 

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• 

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Highly qualified, Ducati mechanic and custom builder for over 40 years. • Buffet lunch & fruit juice 

• Now offering high end, hand crafted, bespoke custom motorcycles to the South African motorcycle elitest! 

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• Also offering extensive knowledge & experience on all Ducati engines from early 1970’s • Afternoon 

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to tea, current coffee models. and snack 

aNd save R55 FOR PeR BEST PeRsON CUSTOM 

• Performance modifications drawing from extensive experience in multiple club, regional and international race winning motorcycles. 

DUCATI WORLDWIDE 

INCLUDES: 

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TRACK NOW OPEN FROM BIKE WEDNESDAY WINNER TRACK DAY OF THE 

2016 

TO SUNDAY EVERY 

1. Bookings from 20 to 400 guests. 

• Arrival tea, coffee and snack SECOND SUNDAY OF 

2. Conference date before 30 April 2020 (subject to DUCATI availability*). DESIGN 

• 3. Mid-morning offer excludes AV tea, and coffee decor which and snack will be quoted THE additionally MONTH based on 

• Buffet client requirements. lunch & fruit juice AWARD 

• 

4. 

Afternoon 

Please quote 

tea, 

promotional 

coffee and 

code 

snack 

Confstart2020 when making your booking. 

5. Half day Conference package inclusive of lunch available FOR BEST at r340 CUSTOM per person. 

DUCATI WORLDWIDE 

·Private TerMs to MOTOCROSS Private & Sales CondiTions 

TRACK NOW OPEN FROM WEDNESDAY 

2016 

TO SUNDAY 

1. Bookings from 20 to 400 guests. 

·Employed and Self Employed Individual Applications 

2. Conference date before 30 April 2020 (subject to availability*). 

·Business 3. Applications 

offer excludes AV and decor which will be quoted additionally based on 

·Warranties, client Service requirements. 

Plans, Maintenance Plans, 

4. Please quote promotional code Confstart2020 when making your booking. 

·Customer Protection Plans and more available 

5. Half day Conference package inclusive of lunch available at r340 per person. 

·Comprehensive Insurance quotes 

·Private ·Change to of Private Ownership 

Sales 

Based on the North Coast of KZN • Collection & Delivery worldwide 

·Employed ·Microdotting and for Self registration Employed and Individual police clearance 

Applications 

Contact Dave Frisoli (Desmo Dave) on 083 267 6827 • Email: mfrdave@gmail.com 

·Business Representative Applications 

of FSP 32023 

·Warranties, Service Plans, Maintenance Plans, 



·Change of Ownership 

Based on the North Coast of KZN • Collection & Delivery worldwide 

ADVERTISE HERE, CONTACT DANIEL ·Microdotting AT DANIEL@SUPERBIKEMAG.CO.ZA 

for registration and police clearance 

Contact Dave Frisoli (Desmo Dave) on 083 267 6827 • Email: mfrdave@gmail.com 

SBK Advert .indd 1 2019/11/13 16:24:17 

Untitled-2 1 2019/11/14 23:13:45 

Untitled-2 1 2019/11/14 23:13:45 

Untitled-2 Untitled-4 1 2019/11/14 2019/12/13 22:54:28 

01:02:17 

Untitled-2 Untitled-8 1 2019/11/14 2020/01/23 22:50:32 

21:55:23 

MFR.indd 1 2019/09/18 13:49:08 

Representative of FSP 32023 

Untitled-2 Untitled-4 1 2019/11/14 2019/12/13 22:54:28 

01:02:17 


21:55:23 

MFR.indd 1 2019/09/18 13:49:08 

“Biker’s Country” as in the Free State 

and the Clarens region we are 

blessed with incredible rides to suit all 

levels of riders. Whether it’s passes 

or off road terrain you are looking 

for - this region has it. A few places in 

particular that a rider cannot miss out 

on are Golden Gate, Surrender Hill, 

Old Mill and Monantsa pass. 


