MRW Issue 1

The first issue of Moto Rider World

The first issue of Moto Rider World


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EDITOR’S<br />

NOTE<br />

Hello all, and welcome to my new motorcycle<br />

experience. I could say it’s been<br />

a long time coming starting my own<br />

website/magazine, but I would be lying.<br />

The idea of going out on my own<br />

and starting my own motorcycle media<br />

company has always been something<br />

I’ve wanted to do for a long time,<br />

but never really had the balls to do it.<br />

Whilst sitting at home one day, just over<br />

a month ago, and not having my family<br />

here to keep me entertained and my<br />

mind fully occupied, I got to thinking<br />

about the idea of starting my own thing.<br />

I’ve built up such great resources and<br />

connections and have such great support<br />

from within the industry and from<br />

reader’s and fans all over so why not do<br />

it? Often when I had these thoughts my<br />

mind would go into ‘play safe’ mode,<br />

and I would convince myself to carry on<br />

just doing what I was, basically doing<br />

the majority of the work and using all<br />

my resources to benefit another party.<br />

For years many have told me to go<br />

out on my own and for year’s I just<br />

doubted myself and didn’t trust in my<br />

own ability to do so. But, after chatting<br />

to my beautiful wife, my family, and<br />

some big players in the SA motorcycle<br />

industry I decided to take the leap and<br />

go out on my own – Moto Rider World<br />

was born!<br />

It’s been a month of hard work and<br />

long hours, but finally the website and<br />

first digital issue is out for you all to<br />

enjoy. Moto Rider World is everything<br />

I have done over the past 15 years just<br />

amplified. I’ve taken a winning formula<br />

and made it better, I hope. But Moto<br />

Rider World is not just about me, it’s<br />

for everyone, by everyone, and that is<br />

something I really want to get across<br />

with this new venture. I will be leaning<br />

on you all for support and guidance,<br />

more so than ever before, and so far, I<br />

have had it in abundance, which makes<br />

me very emotional. It’s a good thing I<br />

can type this out, if it was a video you<br />

would all be seeing tears right now.<br />

It’s been an emotional roller-coaster<br />

so far, but like most, it’s been loads of<br />

fun and it will carry on being fun, exciting,<br />

stressful, painful, rewarding, and<br />

every other emotion for years to come<br />

I’m sure, and I hope you all stick with me<br />

and come along too!<br />

Thank you all for everything, because<br />

without your support this would not<br />

be possible. To all my advertisers, from<br />

the bottom of my heart I thank you for<br />

believing in me and Moto Rider World<br />

and promise to give you the coverage<br />

you deserve.<br />

Rob Portman<br />

rob@motoriderworld.com<br />

WEBSITE: www.motoriderworld.com | FACEBOOK: www.facebook.com/Moto-Rider-World | INSTAGRAM: rob_motoriderworld<br />

Copyright © Moto Rider World: All rights reserved. No part of this publication may be<br />

reproduced, distributed, or transmitted in any form or by any means, including photocopying,<br />

articles, or other methods, without the prior written permission of the publisher.

Brad is the guy<br />

KTM need... he<br />

is brave, young,<br />

and talented. He<br />

is everything KTM<br />

was looking for.<br />

Pol Espargaró on Brad Binder in a recent interview with Rob

I’m not here for the<br />

200th podium, I’m<br />

here because I like<br />

to race motorcycles.<br />

Valentino Rossi ahead of the Brno GP

It was so scary, it was<br />

terrifying... you need to<br />

have respect for the<br />

other riders on track...<br />

Rossi talking about the horrific crash in Austria.

When the bikes<br />

crash, you listen<br />

to the scratches<br />

[on the asphalt],<br />

so, I listened<br />

and I said, ‘f***,<br />

someone’s<br />

crashed I heard a<br />

big, big explosion.<br />

I think it was when<br />

Johann’s bike hit<br />

the wall. And then<br />

I see the pieces all<br />

around. So, what<br />

I did is protected<br />

myself. I covered<br />

myself when I<br />

see the bike was<br />

flying over.<br />

Vinales talking after the horrific crash in Austria.

We are making clear<br />

progress, I’m gaining<br />

confidence race by race,<br />

and I’m looking forward<br />

to seeing if we can take<br />

another step forward...<br />

Alvaro Bautista after his first podium on the new Honda.

NEWS<br />

DESK<br />

What is DCT?<br />

DCT is an automated, electro-hydraulic clutch and shift operation<br />

gearbox, comprising a pair of independent clutch<br />

packs housed in one unit, each of which are connected to<br />

separate gear sets – one clutch works with start-up, 1st, 3rd<br />

and 5th gears, the other with 2nd, 4th and 6th gears.<br />

Gear changes are made either in Manual mode by the rider<br />

using the ‘paddle-shift’ style triggers on the left handlebar,<br />


Honda reaches Ten Years of production of Dual<br />

Clutch Transmission Technology for Motorcycles.<br />

Honda is marking a decade<br />

since its Dual Clutch Transmission<br />

(DCT) technology first<br />

appeared in its two-wheeled<br />

product line-up.<br />

Having first appeared in dealerships<br />

across Europe on<br />

the VFR1200F sports tourer,<br />

Honda’s DCT remains unique<br />

in the world of powered<br />

two-wheelers. In total, over<br />

140,000 machines with DCT<br />

have been sold in Europe, and<br />

in 2019, 45% of Africa Twins,<br />

52% of NC750X’s and 67% of<br />

Gold Wings sold in Europe<br />

were the DCT version.<br />

Its success has been in large<br />

part due to a constant evolution<br />

of the technology, with<br />

refinements to the smoothness<br />

and timing of the gear<br />

shifts, and adaptations to<br />

match the riding characteristics<br />

required of a broad range<br />

of different models. Examples<br />

include an off-road focussed<br />

‘G switch’ addition for the Africa<br />

Twin and X-ADV, and synchronisation<br />

with Hill Start Assist,<br />

Walking Mode and Idling<br />

Stop on the flagship GL1800<br />

Gold Wing luxury tourer.<br />

or in Automatic mode according to shifting<br />

schedules dictated by constantlymonitored<br />

parameters including vehicle<br />

speed, engine rpm and throttle opening<br />

angle. In either case, no clutch<br />

lever or footshift is needed. During<br />

a gear change, as one clutch disengages,<br />

the other clutch simultaneously<br />

engages the target gear<br />

to ensure a consistent, ultra-fast<br />

and seamless shift, with no loss of<br />

drive to the rear wheel.<br />

In addition to the natural advantages<br />

for sporty riding that this<br />

brings, DCT also allows the rider to<br />

focus more on their riding line, braking<br />

points, cornering and acceleration. Further<br />

benefits include reduced rider fatigue, low<br />

stress urban riding, the impossibility of stalling and greatly<br />

reduced pitching of the motorcycle during gear changes.

NEWS<br />

DESK<br />



Who said Supersport 600cc<br />

machines were dead?<br />

Well, just about everyone,<br />

except for Yamaha who<br />

took the massive leap<br />

in releasing a (slightly)<br />

revamped version of their<br />

class-leading R6 machine<br />

a few years back. None of<br />

the other manufacturers<br />

followed suit, not wanting to<br />

spend money on what they<br />

considered a dying breed.<br />

The designers obviously got lazy, and<br />

just put the tailpiece from the 2004<br />

model onto the new bike... not very nice.<br />

It’s no secret that sales of the<br />

screaming 600cc machines<br />

worldwide took a huge dive,<br />

with many riders in that market<br />

rather wanting to go for<br />

the older, stronger, and faster<br />

1000cc brother.<br />

But, Yamaha do not have to<br />

feel so alone anymore. Honda<br />

have now also come to the<br />

party and released an updated<br />

version of their very ancient,<br />

yet reliable CBR600RR.<br />

What you see here is leaked<br />

pictures that have flooded the<br />

web of the new 2021 Honda<br />

Supersport machine, which<br />

lends many design ques from<br />

it’s also new older bro, the<br />

CBR1000RR.<br />

Sporting a very similar HRC<br />

racing livery, and slightly more<br />

“Turning Japanese” eyes, the<br />

little bro also gets wings, for<br />

whatever reason we have no<br />

idea, but they are there. No<br />

doubt those were put on just<br />

to have one up on their rivals<br />

To really revive the Supersport 600 market,<br />

and their dated CBR600RR Honda should<br />

have gone completely wild with the design of<br />

the bike, instead, they have just given it a bit of<br />

spit and polish and released what looks like a<br />

bike from back in 2004, apart from the wings,<br />

which seem pretty pointless on a 600 machine.<br />

in the market, namely the R6,<br />

which doesn’t have wings, so<br />

Ne neh ne neh neh, say Honda.<br />

Apart from the odd new design<br />

here and there, the 2021<br />

model pretty much stays the<br />

same. The new 600RR keeps<br />

its classic 599cc inline four engine<br />

configuration, but moves<br />

peak power up to 14,000 rpm<br />

on the dash. New camshafts,<br />

valve springs, and cranks make<br />

use of lighter metals, which<br />

helps it rev a bit more and<br />

free up the motor. The throttle<br />

bores have been enlarged and<br />

the intakes and exhaust have<br />

been tweaked to boost peak<br />

power from 113 horsepower to<br />

119 – putting it one up on the<br />

R6 once more, 2 in fact, with<br />

the blue bike pushing out 117<br />

according to the spec sheet.<br />

Keeping up with the times,<br />

the new middleweight RR<br />

gets a fly-by-wire electronic<br />

throttle that goes to the bike’s<br />

ECU before it decides how<br />

hard to accelerate. The bike<br />

gets an inertial measurement<br />

unit to sense lean, pitch and<br />

how sideways you’re getting,<br />

and that feeds in with data<br />

from a dozen other systems<br />

to determine your final throttle<br />

opening. So, the 2021 bike

NEWS<br />

DESK<br />

gets throttle modes, traction<br />

control, wheelie control, engine<br />

braking modes and lean<br />

angle-sensitive ABS – impressive,<br />

but is it all really needed<br />

on a 600 Supersport? Why<br />

not, we suppose…<br />

It gets a full color TFT dash<br />

(love it), LED lighting, a lighttouch<br />

slipper clutch and a new<br />

look which Honda says also<br />

offers the lowest drag coefficient<br />

in the class – thanks to<br />

the wings and aero. It misses<br />

out on a quickshifter, which<br />

is pathetic once again from<br />

Honda, not sure why they<br />

can’t put that on but throw<br />

every other riding mode and<br />

electronic assist at it, to us, the<br />

quick-shifter is a must on any<br />

machine post 2010.<br />

In terms of curb weight, you’re<br />

looking at 194kg, which is<br />

8kg’s up on the previous machine,<br />

what the hell? and only<br />

7kg’s lighter than the new<br />

CBR1000RR - highlighting<br />

the narrowing gap between<br />

the 1000cc and 600cc classes<br />

in terms of rideability and explaining<br />

the widening gap in<br />

sales figures.<br />

It looks like Honda have taken<br />

a big risk, but like Yamaha still<br />

believe there are those who<br />

crave that screaming sensation<br />

one can only get from a<br />

Supersport 600 machine. We<br />

love Supersports, and hope<br />

they will forever continue, but<br />

with that gap from 300cc, and<br />

1000cc bikes being bridged<br />

Find whatever parts we have left<br />

in the warehouse and make a<br />

new CBR6000RR - That’s the<br />

impression we get when looking<br />

at the so-called new bike.<br />

dramatically, is there really a<br />

market for these machines<br />

anymore? We are not 100%<br />

sure, and the fact that the<br />

new CBR6000RR won’t even<br />

be making its way into the<br />

European market, and possible<br />

here in SA, highlights that<br />

there is no real demand for it.<br />

And with a price tag of 13,900<br />

Dollars (around R270k) in the<br />

States, there really is no point<br />

in buying one, as for a few<br />

more Dollars one could just<br />

get the CBR1000RR.<br />

At least they gave it more<br />

power, and we do quite like<br />

the looks of the new LED<br />

lights, but that’s about it, to<br />

be honest.

NEWS<br />

DESK<br />

Pics by Beam Productions<br />



If you are a KTM fan or want to be,<br />

then RAD KTM out in Sandton is a<br />

place you have to visit.<br />

This massive dealership has been one of<br />

SA’s premium KTM dealerships for quite<br />

some time now and they just keep getting<br />

better and better with every passing year.<br />

They have recently made some changes to<br />

their dealership, making their KTM section<br />

really prominent and fully stocked with all<br />

the latest offerings from KTM - from motorcycles<br />

to official Powerwear. You won’t<br />

find a bigger or better range of apparel<br />

or riding gear anywhere else in SA - they<br />

stock the widest selection of official KTM<br />

stuff, even the Red Bull KTM Factory Racing<br />

gear, which is a must for all fans of the<br />

brand and Brad Binder.<br />

So, for everything KTM make sure you visit<br />

them at 1 Wall Street. Cnr Witkoppen and Rivonia,<br />

or call them on 011 234 5007.

NEWS<br />

DESK<br />

GARDEN<br />

ROUTE<br />


On our recent visit to George, we came<br />

across this very impressive motorcycle<br />

store and just had to take some<br />

pictures and a video.<br />

Blown away - that’s how we felt as soon as<br />

we set foot in the very impressive store. The<br />

layout and stock on hand was so profound<br />

we could not help drool in pure delight.<br />

We really did not expect to find such a striking<br />

shop out in George, after all, we didn’t<br />

even know more than 10 people lived there.<br />

The service was sublime from the second<br />

we walked in, and we just had to grab a<br />

warm cappuccino, one of the best we have<br />

ever had it must be said.<br />

The workshop is fully equipped for all your<br />

needs and was in pristine condition - COV-<br />

ID would never survive in there!<br />

You are guaranteed a very special shopping<br />

experience when visiting Garden Route<br />

Motorcycles, so we suggest you pop in and<br />

find out first hand just how good it truly is -<br />

Paddagat Shopping Centre Shop 2 Cnr 3rd<br />

and, Knysna Rd, George East, George.<br />

Tel 044 093 0929<br />


NEWS<br />

DESK<br />


Yamaha Unveils Petronas MotoGP Limited Edition YZF-R1<br />

The latest edition of R1 is a<br />

proper good package, but<br />

we would have a little more in<br />

terms of design change just to<br />

help break the mould from the<br />

previous model.<br />

It would have been great if<br />

Yamaha have kept up with appearances<br />

and slapped some<br />

cool looking wings on the<br />

fairing of the new model, especially<br />

the up-specced R1M<br />

model - with it’s dreamy carbon<br />

fibre everywhere.<br />

It looks like Yamaha have listened,<br />

well, kind off, and have<br />

put some wings on their R1<br />

machine, albeit a very limited<br />

run of them and ones that<br />

shouldn’t really be seen out<br />

on the road.<br />

Just recently, Yamaha Europe<br />

joined with the Yamaha Austria<br />

Racing Team and unveiled<br />

the MotoGP edition YZF-R1<br />

Petronas replica. This special<br />

superbike is a limited edition,<br />

only 46 units will be made<br />

available - 46 hey, wonder if<br />

that’s a sign to come from the<br />

Petronas Yamaha team?<br />

Each bike gets a unique identity<br />

number and excluding<br />

VAT the price of YZF-R1 Petronas<br />

at 46,000 Euro (+/-<br />

R920k). The company offers<br />

to buyers some special things<br />

like KYT helmet, Yamaha SRT<br />

polo shirt, and opportunity to<br />

get a VIP guest role pass for<br />

MotoGP race.<br />

The Yamaha R1 Petronas<br />

MotoGP edition has the<br />

same design as the MotoGP<br />

YZR-M1, featuring<br />

Genuine Yamaha Technology<br />

for Racing (GYTR)<br />

carbon fairing kit, MotoGP<br />

winglets, racing footrests,<br />

and dual-tone livery.<br />

The bike also sports a sloping<br />

fuel tank, a stepped-up<br />

seat, a raised screen, golden-coloured<br />

forks and an<br />

all-LED setup for lighting.<br />

It also comes equipped<br />

with Brembo-sourced disc<br />

brakes on both the front<br />

and rear wheels along with<br />

dual-channel ABS.<br />

The suspension duties<br />

are handled by Ohlinssourced<br />

race suspension,<br />

including the FGRT<br />

2 forks on the front and a<br />

TTX rear shocker.<br />

It also gets a race-specific<br />

steering damper, ECU,<br />

quick action throttle, and<br />

Michelin tyres.<br />

In addition to the motorcycle,<br />

every customer will<br />

receive an exclusive package<br />

containing a KYT helmet,<br />

a Petronas Yamaha<br />

SRT polo shirt, and an<br />

opportunity to get a VIP<br />

guest pass for any MotoGP<br />

round of their choice.<br />

The first two owners<br />

(right) have already taken<br />

delivery of their machines...<br />

lucky bastards!

NEWS<br />

DESK<br />

shaft—up from the 217 horsepower of<br />

the standard unit. The weight saving can<br />

be attributed to the full-titanium exhaust<br />

from Akrapovic, tipped with a carbon<br />

fibre muffler and carbon-fibre front fairing<br />

with its large biplane winglet design.<br />

It looks even meaner than the standard<br />

Tuono, all thanks to the MotoGP inspired<br />

winglets - and we personally think the<br />

Aprilia MotoGP bike is a stunner!!!<br />

The parts used to develop this machine<br />

are obviously, top-of-the-line and also<br />

MotoGP inspired. Anchoring this beast<br />

comes from the combined braking force<br />

of a set of Brembo GP4-MS calipers,<br />

mated to Brembo T-Drive discs and a<br />

19x16mm Brembo master cylinder. The<br />

Noale team also fitted Marchesini forged<br />

magnesium rims to the Tuono V4 X, clad<br />

in track-ready slick tyres, of course.<br />


A 221hp track only weapon that even has wings... yes please!<br />

Oh how we love it when manufatirers<br />

go crazy and release<br />

machine like this, and the Italians<br />

are the best at doing it!<br />

The Aprilia Tuono is and has<br />

been at the forefront of the<br />

beauty that is naked sportbikes,<br />

and after the release of<br />

the superbike Aprilia RSV4 X<br />

lst year, Aprilia have decided<br />

to add some extra spice to<br />

their already very spicy Tuono<br />

V4 100 model.<br />

The beauty that you see before<br />

you is a limited-edition,<br />

track-only version of the<br />

standard Tuono. The only<br />

thing which puts us off is that<br />

it is going to be limited to only<br />

10 units. Only 10 units of this<br />

Italian awesomeness? It’s a<br />

shame!<br />

Aprilia is renowned for blessing<br />

the Tuono series of motorcycles<br />

from the same ingredients<br />

which make the RSV4 a<br />

formidable player in its segment.<br />

And they have done it<br />

again by wedging the 1,077cc<br />

version of its V4 engine found<br />

on the RSV4 1100 Factory into<br />

the frame of the Tuono.<br />

This limited edition sheds<br />

around 18 kg from its streetlegal<br />

counterpart and now<br />

weighs a measly 166 kg. If that<br />

doesn’t make you jump from<br />

your seats, the power output<br />

definitely will. This carbonfibre<br />

clad piece of art puts<br />

out 221 horsepower at the

NEWS<br />

DESK<br />

The Aprilia Tuono V4 X has to be one of the<br />

coolest naked bikes we have ever seen,<br />

and it’s such a pity that the world will only be<br />

graced with 10 of these Italian masterpieces.<br />

The standard switchgear has<br />

made way for a pod of racing<br />

buttons on each handlebar.<br />

The controls too, are billet<br />

aluminium pieces. Other<br />

performance bits include the<br />

Öhlins semi-active electronic<br />

suspension and an up/down<br />

quickshifter.<br />

Aprilia has also introduced a<br />

track configuration of the Tuono<br />

V4’s electronics (including<br />

a new dash layout). How have<br />

we not talked about that gorgeous<br />

paint job yet? Aprilia<br />

has gone retro with the colour<br />

scheme, using the famous<br />

“Bol d’Or” livery that was used<br />

in the 2006 endurance race on<br />

the Aprilia RSV1000R Factory.<br />

The Tuono V4 X is priced at<br />

41,500 dollars, roughly translating<br />

to R800k - yes that is a<br />

ridiculous amount of money,<br />

but if we had it, Aprilia could<br />

gladly take it!