reservations@deark-clarens.co.za and the Clarens | region www.deark-clarens.co.za 

we are 

blessed with 058 incredible 256 1202rides to suit all 







reservations@deark-clarens.co.za | www.deark-clarens.co.za 

058 256 1202 

We can cater for groups up to 22, so ideal for 

bike weekends away. We have a 

restaurant, bar and great “Kuier” plekke for 




Pretoria: 012 565 6730 


Pretoria North 



and import screens and seat 


bikes 




Cape Town: 021 510 0900 

Unit 3, Auckland cowls Park for the later model 

12 Auckland Street (Cnr bikes Section Road) 

www.racescreen.co.za 

Untitled-8 Untitled-3 Untitled-1 1 2020/01/23 2020/02/20 2019/10/18 21:56:44 

20:36:28 00:03:31 

Pretoria: 012 565 6730 



Cape Town: 021 510 0900 

Unit 3, Auckland Park 

12 Auckland Street (Cnr Section Road) 

www.racescreen.co.za

13 JAN – 31 MAR 

COL’CaCCHIO 

Multi-Xcreen vIGOUR R1200GSLC 

& veRve 

SAVE WITH 

BIG 

FOR 

DEALS 

THE 

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Mondays, Tuesdays or Wednesdays at participating outlets 

Mondays 

Monday – Wednesday 

WOW Wednesdays 

Tuesdays & Wednesdays 

Kids eat FRee 

express Breakfast - R34 

Brazilian Blow Wave for only 

2d - R60 a movie FUELING AND ECU R800 

Tuesdays 

sandwich ComboDistributed by Moto 3d Bakker - R65 a • movie www.motobakker.co.za • info@motobakker.co.za 

SUMMERTIME WITH MOTO BAKKER 

Buy one, get one Pizza FRee 

sandwich, Chips Cape & Town: 082 740 8331/021 850 0374 FLASHING • Johannesburg: SOLUTIONS 

Tint 083 & Blow 459 for 2116 only R600 (MRA only) 

selected drink - R55 

MaGIC CO. 

LEARN THE FULL CaLIsTOs POTENTIAL OF YOUR 

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Chips Seventy experience twoPackage 1800 for Boulevard 

2 - R350 

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R179 

R700 for 

999 

2 x Rasuls and 

of Motorcycles SuperBike 

R69.95 

for 2 show tickets, 1 large Pizza, 

2 x express Pedis - 

R89 Magazine 999 offers in specialised SA R129 private 999 rider 

Contact Alain on 011 618 4646 or 082 

1 bottle of Wine or 2 Coldrinks 

save R500 

training 200g sirloin, at Red egg and Star Chips Raceway. The track is booked 

330 3967 

exclusively SuperBike R64.95 Magazine for the day in order for us to give 

www.millysmotorcycle.com 

our riders the Fried best Hake and attention. Chips R69.95Clinton Pienaar and Daniel Rodrigues 

23 Broad Way street, Bezuidenhout 

have many years of experience racing 

superbikes 072 at 880 the highest 8519 

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Valley, 2094 

ADDRESS: 632 Trichardt Rd Boksburg, Gauteng | TEL: 087 945 4000 | WEBSITE: www.mikes-bikes.co.za 

ADVERTISE HERE, CONTACT DANIEL AT DANIEL@SUPERBIKEMAG.CO.ZA 

Ts and Cs Apply 

NEW 

PRIVATE 

RIDER 

TRAINING 

Mens Aviator- black 

2016 Harley 

Davidson Sportster 

R129 999 

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Complete offer available at silverstarcasino.co.za 

NEW 

the classroom. 

2009 Suzuki 130 

R129 999 

& R1250GS 2019 

disposal on the day. They are your instructors on track as well as in 

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R R89 999 

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NEW 

19 Sep | 14 Oct GET | THE 11 MOST Nov PERFOR- | 9 Dec 

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2008 Yamaha YZF 

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or 011 791 4611 

Mikes bikes.indd 2 

2019/01/24 6:02:50 PM 

Private training advert.indd 2 2019/08/16 19:45:34 

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www.bttradventures.co.za 

Bike Tours 

Next ADV - 8th Nov 

Transport and Rentals available 

Email - BTTRADVENTURES@GMAIL.COM 

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contact 24 CALL MARCH Jan - 27 US 26 - Jan 30 FOR daniel@superbikemag.co.za 

:: 28 FUTURE APRIL Feb - 241 Mar - 25 DATES

CUSTOM SPRAY PAINTING AND ACCIDENT REPAIRS 

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CONTACT 

DANIEL AT 

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SOME OF OUR CLIENTS WHO TRUST US 

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083 389 7328 

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We manufacture, repair and service 

all makes of trailers. 

• Lazy lowders 

• Bike trailers 

• Trike trailers 

• Quad bike trailers 

• Golf car trailers 

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TRAILER RENTAL AVAILABLE 

• Police Clearance 

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• Buying and selling of 

2nd hand trailers 

EST. 1997 

011 672 9008 • 073 206 0855 

sales@2mtrailers.co.za 

www.2mtrailers.co.za 

SABS reg Trailer Manufacturer 

566 Ontdekkers Road, Florida, JHB 

•Just off Gordon Road• 

The GS Challenge. 

ADVERTISE HERE, CONTACT DANIEL@SUPERBIKEMAG.CO.ZA 

The longest-running BMW GS event in South Africa.