NEWS<br />

DESK<br />

and resistance and in this respect<br />

it is placed between the<br />

well-known DLC coating (Diamond<br />

Like Carbon) and pure<br />

diamond. In contrast to the<br />

metal surfaces used so far, the<br />

coating with the ta-C industrial<br />

diamond does not wear off.<br />

At the same time, this type of<br />

coating also offers a drastically<br />

reduced friction coefficient.<br />

Thanks to excellent dry lubrication<br />

properties and the<br />

elimination of wear, the tetrahedral<br />

amorphous carbon<br />

coated rollers of the M Endurance<br />

chain offer maintenance<br />

comfort equivalent to that<br />

of a shaft drive motorcycle.<br />

This includes all the cleaning<br />

work that is unavoidable with<br />

a conventional chain due to<br />

splashed lubricant. Accordingly,<br />

the M Endurance chain<br />

also offers maximum environmental<br />

friendliness.<br />

The M Endurance chain in 525<br />

pitch is now available initially<br />

for the two 4-cylinder models<br />

BMW S 1000 RR and S 1000<br />

XR. The M Endurance chain<br />

is available as accessory or<br />

directly from the factory as<br />

an option. Further BMW Motorrad<br />

models are being prepared<br />

for this feature.<br />



Lubricating your chain was yesterday. Maintenance-free like<br />

the shaft drive for the first time.<br />

For more than 90 years, the<br />

maintenance-free, environmentally<br />

friendly and comfortable<br />

shaft drive has been<br />

one of BMW Motorrad’s immovable<br />

technical cornerstones.<br />

With the M Endurance<br />

chain, BMW Motorrad now offers<br />

a maintenance-free chain<br />

with comparable characteristics<br />

for the first time.<br />

Like previous X-ring chains,<br />

the M Endurance chain has<br />

a resident permanent lubricant<br />

filling between the rollers<br />

and pins, enclosed by X-rings.<br />

What is completely new, however,<br />

is that the previously<br />

necessary additional lubricant<br />

addition for the rollers and<br />

thus the familiar “chain lubrication”<br />

is no longer necessary,<br />

nor is any re-tensioning required<br />

from time to time due<br />

to the usual wear.<br />

This enormous gain in comfort<br />

was made possible by<br />

using a new coating material<br />

for the rollers: tetrahedrally<br />

amorphous carbon (ta-C),<br />

also known as industrial diamond.<br />

This coating is characterized<br />

by extreme hardness

NEWS<br />

DESK<br />

HRC<br />



TO BE OUT<br />

FOR UP<br />

TO THREE<br />

MORE<br />

MONTHS<br />

Title chances evaporate for<br />

Repsol Honda’s defending<br />

MotoGP champion.<br />

Reigning MotoGP champion Marc Marquez will<br />

be sidelined for up to three more months – potentially<br />

putting him out for the entire season – as<br />

he continues to recover from his broken upperarm<br />

sustained at Jerez 1.<br />

Marquez, 27, fractured his right humerus in the<br />

opening round of the delayed 2020 championship<br />

and attempted to ride at Jerez 2 just days<br />

after undergoing surgery, but sat out the race.<br />

Damage to the titanium plate prior to Brno<br />

meant that Marquez would be sidelined for an<br />

extended period, but it was expected he would<br />

be fit for Misano in mid-September.<br />

Instead, his earliest<br />

return will be mid-October,<br />

otherwise November.<br />

“There has been a lot of talk<br />

about Marc’s recovery and the<br />

various deadlines, but from<br />

the first day after the second<br />

operation we have said that<br />

the only objective that exists<br />

is for him to be 100 percent,”<br />

commented Repsol Honda<br />

team manager Alberto Puig.<br />

Marquez’s title chances have<br />

now evaporated completely,<br />

meaning he will lose the title<br />

for only the second time<br />

since stepping up to MotoGP<br />

in 2013. This year’s condensed<br />

season is scheduled to conclude<br />

on 20-22 November at<br />

Portimao, Portugal.<br />

Despite ongoing suggestion<br />

that Marquez could in fact be<br />

suffering from nerve damage<br />

at this point, Honda hasn’t<br />

confirmed that is the case.<br />

“The MotoGP world champion,<br />

together with HRC, have<br />

consulted with and compared<br />

the opinions of a number<br />

of specialists in regard<br />

to the injury to the humerus<br />

of the right arm,” a segment<br />

read. “As a result, all parties<br />

have decided to modify the<br />

planned recovery process.<br />

“The objective of both Marquez<br />

and the Repsol Honda<br />

Team is to return to the world<br />

championship when Marc’s<br />

arm has fully recovered from<br />

the serious injury that occurred<br />

in Jerez.<br />

“It is estimated it will take between<br />

two to three months<br />

before Marc can return to the<br />

RC213V. HRC has not set a<br />

grand prix for the return of the<br />

reigning world champion and<br />

will continue to report on the<br />

evolution of his recovery.”<br />

Source: cycleonline.com.au/

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

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

Photo: R. Schedl

MV RUSH 1000<br />


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is defined by the MV Agusta<br />

RUSH 1000.<br />

Currently, the MV Agusta<br />

RUSH 1000 is top priority<br />

on the production line to get<br />

these bikes to their rightful<br />

new owners!