94 

BUYER’S GUIDE 

APRILIA 

RS 660- R234 926 

TUONO 660- R217 801 

TUONO V4 RR 1100- R289 011 

TUONO V4 1100 FACTORY- R315 011 

TUONO V4 1100 FACTORY LIMITED- R342 902 

RSV4 1000RR- R325 010 

RSV4 1100 FACTORY- R479 311 

RSV4 1100 FACTORY MY20- R526 269 

BMW Motorrad 

G 310 R- R77 300 

G 310 GS- R88 800 

C 400 X- R138 200 

C 400 GT- R149 600 

F 750 GS- R195 600 

F 850 GS- R206 700 

F 850 GS ADV- R237 700 

R1250 GS- R286 800 

R 1250 GS ADV- R314 400 

R 1250 R- R230 300 

R1250RS- R246 200 

R 1250 RT - R275 400 

R NINET PURE- R217 000 

R nineT - R234 000 

R nineT SCRAMBLER - R233 100 

R nineT URBAN G/S - R214 650 

R nineT RACER - R205 200 

K 1600 GT- R325 900 

K 1600 GTL- R348 900 

K 1600 B- R337 600 

S 1000 R - R233 500 

S 1000RR- R332 100 

HP4 RACE - 

TBC 

DUCATI 

MONSTER 797- FROM R138 300 


MONSTER 821 STEALTH- R184 700 


MONSTER 1200 S- FROM R245 600 

HYPERMOTARD 950- R194 100 

HYPERMOTARD 950 SP- R230 900 

SUPERSPORT - R195 200 

SUPERSPORT S -FROM R216 200 

MULTISTRADA 950 - FROM R207 900 

MULTISTRADA 950 S- FROM R253 200 

MULTISTRADA 1260- FROM R232 000 

MULTISTRADA 1260S-FROM R284 700 

MULTISTRADA 1260S ENDURO- R283 400 

MULTISTRADA 1260 PIKES PEAK- R345 300 

MULTISTRADA 1260S GRAND TOUR- R312 900 

DIAVEL 1260- R299 500 

DIAVEL 1260S- R335 900 

XDIAVEL- R316 600 

XDIAVEL S- R363 700 

STREETFIGHTER V4- R292 900 

STREETFIGHTER V4S- FROM R342 600 

PANIGALE V4- R334 800 

PANIGALE V4 S- R399 000 

PANIGALE V4 25 ANNIVERSARY- R755 000 

PANIGALE V4R- R679 000 

PANIGALE V2- R255 000 

SUPERLEGGERA V4- R1 690 000 

SCRAMBLER DUCATI 

SIXTY2 - FROM R122 500 

DARK- FROM R137 900 

ICON - FROM R148 500 

FULL THROTTLE- R176 400 

CLASSIC - R164 900 

DESERT SLED- R191 700 

CAFE RACER - R191 700 

1100 PRO- R209 900 

1100 SPORT PRO- R239 900 

HARLEY-DAVIDSON 

STREET® 750- R112 500 

STREET ROD®- R122 500 

IRON 1200- R154 500 

SUPERLOW®- R149 000 

IRON® 883- R153 000 

1200 CUSTOM®- R165 500 

SUPERLOW® 1200T- R170 500 

FORTY-EIGHT SPECIAL- R164 500 

FORTY EIGHT®- R164 500 

ROADSTER- R173 000 

STREET BOB®- R192 500 

LOW RIDER®- R220 000 

LOW RIDER®S- R264 500 

DELUXE- R278 400 

SPORT GLIDE- R243 000 

FAT BOB®- R231 000 

SOFTAIL® STANDARD- R182 000 

SOFTAIL SLIM®- R240 900 

FAT BOY®- R282 000 

BREAKOUT® 114- R317 500 

HERITAGE CLASSIC 114- R309 500 

ROAD KING®- R330 000 

ROAD KING® SPECIAL- R357 500 

STREET BOB- R192 500 

STREET GLIDE® SPECIAL- R383 000 

ELECTRA GLIDE- R333 000 

ROAD GLIDE® SPECIAL- R387 000 

ROAD GLIDE® LIMITED- R389 500 

ULTRA LIMITED- R396 500 

CVOSTREET GLIDE®- R511 000 

CVO ROAD GLIDE- R525 000 

CVOLIMITED- R545 000 

FREEWHEELER®- FROM R415 000 

TRI GLIDE® ULTRA- R522 000 

FXDR114- R269 500 

HONDA 

ACE 125- R25 500 

ELITE 125- R25 000 

NC750X- R114 480 

NC750X DCT- R123 120 

2019 AFRICA TWIN- R185 000 

2019 AFRICA TWIN DCT- R197 499 

2019 ADV SPORT- R205 000 

2019 ADV SPORT DCT R217 490 

2020 AFRICA TWIN- R210 000 