Brad Binder first<br />

made his mark<br />

in Grand Prix<br />

racing in the<br />

Moto3 class in<br />

2016 where at<br />

the third round of the Moto3<br />

championship in Jerez, Spain,<br />

the South African won his<br />

first ever Moto3 race starting<br />

from last on the grid. Binder<br />

went on to win the Moto3<br />

World Title that year with 4<br />

races left in the season. It was<br />

something that made people<br />

think that this youngster<br />

might have what it takes to<br />

make it in the premier class<br />

one day.<br />

After winning the Moto3<br />

world championship Binder<br />

moved up to the intermediate<br />

Moto2 class with Red Bull<br />

KTM and had a difficult season<br />

as a result of breaking his<br />

arm in a crash during winter<br />

testing. In 2018 things started<br />

to go Binder’s way once<br />

again with the South African<br />

scoring his first win at the<br />

German Grand Prix. It would<br />

be the first win of many in<br />

the intermediate class. The<br />

first half of the 2019 season<br />

was difficult for Binder due<br />

to issues that KTM had with<br />

their 2019 Chassis and the<br />

introduction of the Triumph<br />

765 engines. At about the<br />

halfway point of the season<br />

KTM reverted back to their<br />

2018 Chassis and, just like<br />

that, Brad Binder was once<br />

again back to winning ways.<br />

By making up a large points<br />

deficit to the championship<br />

leaders Binder was able to<br />

finish only 3 points behind<br />

eventual championship winner<br />

Alex Marquez.<br />

After the two races in Jerez<br />

it was clear that while Binder<br />

was still learning the ropes<br />

of the big bikes, he had the<br />

talent and speed to become<br />

a top 10 regular on the KTM.<br />

The weekend of the Brno GP<br />

Brad seemed to have decent<br />

pace throughout the practice<br />

sessions and managed<br />

to qualify a brilliant 7th place<br />

for Sunday’s race.<br />

Binder got a relatively average<br />

start but managed<br />

to quickly find his way up<br />

the field after finding a gap<br />

around the outside through<br />

the first corner leaving him<br />

on the inside for Turn two. In<br />

an exclusive interview Binder<br />

showed that he is an experienced,<br />

calm and composed<br />

rider, saying that “the start<br />

was pretty chilled”. Binder<br />

then went around the outside<br />

of his KTM teammate<br />

Pol Espargaro to take fourth<br />


“In an exclusive<br />

interview with<br />

Rob Portman and<br />

Donovan Fourie,<br />

Brad Binder said<br />

“I’ve never gone into<br />

a race not planning<br />

on winning” and he<br />

proved that at Brno<br />

where he made the<br />

best of opportunities<br />

that came his way...”<br />

Shortly after that Binder<br />

passed the Aprilia Rider and<br />

brother to Pol, Aleix Espargaro<br />

to claim the first of three<br />

podium spots. The Flying<br />

Frenchman Fabio Quatararo<br />

was up next and Binder disposed<br />

of the two-time race<br />

winner with relative ease to<br />

put himself up into 2nd place.<br />

Brad Binder then began to<br />

hunt down race leader Franco<br />

Morbidelli like the predator<br />

that he is. After a few laps<br />

it was clear that Binder had<br />

far superior pace to the Italian,<br />

catching the Petronas<br />

Yamaha rider after only a few<br />

laps. Binder then made the<br />

pass that would change his<br />

life forever, the pass for first,<br />

and the rest as they say was<br />

history. Brad Binder went on<br />

to take what is already considered<br />

a famous victory<br />

by an impressive margin of<br />

more than five seconds and<br />

become the First South African<br />

to win in the premier<br />

class of MotoGP.<br />

In an exclusive interview<br />

with Rob Portman and Donovan<br />

Fourie, Brad Binder<br />

said “I’ve never gone into a<br />

race not planning on winning”<br />

and he proved that<br />

at Brno where he made the<br />

best of opportunities that<br />

came his way, capitalised on<br />

the tyre issues of others and<br />

was prepared to fight for<br />

the win if he had to. Binders<br />

win also says a lot, not only<br />

about him as a rider, but<br />

about the confidence he has<br />

in the KTM MotoGP project.<br />

After being with the KTM<br />

project since 2016 he has<br />

seen how they have grown<br />

and has realised that they<br />

are making phenomenal progress<br />

when you consider the<br />

relatively young age of the<br />

team. In the same interview<br />

Binder praised KTM for giving<br />

him a bike that he said<br />

surprised him throughout the<br />

race. In the interview Binder<br />

spoke very Highly of his team<br />

calling them “the most legendary<br />

crew ever.” Binder<br />

said that on the Friday he

wasn’t feeling comfortable<br />

on the bike and told his team.<br />

They set right to work fixing<br />

the problem and had it fixed<br />

before he went out on track<br />

for Saturday’s practice sessions<br />

and qualifying.<br />

Brad Binder along with<br />

many other riders that weekend<br />

expressed concern as<br />

they had no idea what would<br />

happen to the tyres in the<br />

last 8 laps. As we now know<br />

Binder had no major tyre issues<br />

towards the end of race<br />

and was able to easily<br />

manage and build<br />

on the gap that he<br />

had built. Binder said<br />

though, that he had<br />

misread his pit board<br />

as saying he had a half<br />

a second gap and not<br />

the five second gap<br />

that he actually had<br />

and so he kept pushing<br />

until the very end.<br />

The South African GP<br />

winner said that the<br />

last three laps of the Brno<br />

Grand Prix were in his view<br />

the three most perfect laps<br />

he had ever ridden. Binder<br />

also said that he told himself<br />

“Hey, chill out” in an attempt<br />

to stay composed towards<br />

the end of the race.<br />

Brad Binder has always<br />

been a rider who prefers to<br />

lead rather than follow because<br />

then he says he can be<br />

in control. Looking at him race<br />

it shows, with him being so<br />

comfortable at the front of all<br />

the races he has won throughout<br />

his career so far, but when<br />

talking about his Brno win the<br />

new king of KTM said he was<br />

on another planet and that<br />

it took him a while to realise<br />

that he had just won his first<br />

premier class Grand Prix. He<br />

did eventually realise though<br />

when he saw his brother, Darryn<br />

Binder, and the CIP Moto3<br />

team waiting at turn one and<br />

said to himself “Holy Sh!t, I’ve<br />

just won my first GP!”<br />

There are many things that<br />

are special about Brad Binder’s<br />

first premier class win but<br />

perhaps one of the most special<br />

for Binder is receiving the<br />

famous nod of approval from<br />

Mr MotoGP himself, Valentino<br />

Rossi. On Binders cooldown<br />

lap, after celebrating with his<br />

brother, the Doctor pulled up<br />

next to MotoGP’s newest winner<br />

and doffed his proverbial<br />

hat to the young South African<br />

showing that The Doctor<br />

approved of what had just<br />

happened. This is perhaps one<br />

of the biggest compliments a<br />

fellow rider could receive from<br />

Rossi. With Binder saying “It’s<br />

something I’ll never forget”<br />

What a lot of people have<br />

forgotten is that only two<br />

weeks before winning his<br />

first GP Binder had a massive<br />

high side going into<br />

the Jorge Lorenzo corner at<br />

Jerez with the bike then hitting<br />

him in the ribs. What this<br />

means is that Binder won<br />

his first GP while not fully<br />

fit which makes what he did<br />

that much more spectacular!<br />

“There are many things that are special<br />

about Brad Binder’s first premier class<br />

win but perhaps one of the most special<br />

for Binder is receiving the famous nod<br />

of approval from Mr. MotoGP himself,<br />

Valentino Rossi.”<br />

In the interview with Moto<br />

Rider World Brad Binder<br />

spoke about the Covid-19 situation<br />

and how that affected<br />

him as well as how he prepared<br />

himself for the 2020<br />

Season in terms of training.<br />

He said that when he first<br />

rode the GP bike it was crazy<br />

how much effort it took to<br />

ride the bike properly. When<br />

Covid-19 hit the riders had<br />

more time. Binder took that<br />

time and used it wisely while<br />

locked down in South Africa<br />

and says that he trained

harder than he has ever trained in<br />

order to be fit enough to ride the<br />

MotoGP bike regardless of the<br />

conditions that he might come<br />

across in the reshuffled 2020<br />

calendar. This showed during the<br />

two GP’s at Jerez where temperatures<br />

were significantly hotter<br />

than usual and so peak physical<br />

fitness was very important.<br />

The 2020 MotoGP season is<br />

shaping up to be one of the most<br />

unpredictable seasons in recent<br />

history due to the absence of<br />

the dominant force that is Marc<br />

Marquez and the lack of any one<br />

dominant rider now. With Brad<br />

Binder’s victory in Brno and his<br />

very mature ride to 4th place<br />

in what was a drama filled Austrian<br />

GP this past weekend he<br />

is now sitting in 4th place in the<br />

championship standings and the<br />

question has to be asked, Does<br />

the South African have a shot at<br />

the 2020 MotoGP world championship?<br />

In short, yes, but so do a<br />

number of other riders with a lot<br />

more experience than the rookie<br />

from Potchefstroom.<br />

Binder ended the interview<br />

with Rob Portman and Donovan<br />

Fourie by sincerely thanking<br />

everyone who had been supporting<br />

him over the years such<br />

as his parents, girlfriend etc. and<br />

went on to thank the South African<br />

fans for constantly cheering<br />

him on throughout his career.<br />

The interview with the newly<br />

nicknamed Giraffe King showed<br />

that while we as fans put these<br />

MotoGP superstars on a pedestal,<br />

they can still be normal, cool,<br />

down to earth guys.<br />

Nevertheless, Brad Binder’s victory<br />

at Brno united a country in a<br />

time when South Africa needed<br />

it. In the space of 45 minutes<br />

Brad Binder went from, that guy<br />

who rides bikes, to a MotoGP<br />

winner in the eyes of South Africans<br />

who had never, before that<br />

day, even heard of MotoGP.<br />

As a South African who is a<br />

true fan of the sport, I have had<br />

the privilege of watching Brad<br />

Binder make his way through the<br />

different classes, going toe to<br />

toe with the best motorcycle racers<br />

in the world and consistently<br />

beating them. Brad Binder may<br />

not win the 2020 MotoGP world<br />

championship, but it would be<br />

very difficult for anyone to argue<br />

that he is not a future MotoGP<br />


“Honestly, right now, I’m lost for words. I’ve<br />

dreamt of this since I was a little boy and<br />

today it came true. It is amazing to win my<br />

first GP [in MotoGP]. Thank you to everybody<br />

who supported me, and the whole team; they<br />

put an insane motorcycle beneath me today!<br />

I didn’t know if we could win but I knew we<br />

would have a go. It was the craziest ten laps<br />

of my life at the end. I was being as soft as I<br />

could. It was incredible. Unbelievable.”<br />



Brad Binder’s truly memorable<br />

ride into the history<br />

books and then his immaculate<br />

calm TV interview with<br />

Simon Crafar in the Brno pit<br />

lane afterwards made me<br />

smile. Memories of another<br />

great South African World<br />

Champion, the Brno road circuit<br />

and the apprenticeship<br />

as a Grand Prix reporter.<br />

Forty years ago, I travelled<br />

to report on the Czechoslovakian<br />

Grand Prix on the old<br />

Brno road circuit. It was my<br />

first season as a Grand Prix<br />

reporter, and I was keen, very<br />

keen, too keen. There was<br />

massive interest in the 350-<br />

cc race which was the penultimate<br />

round of the Championship.<br />

It was a fight between<br />

the toughest Grand Prix rider<br />

I have ever met, South African<br />

Jon Ekerold and the talented<br />

German Toni Mang. Privateer<br />

Ekerold arrived at the 10.920<br />

kms road circuit on a sweltering<br />

afternoon with a 14-point<br />

lead in the Championship. It<br />

was not easy for a South African<br />

to get a visa to race in<br />

Czechoslovakia.<br />

His two Bimoto Yamaha<br />

mechanics had been refused<br />

entry and he only managed<br />

to get a precious visa because<br />

he had inherited a Norwegian<br />

passport from his father.<br />

Ekerold looked so much<br />

the likely World Champion<br />

as he trailed leader Mang<br />

through the villages, corn<br />

fields and forest. Suddenly<br />

the Champion elect started<br />

to slow, which we discovered<br />

later was with a broken piston<br />

ring. He limped home in<br />

tenth place, with Mang’s victory<br />

ensuring the pair would<br />

go into the final round in<br />

Germany on equal points.<br />

I was first there with pen<br />

and notebook in hands as Ekerold<br />

limped into the pits and<br />

took off his helmet. Others<br />

with a bit more experience<br />

and nouse than the novice<br />

waited for the dust to settle.<br />

I had dived in as Jon was<br />

still removing his helmet with<br />

a breathless enquiry about<br />

why he had slowed and how<br />

he felt about not winning<br />

the World title. His reply was<br />

unprintable, and he made it<br />

very clear what he thought<br />

about me.<br />

A week later I drove to an<br />

iconic venue for the final<br />

round of the 350 cc World<br />

Championship. The Nürburgring<br />

road circuit nestling in<br />

the Eifel mountains was on<br />

its last legs. As I drove into<br />

the paddock Jon Ekerold was<br />

waiting for me at the gate.<br />

I was ready for another ear<br />

bashing but instead he apologised<br />

for his outburst, said<br />

he was out of order and I was<br />

only doing my job and shook<br />

my hand. He then went out<br />

to produce a ride of pure genius<br />

and guts that you had to<br />

be there to appreciate.<br />

His victory over Mang<br />

brought him that World title<br />

and left me with memories I<br />

will never forget. His last lap<br />

between the trees and barriers<br />

that lined the 22.835 kms<br />

deteriorating surface was one<br />

of the greatest single laps I<br />

have ever witnessed. His last<br />

lap would have qualified him<br />

in second place on the 500cc<br />

grid and his race time would<br />

have placed him fourth in the<br />

500cc race.<br />

Onto Austria on Sunday and<br />

I loved both the old Salzburgring<br />

and in recent years to<br />

the similar picturesque location<br />

of the Red Bull Ring. The<br />

Salzburgring was special especially<br />

watching those 500cc<br />

grand prix motorcycles at<br />

such a high speed. It was the<br />

ultimate amphitheatre for riders<br />

to show not only skill but<br />

so much nerve and courage.<br />

A little Alpine stream used<br />

to trickle between the trees<br />

past the media centre and a<br />

family ran the communication<br />

service, charging extortionate<br />

prices. Upset Mother, Father<br />

and especially Daughter and<br />

there was no chance of copy<br />

being filed.<br />

In 1983 Kenny Roberts was<br />

fighting like a true champion<br />

to win back the World title he<br />

had last won three years earlier.<br />

It was a crucial sixth round<br />

of his fight with Freddie Spencer<br />

at the Salzburging. I had<br />

organised with Yamaha that<br />

if he won, the presenter back<br />

in London could interview him<br />

live for BBC Radio at the end<br />

of his victory lap on the finish<br />

line before he went to the<br />

podium. Kenny completed his<br />

part of the deal perfectly. A<br />

classic six second win over Eddie<br />

Lawson and he stopped in<br />

front of me, took off his helmet<br />

and put on the headphones<br />

ready to speak to the BBC.<br />

Unfortunately, the people<br />

back in London had not<br />

grasped the situation. Instead<br />

of coming straight to<br />

Kenny they asked him if he<br />

would mind waiting a couple<br />

of minutes because they<br />

were doing a cricket round<br />

up around the county club<br />

grounds. Kenny may have<br />

just completed 131.440 kms<br />

at over 190 kph but he never<br />

lost that wicked sense of humour.<br />

He asked them if that<br />

was the same game of cricket<br />

in which the match can<br />

last five days and still end in a<br />

draw. Kenny waited, the rostrum<br />

ceremony waited and<br />

eventually the interview with<br />

the winner was completed.<br />

Four decades later and I am<br />

still learning.

Beirer started the interview<br />

by addressing the journalists,<br />

saying “I don’t know<br />

what to say, as you can imagine<br />

I’m still smiling from Sunday”<br />

referring to Sunday’s fantastic win for<br />

the Austrian manufacturer. He went<br />

on to say how proud he was of the<br />

KTM MotoGP project because they<br />

started with nothing, to a design, to a<br />

bike that wasn’t competitive, to now,<br />

becoming a team that has won a MotoGP<br />

race and which appears to be<br />

more competitive than ever.<br />

The first question asked by one of<br />

the eager journalists raised the topic<br />

of whether or not KTM is ready to<br />

lose their concessions (Concessions<br />

being the special privileges that newer,<br />

less competitive teams are given<br />

to help bridge the gap to the bigger<br />

teams). This is an interesting question,<br />

because now that KTM is becoming<br />

a more serious threat to the<br />

podium regulars, the loss of concessions<br />

is something that the Austrian<br />

factory will have to consider.<br />

Beirer said that he had not even<br />

thought about the fact that KTM<br />

might lose their concessions but<br />

made it very clear that if it were to<br />

happen, he and KTM would take it<br />

as a compliment. It would show that<br />

they have reached the level of competitiveness<br />

that they aimed to reach<br />

at the beginning of the project.<br />

Beirer goes on to say that KTM are<br />

ready to lose their concessions and<br />

that it would not affect them very<br />

much. Beirer then mentions that despite<br />

the win from premier class rookie,<br />

Brad Binder, at Brno, the target<br />

stays the same. Their target, he says,<br />

is to have more than one bike in the<br />

top 10 positions come the chequered<br />

flag on a Sunday. More specifically<br />

though, to achieve this goal not because<br />

people have crashed in front of<br />

them, but rather because they have<br />

the pace to run in those positions,<br />

and fight to stay in those positions.<br />

The next question asked was about<br />

the fact that over the last 3 years<br />

KTM seemed to have been making

small, incremental improvements<br />

with each new version of the RC-16.<br />

However, it seems that they have now<br />

made a huge step forward in the performance<br />

and rideability of their bike.<br />

Pit replied by saying that over the last<br />

few years they have been criticized<br />

for building a bike that only Pol Espargaro<br />

could ride,<br />

with critics saying<br />

that Espargaro was<br />

risking his life for the<br />

Austrian factory. He<br />

acknowledged that<br />

this is partially true,<br />

which is why he<br />

has a lot of respect<br />

for Pol Espargaro.<br />

He said, “the Target<br />

from the beginning was to build a<br />

bike which is ridable not for one rider<br />

but for more riders”.<br />

Beirer goes on to say that he has<br />

never been disappointed with the<br />

performance of their bike, because<br />

at every stage of its development<br />

they were as fast as they could have<br />

been. At the end of 2018, KTM made<br />

the decision to stop the process of<br />

bringing small upgrades that make<br />

small differences to almost every race<br />

weekend. Rather, KTM began the development<br />

of the 2020 bike as early<br />

“The target from the<br />

beginning was to build a bike<br />

which is ridable not for one<br />

rider but for more riders”.<br />

as possible in 2019 so that their 2020<br />

bike would be a much bigger step up.<br />

Pit Beirer said that after a lot of testing<br />

with the test riders Dani Pedrosa<br />

and Mika Kallio, they could see that<br />

the 2020 bike was better.<br />

Then the Coronavirus hit the world.<br />

Beirer said that he constantly had to<br />

convince the board of directors, the<br />

team and the riders that the new bike<br />

was better and that they would see<br />

this as soon as racing got under way.<br />

After the performances, we’ve seen<br />

so far out of KTM at Jerez, Brno and<br />

Red Bull Ring, I think it’s fair to say<br />

that he was right.<br />

The next journalist, like all the others<br />

before, congratulated Pit on<br />

KTM’s first win. They went on to ask<br />

how big of a role Dorna (the owners<br />

of MotoGP) had played in KTM’s journey,<br />

apart from all the hard work that<br />

KTM put into the project. Pit responded<br />

with a small chuckle and said that<br />

a few years ago you could have been<br />

two seconds off the pace and still<br />

pick up a point. Now however, things<br />

have become a lot more competitive,<br />

and one second can cover 20 riders.<br />

It is thanks to the rules that Dorna<br />

have implemented over the years that<br />

this has happened. Beirer goes on to<br />

say that Dorna have set up the rules<br />

in such a way to allow each manufacturer<br />

to build a unique bike. A bike<br />

that captures the essence of the project<br />

and allows for some individuality<br />

but, at the same time have kept the<br />

rules strict enough so that no one<br />

team can massively outperform another.<br />

He also mentions that Dorna<br />

gave them a very warm welcome into<br />

the MotoGP.<br />

It is done that way so that the racing<br />

is more about the rider than the<br />

bike. That being said though there are<br />

definitely some bikes that are superior<br />

to others. Take Honda and Aprilia<br />

for example.<br />

The next Question raised is, in my<br />

opinion, a rather interesting one. The<br />

journalist asks Beirer how many testing<br />

days they had planned for the<br />

season and asked whether or not the<br />

Coronavirus outbreak had affected<br />

their plans. He replied by saying that

“He is a<br />

prototype of a<br />

special racer,<br />

we love him”.<br />

the Austrian Factory try to go testing once a<br />

month under normal circumstances. Now personally<br />

I had no idea that KTM were allowed<br />

to test that much. Beirer said that they went<br />

two months without testing but that KTM are<br />

at the level where they don’t need the extra<br />

testing and can cope with a stricter testing<br />

schedule like the bigger teams.<br />

KTM and Aprilia are the two newest manufacturers<br />

to MotoGP and so it is interesting<br />

to compare their progress so far. When answering<br />

a question about whether or not KTM<br />

feels like they are better than Aprilia Beirer responded<br />

firmly saying that “there are no bad<br />

bikes or bad riders in MotoGP” and went on<br />

to say that KTM were making waves in the<br />

smaller classes and were invited to show what<br />

they could do in the premier class. But there<br />

is no substitute for experience and KTM have<br />

slowly been accumulating data so that each<br />

year they become better and better.<br />

The next journalist asked whether or not it<br />

felt more special to win with a rider who had<br />

been through the different world champion-<br />

ship classes with KTM (Brad Binder).<br />

Pit replied that he had two hearts on<br />

the subject. On one hand, purely because<br />

of the dedication and time that<br />

he put into the project, Pol Espargaro<br />

should have been the rider to get<br />

KTM’s first win because “in bad and<br />

good days he was fighting like a lion<br />

for us” He goes on to say that on the<br />

other hand to win with Brad Binder<br />

is the nicest thing you can reach as a<br />

race team and sport manager. “it was<br />

a huge satisfaction to do it with Brad”<br />

Beirer Said. Beirer also said that breaking<br />

into Moto2 was difficult as it is a<br />

highly competitive class, but he plead<br />

with KTM’s board of directors to do<br />

it so that they didn’t lose their world<br />

champion from Moto3. Now, while Pit<br />

Beirer never actually says Brad Binders<br />

name, it’s rather heavily implied<br />

that he is talking about Binder.<br />

Rob Portman from Moto Rider<br />

World then got his turn to talk and<br />

asked what exactly Brad had brought<br />

to the KTM MotoGP project. Beirer<br />

made it very clear that you can’t develop<br />

a bike with a rookie and that<br />

not until this year have KTM had a<br />

bike that was ‘rookie friendly’ so Brad<br />

Binder came into the team at a good<br />

time. He also says that Binder is an<br />

experienced rider and as a result is<br />

capable of telling the team what he<br />

needs in order to make the most of<br />

what the KTM has to offer. According<br />

to Pit, from the beginning Binder<br />

said that he liked the bike and that at<br />

Jerez, Brad was sure that KTM had<br />

the best package of any other team.<br />

Pit Beirer then said something that<br />

will make all South African motorsport<br />

fans burst with pride. When referring<br />

to Brad Binder, Pit said “He is a prototype<br />

of a special racer, we love him”.<br />

Beirer also said that Brad can be two<br />

people, he is a gentle, nice and relaxed<br />

guy and that if you look at Brads parents<br />

that makes sense because that is<br />

what his family is like. When it comes<br />

down to business though, Brad is a<br />

fighter like no other and will always<br />

give everything that he has.<br />

Throughout the Interview Pit gives<br />

some amazing insight into the workings<br />

of the KTM MotoGP project and<br />

says some amazing things about the<br />

young man from Potchefstroom. I’m<br />

sure that there will be many more of<br />

these comments coming in the future<br />

as Brad Binder and KTM continue to<br />

build on their momentum from Brno.

Congratulations to Brad Binder and the Red Bull KTM Factory<br />

Racing Team who captured their first win at the Czech MotoGP.<br />

This historic victory marked the first premier-classwin for both<br />


She’s expensive<br />

Even if you say it quickly,<br />

R499,000 is a lot of money,<br />

making the Brutale 1000RR<br />

the most expensive naked<br />

bike on the market. Ducati’s<br />

Streetfighter V4 S, arguably<br />

MV’s closest competition,<br />

also comes with semi-active<br />

Öhlins suspension and<br />

205bhp but is under 400k at<br />

R359,500, and Aprilia’s Tuono,<br />

also with semi-active suspension,<br />

is even cheaper at<br />

R315,000. Yes, you could argue<br />

the MV has more exclusivity<br />

and that with all its carbon<br />

and other goodies, is the<br />

most eye-catching. But the<br />

Ducati is also new for 2020<br />

as well as R139,500 cheaper.<br />

“The new mv Brutale 1000RR is the<br />

most advanced mv to date, and its<br />

titanium rodded engine now wants<br />

to rev higher and create even more<br />

power: a quoted 205 Italian horses.”<br />

Meanwhile, MV dealers up<br />

and down the country will be<br />

saying, you’re buying into the<br />

image, brand and exclusivity.<br />

If you want a Rolex, you must<br />

pay Rolex money.<br />

Power and torque<br />

It’s crazy to think that if you<br />

don’t’ have over 200bhp in<br />

the super naked class then<br />

you’re turning up to a gunfight<br />

with a knife. MV has really<br />

pushed the boundaries<br />

with the 998cc Brutale now<br />

producing a quoted 205bhp<br />

at 13,000rpm. To put that in<br />

perspective, the new MV is<br />

on par with Ducati’s Streetfighter,<br />

which, remember, has<br />

a larger capacity (1103cc) and<br />

way ahead of Aprilia’s Tuono,<br />

which produces ‘just’ 173bhp.<br />

Where do I start with the<br />

dramatic MV Agusta Brutale<br />

1000RR? It looks like it’s doing<br />

a million miles an hour stood<br />

still. I can’t remember a recent<br />

bike that is so dramatic, individual<br />

and, perhaps because<br />

it says MV Agusta on the fuel<br />

tank, exclusive. I spent nearly<br />

a week with the MV yet was<br />

still admiring it and finding<br />

new parts to fall in love with<br />

when I gave it back. From the<br />

front, the distinctive Porschelike<br />

headlights mean it’s immediately<br />

identifiable as a<br />

Brutale. The cut away rear<br />

seat section featuring fourprotruding<br />

silencers and a<br />

sculpted swing-arm combine<br />

to make one of the best rear<br />

ends on the market… But, like<br />

everything exclusive and Italian,<br />

the MV comes at a price<br />

– an eye-watering R499,000.<br />

It’s not just about the looks,<br />

though. The new MV Brutale<br />

1000RR is the most advanced<br />

MV to date, and its titanium<br />

rodded engine now wants to<br />

rev higher and create even<br />

more power: a quoted 205<br />

Italian horses. I couldn’t wait<br />

to find out if the 2020 Brutale<br />

went as fast as it looks,<br />

which is why we headed to<br />

Italy to find out both on road<br />

and track, flicking between<br />

Pirelli road and slick tyres to<br />

get a real flavour for this Italian<br />

beauty. Yes it’s a tough job<br />

but someone has to do it.

That relatively small 998cc<br />

capacity and the inherent engine<br />

characteristics of an inline<br />

four-cylinder mean that<br />

maximum torque – 116.5Nm<br />

at 11,000rpm – is reasonably<br />

high in the rev range,<br />

and only bettered by larger<br />

capacity bikes in this category.<br />

In comparison to other<br />

1000cc naked machines, it’s<br />

way ahead.<br />

MV has achieved this impressive<br />

output through a<br />

series of engine improvements,<br />

the main and the<br />

most expensive being the<br />

introduction of titanium<br />

conrods, which allow the<br />

engine to spin faster and<br />

higher. There are also new<br />

valve guides and camshafts,<br />

which allow new timings on<br />

both the exhaust and intake<br />

valves. Lubrication has been<br />

improved, and the amount of<br />

oil needed for the engine has<br />

been reduced.<br />

The screaming inline-four<br />

now breathes via a new airbox<br />

which is fed from longer<br />

air-intakes. And the tuned engine<br />

now releases its gases via<br />

a stunning four-into-one into<br />

exhaust system which is made<br />

in partnership with Arrow.<br />

There’s new ride-by-wire fuelling<br />

with double injectors and<br />

four rider modes (Sport, Race,<br />

Rain, and a Custom mode).<br />

Time to ride<br />

Thankfully the four-into-one<br />

then back-into-four exhaust<br />

sounds as good as it looks.<br />

MV doesn’t know how to<br />

make a bike sound dull. It’s<br />

passed Euro-4 homologation<br />

yet sounds fantastic. At<br />

low rpm there is a distinctive<br />

burble, it sounds mechanical,<br />

soulful and very Italian, not<br />

bland or near-silent like some<br />

Japanese bikes. On large<br />

throttle openings, from low<br />

in the revs you can hear the<br />

air-box breath, you can feel<br />

it gasp for air, ready to fire<br />

you forward. Dance on the<br />

fluid and fast up-and-down<br />

quick-shifter, get the revs<br />

building, and boy does the<br />

RR let out a scream. The MV<br />

loves to rev, maximum power<br />

is at 13,000rpm, but will continue<br />

revving a little more. I’d<br />

forgotten how much in-line<br />

four-cylinder machines enjoy<br />

“At low rpm there is a distinctive<br />

burble, it sounds mechanical, soulful<br />

and very Italian, not bland or nearsilent<br />

like some Japanese bikes.”