2020 AFRICA TWIN DCT- R222 499 

2020 ADV SPORT- R236 000 

2020 ADV SPORT DCT- R269 000 

XR190- R52 100 

XR150L- R34 500 

XR125L- R32 150 

CRF250L- R74 999 

CRF250 RALLY- R77 999 

CBR1000RR- R228 600 

CBR1000S- R300 000 

GL1800 GOLDWING M- R367 000 

GL1800 GOLDWING DCT- R449 500 

HUSQVARNA 

FS 450- R125 699 

401 VITPILEN- R84 699 

401 SVARTPILEN- R84 699 

701 ENDURO- R169 699 

701 ENDURO LR- R185 699 

701 SUPERMOT0- R169 699 

701 VITPILEN- R146 699 

701 SVARTPILEN- R146 699 

INDIAN 

FTR 1200- R209 900 

FTR 1200 RACE REPLICA- R269 900 

SCOUT SIXTY- R169 900 

SCOUT 1133- R229 900 

SCOUT BOBBER- R229 900 

CHIEF DARK HORSE- R319 900 

CHIEF® CLASSIC- R419 900 

CHIEF® VINTAGE- R399 900 

SPRINGFIELD- R389 900 

SPRINGFIELD DARKHORSE- R369 900 

CHIEFTAIN DARK HORSE- R399 900 

CHIEFTAIN - R399 900 

ROADMASTER - R449 900 

KAWASAKI 

Z300- R59 995 

Z400 ABS- R72 995 

NINJA 400 ABS- R86 995 

Z650- FROMR110 995 

Z900 ABS- R155 995 

Z1000R- R179 995 

Z1000SX- R179 995 

NINJA 650 FROMR122 995 

VERSYS-X 300- R85 995 

VERSYS 650- R115 995 

ZX-10R- R275 995 

H2 SX SE- R289 995 

Z H2- R329 995 

ZZR1400 ÖHLINS- R259 995 

KIDEN 

KD 125-V- R28 900 

KD 125-Z- R27 500 

KD 125-J- R21 900 

KD 125-K- R19 500 

KTM 

KTM 125 DUKE- R63 999 

KTM RC125- R66 999 

KTM 390 DUKE- R79 999 

KTM RC390- R84 999 

KTM 390 ADVENTURE- R93 999 

KTM 690 SMC R- R168 999 

KTM 690 ENDURO R - R168 999 

KTM 790 DUKE- R159 999 

KTM 790 ADVENTURE- R195 999 

KTM 790 ADVENTURE R- R209 999 

KTM 790 ADVENTURE R RALLY - R294 999 

KTM 890 DUKE R- R189 999 

KTM 1290 SUPER ADV S- R259 999 

KTM 1290 SUPER ADV R - R269 999 

KTM 1290 SUPER DUKE R - R265 999 

KTM 1290 SUPER DUKE GT- R269 999 

KYMCO 

AGILITY RS 125- R22 950 

LIKE 125I ABS- R44 950 

G-DINK 300I- FROM R59 950 

XCITING 400I- FROM R119 950 

AK550- R159 950 

MOTO GUZZI 

3 YEAR / 60 000KM MAINTENANCE PLAN 

AUDACE CARBON - R430 895 

CALIFORNIA 1400- R465 785 

MGX 21 FLYING FORTRESS E4- R575 

www.sbkeyewear.co.za 

info@sbkeyewear.co.za

95 

296 

V85 TT- R209 000 

V85 TT EVOCATIVE- R234 850 

V85 TT TRAVEL PACK- R249 850 

V7 III STONE S- R228 420 

V7 III STONE- R183 750 

V7 III STONE LED OPTION- R207 662 

V7 III ROUGH- R201 780 

V7 MILANO- R220 463 

V7 III CARBON- R210 750 

V7 III RACER- R224 750 

V7 III RACER 10TH ANNIVERSARY- R248 140 

MV AGUSTA 

DRAGSTER RR- R319 900 

DRAGSTER RR SCS- R359 888 

DRAGSTER RC LTD- R379 900 

DRAGSTER WHITE- R299 900 

F3 675 RC- R299 900 

F3 800 RC- R329 900 

BRUTALE 1000RR- R499 900 

BRUTALE RUSH- R599 900 

TURISMO VELOCO LUSSO R299 900 

SUPERVERLOCE 800- R399 900 

SUZUKI 

UR110- R19 100 

UB125- R21 300 

UH200AL- R52 950 

UH200AM- R53 750 

TF125K- R33 550 

DR200SE- R54 000 

GSX150F- R33 850 

GSX250R- R44 900 

GSX250FR- R49 900 

SV650- R131 500 

DL650XA L9- R172 950 

DL1050RC - R221 950 

GSX-R750 L9- R161 950 

GSX-R1000R- R273 900 

GSX-S1000F- R173 500 

GSX-S1000A L9 - R163 500 

KATANA- R188 900 