evs and, now with lighter internals<br />

like titanium rods and<br />

less friction from new pistons,<br />

this one is more than willing<br />

to sing a high-revving chorus.<br />

However, there is a flip side<br />

to all this, and that is the lack<br />

of drive and torque lower<br />

down in the rev range. Below<br />

6000rpm there isn’t a<br />

lot going on and the party<br />

doesn’t really get started<br />

to 8000rpm. Yes, it will pull<br />

away cleanly from low in the<br />

rpm, but not with any real urgency<br />

and it feels laboured.<br />

For rapid acceleration<br />

from low speed, exiting<br />

a low corner, or for<br />

a quick overtake past<br />

slow-moving vehicles,<br />

you need to flick back a<br />

gear or two.<br />

Thankfully the gearbox<br />

in partnership with<br />

the up-and-down quickshifter<br />

is effortless and<br />

smooth, but on a few<br />

road occasions I felt<br />

short-changed and wished<br />

I’d flicked back another gear<br />

or maybe two. Not ideal for<br />

the road. While I’m knocking<br />

myself off the MV Christmas<br />

party list, the fuelling is okay<br />

but not perfect, which is what<br />

you’d expect for a 499-grand<br />

bike. Race mode is too way<br />

too sharp and aggressive for<br />

the road, and Rain feels like<br />

you’re towing a caravan. MV<br />

has historically had niggles<br />

with fuelling, and this has improved<br />

hugely over the years,<br />

and their fuel injection has<br />

improved on every model I’ve<br />

ridden, but so has the competition,<br />

for whom fuelling isn’t<br />

even an issue.<br />

Arguably, this F4 Superbikebased<br />

café racer, complete<br />

with bar-end mirrors, was<br />

never intended to for meandering<br />

about on or even for<br />

commuting into town. Instead,<br />

tuck in, lie on the tank<br />

and make it scream. On track,<br />

you shouldn’t really let the<br />

revs drop below 8000rpm.<br />

Simply keep it pinned and ride<br />

it like a 600 by only changing<br />

gear when you venture near<br />

the rev-limiter.<br />

When the revs are in the<br />

top third of the range, this<br />

is one fast naked. 200bhp<br />

was enough to win in British<br />

Superbike a few seasons<br />

ago, now it’s driving a an unfaired<br />

road bike. And when<br />

you ride it hard acceleration<br />

doesn’t seem to tail off, it just<br />

keeps revving and accelerating.<br />

Even when you tap into<br />

top it shows no sign of tailing<br />

off. Occasionally I was seeing<br />

265-270kph on the fullcolour<br />

digital speed and still<br />

accelerating, revs still rising.<br />

Mind you, it’s not easy to<br />

see the updated TFT dash<br />

because they are too close to<br />

the fuel cap, angled up and<br />

hard to read. The dropped<br />

bars, however, work perfectly<br />

at high speeds, and you can<br />

get really tucked in, arse up<br />

against the sculpted pillion<br />

seat, with toes on pegs. Even<br />

at 240kph it was bearable,<br />

which is what you can’t say<br />

on most hyper-naked bikes.<br />

“200hp was enough to win in British<br />

superbike a few seasons ago, now it’s<br />

driving an unfaired road bike. And<br />

when you ride it hard acceleration<br />

doesn’t seem to tail off, it just keeps<br />

revving and accelerating.”<br />

Handling<br />

Like the engine, there are<br />

two stories to the chassis<br />

and handling. Historically MV<br />

has always scored highly in<br />

the handling stakes, especially<br />

on the track, but have<br />

been let down in real world<br />

performance on the road. It’s<br />

a similar story for the new<br />

2020 Brutale RR, despite being<br />

more user friendly than<br />

ever (if you can call a naked<br />

205bhp superbike ‘friendly’).<br />

It’s still harsh on the road.<br />

Even in the softest mapping

Sport mode, the Öhlin’s semiactive<br />

suspension is harsh,<br />

especially the rear. The front<br />

isn’t too bad – there is the<br />

odd jolt over large imperfections<br />

– but the rear is noticeably<br />

harsh. This may be exacerbated<br />

by the narrow seat,<br />

or the lack of travel/sag in<br />

the rear shock – either way it<br />

causes uncomfortable jolting<br />

over bumps. I opted to soften<br />

the settings via the custom<br />

mode, which can be done on<br />

the dash, or via your phone<br />

using the MV Ride App. But<br />

again, even with the suspension<br />

softened, the rear was<br />

improved but still occasionally<br />

harsh and firm. On billiard<br />

table-smooth surfaces, up in<br />

the mountains on stunning<br />

roads which surround Mount<br />

Etna, it is not a problem. But<br />

in town, on poorly surfaced<br />

roads, it became a painful issue.<br />

Even on the motorway,<br />

I had to occasionally lift my<br />

bum off the seat to ease the<br />

pain whilst crossing poor<br />

over-banding on bridges.<br />

Again, you could reason that<br />

few owners will be riding a<br />

new R499k MV around town,<br />

and that it belongs on mountain<br />

passes and fast smooth<br />

roads. And yes, the front-end<br />

feeling is good, there’s a nice<br />

connection and feel as you<br />

roll into a corner. The racy,<br />

dropped bar position feels<br />

more natural at speed, and<br />

encourages you to hang off<br />

the inside. But then you hit a<br />

series of bumps and the rear<br />

jolts and you lose the confidence<br />

to push on, despite<br />

the excellent rider aids keeping<br />

you safe.<br />

On the track, where the surface<br />

is consistent and bumps<br />

are kept to a minimum, the<br />

MV comes together. It works.<br />

You can even flick into Race<br />

mode, which gives even more<br />

suspension support.<br />

On track the new Brutale is<br />

in its element and feels like a<br />

race bike with the bodywork<br />

removed. Ground clearance<br />

is huge, the dropped bars allow<br />

you to hang off naturally,<br />

knee brushing every apex.<br />

That huge power combined<br />

with taught suspension<br />

means the bike feels alive,<br />

though never unstable, even<br />

at very high speeds. There is<br />

a little movement in the bars,<br />

but nothing alarming which<br />

is impressive for a bike with<br />

a short wheelbase and so<br />

much drive.<br />

You sit more in the bike, out<br />

of the wind, and it’s less physical<br />

than most naked bikes –<br />

the best compliment I can bestow<br />

is that it feels and handles<br />

like a race bike with the bodywork<br />

removed. Everything<br />

works: peg positions, rear seat<br />

hump… you can really tuck in<br />

carry enormous corner speed<br />

with no fear of understeer like<br />

some naked bikes which push<br />

the front. Excellent.<br />

Time to stop<br />

All the ingredients are there:<br />

huge grip generated by Pirelli<br />

rubber, high quality Öhlins<br />

43mm semi-active forks, and<br />

the very latest Brembo Stylema<br />

Monobloc 4-piston calipers<br />

grabbing 320mm discs,<br />

all backed up with cornering<br />

ABS. On the road, just a brush<br />

of the span adjustable lever<br />

is enough to haul it up with<br />

precision and feel, but on the<br />

track the ABS is too intrusive<br />

and the re-intervention of<br />

the brakes is too slow. On the<br />

road, in protective jacket and<br />

jeans, I never really pushed<br />

on hard enough to test the<br />

stoppers, and I had no complaints.<br />

But on track, the ABS<br />

didn’t match the ‘high-tech’<br />

feel of the rest of the bike.<br />

On the track, braking from<br />

260kph plus down to 80kph<br />

or less and the ABS was too<br />

intrusive and inconsistent.<br />

Sometimes there was a faint<br />

judder or pulsing in the lever,<br />

occasionally when a few<br />

bumps were thrown in to test<br />

the set-up is was a little more.<br />

I wanted to brake deep into<br />

the apex, trailing the brakes<br />

but the ABS, with this inconsistency,<br />

wouldn’t allow me<br />

to do this.

Rider aids keeping the wheels inline.<br />

As expected and in line with the<br />

competition, a 6-axis IMU now sits at<br />

the heart of operations, and communicates<br />

with the traction control and<br />

ABS braking. There are 8 -levels of<br />

TC, which can also be de-activated,<br />

again via the dash or your phone on<br />

the MV app. MV now call their antiwheelie<br />

‘front lift control’, and is remarkably<br />

similar. However, rather than<br />

dramatically cutting the power when<br />

the front wheel lifts from the road/<br />

track, it will now hover slightly, or the<br />

forks will extend dramatically, power<br />

is reduced to ‘hold’ the wheelie, or lift<br />

rather than dramatically cutting the<br />

power, causing pitching as the front<br />

drops back to the track. There is also<br />

launch control as standard, plus that<br />

up-and-down quick-shifter and cruise<br />

control on the right bar.<br />

The rider aids, particularly the traction<br />

control, are excellent. On track,<br />

you don’t ‘feel’ them working, which<br />

is usually an indication of a smooth<br />

system. It’s worth noting that on track<br />

we ran Pirelli slicks and, on the road,<br />

conditions were perfect, this time<br />

grippy Pirelli Diablo Rosso tyres doing<br />

the work. It will be interesting to<br />

see how the rider aids perform in less<br />

than favourable conditions in winter.<br />

And as mentioned before, the fullcolour<br />

TFT dash is lovely to look at<br />

and reasonably easy to navigate, but<br />

on the move too close to the rider,<br />

and reflects the sunlight badly. This<br />

also makes it hard to see which mode<br />

you’re in and how much TC you’ve<br />

added or removed.<br />

The new Brutale 1000 RR is sold out<br />

worldwide and the one-and-only unit that<br />

did make it into SA has been delivered.<br />

Verdict<br />

There is so much to love and appreciate<br />

about MV Agusta’s new Brutale<br />

1000RR. The styling, for starters, is<br />

unique and sculpted like a work of art.<br />

It’s exotic, and owners will be buying<br />

into a unique brand.<br />

It is certainly the best MV Brutale to<br />

date with huge power and is thrilling<br />

engine performance towards the last<br />

third of the rev range. It handles like<br />

a race bike without bodywork, and<br />

the rider aids are the finest to grace<br />

an MV to date. On track it is wonderful<br />

to ride – exciting and involving –<br />

but there are drawbacks. On the road<br />

the rear is too harsh, even when you<br />

soften the electronic Öhlins suspension,<br />

the fuelling is a little harsh and<br />

the TFT dash, though attractive, is<br />

too close to the rider. And we’ve not<br />

mentioned the price. Yes, we always<br />

expect an MV to be slightly more than<br />

the competition, but close to R190k<br />

more than an Aprilia Tuono is a big<br />

pill to swallow.<br />

So yes, there is a lot to applaud. MV<br />

have clearly done their homework,<br />

and have made a stunning-looking<br />

naked that works superbly on the<br />

track. Would I love to own one? Yes,<br />

but only for long enough to make my<br />

friends envious. Would I purchase one<br />

over the cheaper, more road focused<br />

road competition? Sorry, no.<br />


New price R499,000<br />

Capacity 998cc<br />

Bore x Stroke 79 x 50.9mm<br />

Power 205bhp @13,000rpm<br />

Torque 116.5Nm @11000rpm<br />

Wheelbase 1415mm<br />

Seat height 845mm<br />

Dry weight 186kg

Honda’s vision of building a<br />

superbike for the masses to<br />

enjoy had been commended<br />

by the overall public - a<br />

superbike for all to enjoy. It<br />

was a bike that had qualities<br />

both out on the road and on<br />

the track. Honda’s please-all<br />

approach had worked and<br />

this showed in bike sales<br />

across the world.<br />

Slowly but surely though,<br />

as their competitors released<br />

faster, more advanced<br />

machines, the Honda<br />

superbike public started<br />

taking note and those “Fire-<br />

Blade” privileges and bragging<br />

rights soon became a<br />

thing of the past, replaced<br />

with comments of shame<br />

and embarrassment instead.<br />

Honda’s approach of a ‘superbike<br />

for the masses’ to<br />

enjoy out on the road with<br />

good track abilities had hit<br />

its sell by date, and Blade<br />

fans held signs up in protest<br />

for a new machine; one that<br />

would bring their success<br />

and bragging rights from on<br />

the track in MotoGP to their<br />

KEY SPECS:<br />

ENGINE: 999cc, DOHC, liquid-cooled<br />

inline-four; 4 valves/cyl.<br />

BORE & STROKE: 81mm x 48.5mm<br />

MAX POWER: 201hp @ 14,000rpm<br />

MAX TORQUE: 108Nm @ 12,500rpm<br />

SEAT HEIGHT: 831mm<br />

WHEELBASE: 1455mm<br />

kerb weight: 201kg<br />

PRICE (EST): R380,000 base (est)<br />

R480,000 SP (est)<br />

*Power figures as per our dyno test

I had to keep reminding<br />

myself I was not Marc<br />

Marquez, even though<br />

the RR-R made me feel<br />

just like him.<br />

lips at a local track day or<br />

breakfast run.<br />

In the hands of the unassuming,<br />

general rider it was<br />

a hit, but to the track nutter<br />

wanting bragging rights it<br />

was lacking.<br />

They wanted to be able<br />

to adorn their bike with the<br />

famous wings logo with<br />

pride, rather than parking<br />

a mile away not to be seen<br />

and avoid all the verbal and<br />

shameful abuse. ‘Honda gives<br />

you wings’ was a great catch<br />

phrase, but that’s where it<br />

ended. Now, with the new<br />

FireBlade, it’s rather, Honda<br />

gives you wings to sore higher<br />

and faster than before.<br />

Fast forward to what seems<br />

like an eternity of hearing<br />

about a new FireBlade model<br />

coming and finally Honda’s<br />

fans can shout proudly once<br />

“But, as they say here in SA “a<br />

boer maak n ‘plan” and that’s<br />

exactly what Riaan Fourie and<br />

his team from Honda SA did.”<br />

again. I was lucky enough<br />

to have been the first journo<br />

in the country to sample<br />

the new machines a few<br />

months back. Both the new<br />

CBR1000RR-R and RR-R SP<br />

models blew me away with<br />

their new-found speed and<br />

sophistication. More power<br />

than ever before and a new<br />

aggression that had been<br />

lacking on previous models.<br />

The bikes were sublime, but<br />

I did have a few gripes, the<br />

biggest being the fact that<br />

the base RR-R model didn’t<br />

come standard with a quickshifter<br />

or autoblip. I mean,<br />

really? It’s 2020, how the<br />

hell does a big manufacturer<br />

like Honda release a R350k<br />

plus new weapon without a<br />

quickshifter and autoblip?<br />

It has just about everything<br />

else on – from riding modes<br />

to a 6-axis IMU – but they<br />

couldn’t see fit to just add<br />

a quickshifter and autoblip?<br />

Shame on you Honda!<br />

As they say here in SA “a<br />

boer maak n ‘plan” and that’s<br />

exactly what Riaan Fourie and<br />

his team from Honda SA did.<br />

They did their homework and

a bit lazy, think mainly<br />

down to fueling, but once<br />

it gets going there is not<br />

much out there right now<br />

that will compete with it<br />

- yes, the FireBlade could<br />

very well now be the fastest<br />

production bike on<br />

the market – haven’t been<br />

able to say that for a very<br />

long time now have we?<br />

The quickshifter and autoblip<br />

just adds even more<br />

flavour to the delicious<br />

ride the RR-R offers, and<br />

it helped smoothen out<br />

gear shifts that did feel a<br />

bit hesitant from the gearbox<br />

on the RR-R in the<br />

first test I did. It’s 2020<br />

Honda, using a clutch to<br />

change gears is a thing of<br />

the past and I suggest you<br />

listen to the team here at<br />

Honda SA who know the<br />

importance of having one<br />

fitted from standard.<br />

While Honda have manged<br />

to give their new production<br />

superbike machine<br />

plenty more power,<br />

they’ve also managed to<br />

keep the core of what has<br />

made it such a hit with<br />

fans around the world over<br />

the years, that being that<br />

oh-so-sweet handling and<br />

easy to operate and understand<br />

chassis. Although,<br />

they have made it a little<br />

less accommodating for<br />

taller riders, with the new<br />

higher pegs and slightly<br />

more racy, lower bars. This<br />

listened to what I had to say<br />

after that first test, slamming<br />

them for not having a quickshifter<br />

and autoblip, and also<br />

the fact that the gearing felt<br />

way too long. So, “the boer”<br />

made a plan and fitted shorter<br />

gearing, a genuine Honda<br />

quicksfiter with autoblip capabilities<br />

(which would have<br />

been an optional extra for<br />

customers) as well as some<br />

very cool looking original<br />

HRC carbon fiber bits to the<br />

base RR-R homologation<br />

model they have here in SA.<br />

He then invited myself, along<br />

with other journos to come<br />

out to Redstar Raceway and<br />

sample the new updated “SA<br />

Spec” RR-R.<br />

It didn’t take long for me to<br />

be grinning from ear to ear in<br />

my Scorpion helmet, screaming<br />

in pure delight, with a bit<br />

of fear thrown into the mix.<br />

“This thing is stupid fast, and with<br />

the now shorter gearing it pulls<br />

harder than ever before and<br />

carries that speed effortlessly.”<br />

This thing is stupid fast, and<br />

with the now shorter gearing<br />

it pulls harder than ever before<br />

and carries that speed<br />

effortlessly. There is power<br />

a plenty from 7000rpm onwards,<br />

below that it’s still

might feel a bit alien to those<br />

riders wanting a superbike for<br />

the long open road but for<br />

track riders it’s spot on – very<br />

Marc Marquez attach position.<br />

I’ve never ridden a Marc<br />

Marquez MotoGP Honda, and<br />

probably never will, but if I<br />

could imagine what the bike<br />

feels like I would say the new<br />

Blade is the closest thing.<br />

That poised to go fast riding<br />

position with a front end that<br />

thrives on being pushed to<br />

the limit, I found myself trying<br />

to impersonate the 8-times<br />

world champion out on track<br />

with my elbows out ready to<br />

slide on the tarmac. I soon realized<br />

that I am no Marc and<br />

my elbows were nowhere near<br />

the tar but nevertheless, the<br />

new CBR did its job perfectly<br />

and made me feel like I was<br />

the man himself in full flight.<br />

The handling on the new<br />

RR-R is glorious and on par, if<br />

not better than most of their<br />

competitors at the moment,<br />

and that’s saying something,<br />

considering we as the public<br />

are blessed with the likes of<br />

the new Yamaha R1 and Ducati<br />

Panigale V4R.<br />

Braking is stupendous, styling<br />

is eye-catching and modern,<br />

and it even has wings,<br />

something only a few in today’s<br />

market can say.<br />

Overall, the new Blade will<br />

impress all that are lucky<br />

enough to climb onboard and<br />

lends itself more so now than<br />

ever to the faster track rider<br />

looking to improve their laptimes.<br />

It’s all that was good<br />

from previous models just<br />

amplified, and now has the<br />

power to impress even the<br />

most stubborn critic and, with<br />

the tweaks made by the team<br />

here at Honda SA, has probably<br />

now made the new RR-R<br />

the best production sports<br />

bike on the market today! And<br />

that’s just the base model…<br />

Before, Honda focussed on<br />

making a bike that catered<br />

for riders out on the road<br />

and track, with a strong<br />

focus on comfort and ease<br />

of use. For the new model,<br />

there has definitely been<br />

more of a shift towards the<br />

track side, with hints of road<br />

riding thrown in.<br />

I remember a time when I<br />

used to scrape the standard<br />

foot pegs on previous gen<br />

FireBlades, but that will<br />

never happen in the new<br />

bike. The electronics are<br />

excellent in assisting and<br />

helping you get on with<br />

enjoying what is an awesome<br />

riding experience.<br />

Click on the link<br />

above to watch the<br />

full video review<br />

Aggressive, yet<br />

effortless - the new<br />

RR-R is a proper<br />

good machine.

A few months before the start of the<br />

season we started getting our paperwork<br />

together. It was a very difficult<br />

period because no one could give us<br />

any answers as to whether we would<br />

be allowed to travel. I just kept training<br />

and made sure I was ready; the<br />

rest was out of our control. With some<br />

persistence and loads of paperwork,<br />

we managed to leave SA on the 17th<br />

of July. This was only possible with<br />

the help we received from the following<br />

people and organizations: Motorsport<br />

South Africa: Spark Bright,<br />

Ashwin HARRI, Jacqui Monteiro, Vic<br />

Maharaj South African Minister of<br />

Sport: Honorable Mr. Nathi Mthethwa<br />

RFME and ESBK: the Spanish Motorcycle<br />

Federation Spanish Embassy<br />

in Cape Town: The Spanish Consulate<br />

was very helpful and made sure<br />

we received a visa in record time. My<br />

team Rotek Factory Racing: Mario<br />

Rolandi and Nejrotti Max for getting<br />

all the permissions and documentation.<br />

My parents: for all the sacrifices<br />

and effort.<br />

We finally got to the German<br />

school as we had to fly via Frankfurt<br />

only to be told there was a document<br />

missing from the Spanish embassy<br />

and we can’t leave. That’s me above<br />

sitting next to my bags, devastated.<br />

My dad sends the Spanish Consulate<br />

an email at 17:15 and by some luck, he<br />

replied and attached the document.<br />

What a relief, but a roller coaster of<br />


We hired a camper van in Barcelona<br />

and drove through to Navarra about<br />

500km away for the first race. I was<br />

unable to do testing with the team a<br />

few weeks before so it was my first<br />

time on the new chassis.<br />

Living in a van is fun, but it can get<br />

cramped at times. We had to learn to<br />

cook, clean, and do the washing, so<br />

we share the responsibilities. I must<br />

admit I miss my bed.<br />

I’m learning a little Italian, Spanish,<br />

and Greek. We have 4 different nationalities<br />

in our team so it can get interesting<br />

when we try to communicate.<br />

Round 1 Navarra<br />

I qualified 13th made good progress<br />

in the race but I lost the front and<br />

crashed. We had the tyre technician<br />

and they confirmed it was a bad tyre.<br />

The tyre still looked new after 8 laps.<br />

Race 2, I finished in 12th out of 30<br />

riders. I have improved my lap times<br />

and getting closer to the front guys.<br />

We were 8 riders fighting for 5th<br />

place in the race. I’m still working on<br />

my race craft.<br />

Round 2 Catalunya<br />

It’s a very technical circuit with lots<br />

of elevation that you can’t really see<br />

on TV. My very first race last year was<br />

at this circuit. In practice, the bike felt<br />

great after the team found a faulty<br />

ECU that was causing a miss fire. In<br />

Qualifying, I was trying to find a good<br />

group to go with because the slipstream<br />

is very important on these<br />

bikes. It’s not always easy because<br />

the guys sit up as soon as you follow<br />

them. I qualified in 13th.<br />

Race 1, I had a good start but found<br />

myself fighting in a group while leaders<br />

started to getaway. By lap 5 I got<br />

to the front of my group and started<br />

to push to catch the group in front.<br />

As soon as I got to the front all my<br />

For those who think<br />

travelling the world<br />

and racing bikes is all<br />

glitz and glamour -<br />

well, it’s not. It takes<br />

massive sacrifice,<br />

determination, money,<br />

patience and will power<br />

to make it happen.

sector times came down. Unfortunately, coming<br />

out of turn 10, I gave too much gas and<br />

lost the rear. This caused me to low-side and 2<br />

riders crashed into me. I had a slight concussion<br />

from the crash. The team did a great job<br />

to repair the bike for the second race.<br />

I was feeling so nauseous and wanting to<br />

vomit and lots of pain heading into race 2. The<br />

temperatures were also 36 degrees, so it was<br />

really hot. My team and my dad did not want<br />

me to race but I said let me try. I had to start<br />

lower down on the grid because of the crash.<br />

In the race, I was really struggling to ride but<br />

eventually finished the race in 13th out of 30.<br />

For now, we have a break but can’t come back<br />

to SA otherwise we can’t return for round 3.<br />

It’s been tough being away from home, my<br />

gran passed away 3 days ago and we can’t be<br />

at the funeral. The sacrifices that the Binders<br />

made were incredible because it’s not easy<br />

living in Spain out of a suitcase but I’m great<br />

full to be here and have this opportunity. For<br />

now, I’m still doing school via zoom.<br />

Thank you to everyone for all your support<br />

and to Moto Rider World for coming along the<br />

journey ahead.<br />

A priceless moment -<br />

Ruche getting to train<br />

with his heroes in Spain.