VZR 1800 - R196 900 

VZR1800BZ - R209 800 

GSX1300RA- R211 900 

SYM 

XS125 K- DELIVERY- R18 995 

NHT125- R29 995 

XS200 BLAZE- R19 995 

XS 200 TRAIL BLAZE- R17 995 

CITYCOM 300I- R59 995 

GTS 300I EVO- R63 995 

MAXSYM 600I ABS- R121 995 

CROX 125- R19 995 

FIDDLE II 150- R20 995 

JET14 200- R26 995 

ORBIT II 125- R16 995 

SYMPHONY 150- R19 995 

X-PRO 125- R21 995 

TRIUMPH 

STREET TRIPLE RS- R180 000 

MOTO 2 DAYTONA- R279 000 

SPEED TRIPLE RS- R229 000 

STREET TWIN- R152 000 

BONNEVILLE T100- R154 000 

BONNEVILLE T100 BLACK- R154 000 

BONNEVILLE T120- R179 000 

BONNEVILLE T120 BLACK- R179 000 

BONNEVILLE T120 BUD EKINS- R181 000 

BONNEVILLE BOBBER- R179 000 

BONNEVILLE BOBBER BLACK- R192 000 

BONNEVILLE SPEEDMASTER- R189 000 

SCRAMBLER 1200 XE- R219 000 

STREET SCRAMBLER- R179 000 

THRUXTON 1200 R- R199 000 

SPEED TWIN- R192 000 

TIGER 800 XCX- R186 000 

TIGER 800 XCA- R205 000 

TIGER 900 RALLY PRO- R229 000 

TIGER 900 GT PRO- R215 000 

TIGER 1200 DESERT EDITION- R259 000 

TIGER 1200 XCX- R226 000 

TIGER 1200 XCA- R275 000 

ROCKET R- R316 000 

ROCKET GT- R332 000 

YAMAHA 

T110C- R18 950 

N-MAX 155- R49 950 

XTZ125- R43 950 

YBR125G- R31 950 

TW200- R59 950 

XT250- R69 950 

X-MAX 300- R94 950 

T-MAX 560- R214 950 

XT1200Z- R224 950 

XT1200ZE- R249 950 

MT-07 ABS - R134 950 

MT-09 ABS - R169 950 

MT-07 TRACER - R144 950 

MT-09 TRACER - R179 950 

MT-09 TRACER GT- R199 950 

YZF-R3 - R84 950 

YZF-R6 - R219 950 

YZF-R1 - R329 950 

YZF-R1M- R424 950 

NIKEN- R275 000 

FJR1300- R229 950 

ZONTES 

ZT250-R - R44 900 

ZT310-R - R66 900 

ZT310-X- R72 900 

ZT310-X1- R82 900 

ZT310-T- R77 900 

DIRT BIKES 

HONDA 

CRF110F - R35 800 

CRF125F - R44 600 

CRF250R - R98 999 

CRF450R- R121 000 

CRF250RX - R116 600 

CRF450RX - R122 100 

HUSQVARNA 

TC 50- R52 699 

TC 50 MINI- R50 699 

EE 5- R67 699 

TC 65- R65 699 

TC 85- R79 699 

TC 125- R102 699 

TE 150 I - R119 699 

TC 250- R116 699 

FC 250- R127 699 

TE 250 I- R140 699 

FE 250- R142 699 

TX 300 I- R145 699 

TE 300 I- R146 699 

TE 300 I ROCKSTAR EDITON - R154 699 

FC 350- R132 699 

FX 350- R143 699 

FE 350- R144 699 

FC 450- R134 699 

FC 450 ROCKSTAR EDITION- R150 699 

FX 450 - R146 699 

FE 450- R147 699 

FE 501- R150 699 

KAWASAKI 

KX 65 - R41 995 

KX 85 BIG WHEEL - R54 995 

KX 250 F - R115 995 

KX 450 F - R119 995 

KTM 

KTM 50 SX - R43 999 

KTM 65 SX - R52 999 

KTM 85 SX - R65 999 

KTM 125 SX - R85 999 

KTM 150 SX- R89 999 

KTM 150 XC-W TPI- R104 999 

KTM 250 SX - R97 999 

KTM 250 SX-F - R106 999 

KTM 250 XC TPI - R121 999 

KTM 250 XC-F - R122 999 

KTM 250 XC-W TPI- R122 999 

KTM 250 EXC SIX DAYS TPI- R130 999 

KTM 250 EXC-F - R122 999 

KTM 250 EXC-F SIX DAYS - R129 999 

KTM 300 XC TPI - R126 999 

KTM 300 XC-W TPI- R127 999 

KTM 300 XC-W SIX DAYS TPI- R136 999 

KTM 350 SX -F- R110 999 

KTM 350 XC-F - R124 999 

KTM 350 EXC-F - R124 999 


KTM 450 SX-F- R112 999 

KTM 450 SX-F FACTORY EDITION- R126 999 

KTM 450 XC-F- R127 999 

KTM 450 EXC-F - R127 999 


KTM 500 EXC-F - R129 999 


SHERCO 

SE 125 RACING 2T- R99 000 

SE 125 FACTORY 2T- R109 900 

SE-F 250 RACING 4T - R130 600 

SE-F 250 FACTORY 4T - R141 100 

SE-F 300 RACING 4T - R132 500 

SE-F 300 FACTORY 4T - R143 300 

SE 250 RACING 2T - R127 400 

SE 250 FACTORY 2T - R135 400 

SE 300 RACING 2T - R130 800 

SE 300 FACTORY 2T - R137 900 

SEF 450 FACTORY 4T- R146 700 

SEF 500 FACTORY 4T- R147 700 

ST 125 RACING - R81 999 

ST 250 RACING - 

POA 

ST 300 RACING - R113 900 

YAMAHA 

PW50 - R34 950 

TTR50E - R34 950 

TTR110E - R46 950 

YZ 65 - R66 950 

YZ85 - R79 950 

YZ125 - R84 950 

YZ125X - R89 950 

YZ250 - R99 950 

YZ250 X - R99 950 

YZ250 F - R129 950 

YZ250 FX - R129 950 

YZ450 F - R144 950 

YZ450 FX - R144 950 

WR450F- R149 950 

The information 

displayed serves as 

a guide to compare 

models. 

Prices may change 

without any notice, 

please contact your 

nearest dealer. 

www.sbkeyewear.co.za 

info@sbkeyewear.co.za

Bike Worx 

RACING SERVICES 

Race tuner to many South African 

championship winners ! 

TEL: 011 792 5795 

48 Gerhardus str, Cnr CR Swart 

Strijdom Park 

BIKE TRACK DAY EVERY 

SECOND SUNDAY OF 

THE MONTH 

fred.blastshop1@gmail.com 

MOTOCROSS TRACK NOW OPEN FROM WEDNESDAY TO SUNDAY 

·Private to Private Sales 

·Employed and Self Employed Individual Applications 

·Business Applications 

·Warranties, Service Plans, Maintenance Plans, 



·Change of Ownership 

·Microdotting for registration and police clearance 

Representative of FSP 32023 

102 January 2020 Track Training Experience 

EXPERT RIDER 

TRAINING 


and the Clarens region we are 

blessed with incredible rides to suit all 







reservations@deark-clarens.co.za | www.deark-clarens.co.za 

058 256 1202 




Contact : Bellindah to book your place!! - b.gama@superbikemag.co.za - 011 791 4611 

R1890.00 

PER RIDER 

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12 OCT 

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Pretoria: 012 565 6730 



7 DEC 

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ADVERTISE HERE, CONTACT DANIEL@SUPERBIKEMAG.CO.ZA 


20:42:58

2 0 0 0 2 

INSIDE LOOK 

MOTOGP 2020 TEAMS 

TRIUMPH 

TIGER 1200 DESERT EDITION 

WORLD 

LAUNCH 

DUCATI 

PANIGALE 

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Free! 

KTM RACING 

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Flashback 

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UBUNTU RUN 2020 • SUPER STUFF • LATEST NEWS • ECUADOR TRIP PART 2 

9 771607 384008 

2 0 0 0 3 

Cover March.indd 2 2020/02/18 06:24:05 

Exclusive ONE ON ONE INTERVIEW BY MOTOGP JOURNALIST MAT OXLEY 

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INDUSTRY Q&A • KYALAMI TRACKDAY • LATEST NEWS • AFRICAN ADVENTURE 9 771607 384008 

Cover Feb 0.in d 2 2020/01/ 2 18:05:10

SuperBike Magazine August 2020

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