The 2020 KTM 1290 SUPER<br />

DUKE GT will arguably be<br />

the most sophisticated, high<br />

performance long-distance<br />

sports tourer on the market<br />

when it arrives in showrooms<br />

later this year. Taking the best<br />

from ‘The Beast’; the GT combines<br />

the phenomenal engine<br />

performance, street handling<br />

and race track capabilities of<br />

the KTM 1290 SUPER DUKE<br />

R and brings them into a machine<br />

that is as happy munching<br />

massive miles in comfort<br />

as it is carving up challenging<br />

corners with a passenger and<br />

luggage.<br />

In order to fully test out<br />

these credentials before its<br />

upcoming release, KTM invited<br />

multiple Isle of Man TT,<br />

Macau Grand Prix and British<br />

Superbike race winner, Michael<br />

Rutter, to take the new<br />

KTM 1290 SUPER DUKE GT<br />

to the legendary Isle of Man.<br />

With a racing career spanning<br />

30 years and also as a bike<br />

journalist, the Englishman has<br />

ridden a hugely diverse range<br />

of machines and knows what<br />

he wants from a bike on track<br />

and on the road.<br />

Steeped in motorcycling<br />

history largely thanks to the<br />

challenging 37.73 mile (60km)<br />

TT Mountain Circuit, the island<br />

is also an incredible place to<br />

go touring on a motorcycle<br />

due to its stunning and undulating<br />

landscapes, winding

oads and historic landmarks.<br />

The Mountain Section remains<br />

free from speed restrictions<br />

but riders must treat it with<br />

the respect it deserves; control<br />

and precision from a machine<br />

mixed with experience<br />

from the pilot make the difference<br />

here.<br />

Setting off from the Benmy-Chree<br />

Steam Packet<br />

Ferry at the port in Douglas,<br />

Rutter’s route saw him tour<br />

the town before cruising the<br />

overlooking coastal road and<br />

then heading to Fairy Bridge<br />

to wave to the fairies. Back<br />

through Douglas, Michael and<br />

the GT then take to the TT<br />

circuit until Ballaugh Bridge,<br />

turning off the course to head<br />

to the Jurby Motordrome in<br />

order to remove the panniers<br />

and add some pace. The race<br />

circuit on the north coast of<br />

the island providing the possibility<br />

for full-throttle thrashing<br />

and – thanks to its fast<br />

and bumpy nature – is often<br />

a testing ground for racers<br />

perfecting their set-up during<br />

the TT fortnight.<br />

With the ‘boxes’ back on,<br />

Michael and the GT headed<br />

to the town of Ramsey, where<br />

the road begins its climb of<br />

the Snaefell Mountain. Powering<br />

out of the Gooseneck,<br />

Rutter unleashes 175hp of<br />

LC8 power of the KTM 1290<br />

SUPER DUKE GT all the way<br />

across the mountain before<br />

stopping at the Creg-ny-Baa<br />

public house.<br />

As well as the latest 1,301cc<br />

LC8 V-twin engine with even<br />

smoother power delivery, the<br />

KTM 1290 SUPER DUKE GT is<br />

a technical powerhouse as it<br />

utilizes the full suite of KTM’s<br />

best electronic performance<br />

and assistance systems. With<br />

lean angle sensitivity for<br />

braking power, traction control<br />

and different ride modes<br />

including an optional ‘Track’<br />

mode it allows further adjustability<br />

of the electronic settings.<br />

These advanced systems<br />

enable riders to explore<br />

the full potential of the GT’s<br />

capabilities.<br />

Big changes for the 2019<br />

GT also focused on increasing<br />

comfort; from new settings<br />

for the electronically<br />

adjustable WP suspension,<br />

improved aerodynamics<br />

from a redesigned screen<br />

with new adjustment mechanism,<br />

wind-deflecting hand<br />

guards and a full color, 6,5<br />

inch TFT display.<br />

Other detail improvements<br />

include moving the Cruise<br />

Control switch to the left bar,<br />

storage compartments in<br />

the fairing sides with a USB<br />

charging point and the ultrapowerful,<br />

full LED headlight.<br />

Two color options, white or<br />

black, are available and the<br />

GT is also navigation ready<br />

thanks to KTM MY RIDE,<br />

using smartphone connectivity<br />

to offer turnby-turn<br />

directions with<br />

audio, along with phone<br />

call management and the<br />

ability to toggle through<br />

a music playlist.<br />

Click and watch the<br />

full video below and<br />

discover more about<br />

the 2019 KTM 1290<br />

SUPER DUKE GT at<br />

your local KTM dealer.<br />







independently adjusted.<br />

More adjustment and settings<br />

than ever before on<br />

ABS, engine braking and<br />

brake control.<br />

The differences between<br />

the base model and the M<br />

model are; carbon bodywork,<br />

polished tank and<br />

swingarm plus wireless<br />

communications via an<br />

app to assess your track<br />

performance. The race version<br />

is also equipped with<br />

some of the highest specification<br />

Ohlins suspension<br />

ever seen on a production<br />

motorcycle – the same<br />

forks as on Ducati’s Panigale<br />

V4R but this time the<br />

NPX pressurised forks are<br />

electronically-controlled.<br />

Only 5 of the new carbon-clad<br />

R1M models<br />

made their way into SA,<br />

with customers having to<br />

pre-order and pay a deposit<br />

towards the total<br />

R425,000 price tag in advance<br />

to secure their bikes,<br />

so how lucky am I to be<br />

able to test this one then?<br />

KEY SPECS:<br />

ENGINE: 998cc, liquid-cooled inline<br />

4 cyl DOHC; 16 valves<br />

BORE & STROKE: 79.0mm x 50.9mm<br />

MAX POWER: 183hp @ 14,000rpm<br />

MAX TORQUE: 104Nm @ 12,000rpm<br />

SEAT HEIGHT: 861mm<br />

WHEELBASE: 1404mm<br />

kerb weight: 203kg<br />

PRICE (EST): R329,950 base<br />

R424,950 R1M<br />

*Power figures as per our dyno test<br />

So, let me start by answering all your<br />

questions straight off the bat; is it fast?<br />

Yes, really, not as top end fast as the new<br />

Honda or Ducati Panigale V4R but it’s<br />

not far off. How does it handle? Superbly.<br />

Electronics? It has plenty and they all<br />

work, properly, and better than ever before.<br />

Is it better than the previous model?<br />

Yes, in every way possible!<br />

Ok, so that’s that then…<br />

No, just kidding, I have so much more<br />

bragging and praise to dish out for the<br />

new Yamaha R1M, so let me start with<br />

some facts. The updated Big Bang crossplane<br />

motor, or CP4 as it’s now called,<br />

pushes out a healthy 200hp, making it<br />

the most powerful production R1 model<br />

to date. The base R1 and R1M models<br />

share the same motor, pushing out the<br />

same power figures. For 2020, the base<br />

and R1M’s comprehensive six-axis-IMU<br />

supported electronic package will allow<br />

even more refinements. There are now<br />

seven electronic rider aids that can be

Simply put, the new R1M is<br />

the pinnacle of R1 offered to<br />

the market and a step above<br />

the base model. It’s one of<br />

those machines we all dream<br />

about and for very good reason,<br />

as it’s a dreamy package.<br />

This bike is smooth, silky,<br />

and powerful in every way<br />

possible. It makes quick and<br />

easy work of any and all corners,<br />

loves being pushed to<br />

the limit and does so with a<br />

symphony of pure delight<br />

belting out of the extra-fitted<br />

Austin Racing exhausted system<br />

fitted to this bike. I will<br />

never get tired of hearing<br />

and thrashing a big bang R1 –<br />

it’s something that will stand<br />

the test of time.<br />

When I tested the new R1<br />

base model a few months<br />

back I was worried it was not<br />

going to be much different to<br />

the previous model, which is<br />

not a bad thing, because that<br />

bike was sensational. How<br />

could Yamaha possibly make<br />

their already outstanding<br />

machine any better I asked<br />

myself? That question was<br />

quickly answered after only a<br />

few laps on the new machine.<br />

To the naked eye, not much<br />

has changed, but the changes<br />

made can be felt out on track<br />

and when used properly will<br />

result in faster lap times and<br />

an overall better ride.<br />

That was the base model,<br />

this is the R1M, and the<br />

overall riding experience on<br />

this machine is just 20-30%<br />

better. While the power figures<br />

from the CP4 motor are<br />

the same, the way the Ohlins<br />

electronically controlled<br />

suspension helps use it all<br />

means the bike, and the rider,<br />

feel faster around every corner<br />

and down every straight.<br />

“To the naked eye, not much has<br />

changed, but the changes made<br />

can be felt out on track and when<br />

used properly will result in faster<br />

lap times and an overall better ride.”<br />

The R1M is a proper<br />

dream bike - you crave<br />

its beauty, its power,<br />

its pure awesomeness.<br />

The sensation of<br />

riding this bike will<br />

forever be embedded<br />

in my dreams.

Watching Shez Morais in action on the R1M was<br />

poetic - headlights, mirrors, and all, he was<br />

showing full blown race bikes how it’s done.<br />

Go watch the onboard lap with Shez on our<br />

website; www.motoriderworld.com<br />

It gets the power down and<br />

keeps it there – even when<br />

braking hard and getting the<br />

front a little bit out of shape,<br />

the electronics work together<br />

and pull the bike back inline<br />

without me having to call<br />

on any of my years racing experience,<br />

it does it all for you.<br />

I’m still not 100% convinced<br />

that electronic suspension is<br />

the way to go, especially for<br />

track riding, but after testing<br />

the R1M I’m a bit more<br />

convinced. It’s the best I’ve<br />

sampled to date, even better<br />

than the Ducati V4R and new<br />

Honda CBR1000RR-R SP.<br />

While it might not be the<br />

fastest out of the crop of<br />

new breed sportbikes, it sure<br />

is the easiest to go fast on.<br />

Don’t get me wrong, it’s not<br />

far off the top speed of the<br />

V4R, new CBR and BMW<br />

S1000RR, but the way it gets<br />

there is what sells this bike.<br />

Modern day litre sportbikes<br />

are pure bred track beasts<br />

and most of us mere mortals<br />

won’t be able to extract<br />

more than 60% of their true<br />

capabilities, but where the<br />

new R1M has a slight edge<br />

and advantage over the others<br />

is the way it lets the rider<br />

extract all that goodness, it’s<br />

just that little bit easier to use<br />

than the others.<br />

It was so smooth and so effortless<br />

to go fast on this bike<br />

- It was like I was floating on<br />

a cloud, just at a really fast<br />

pace. It’s the smoothest superbike<br />

I have ever ridden, it’s<br />

typical Big Bang R1, just more<br />

amplified than ever before.<br />

I love the new beefier look<br />

at the front and dressed in<br />

carbon, it just looks so good.<br />

I do think Yamaha could have<br />

maybe put some wings on it,<br />

especially the R1M model, just<br />

to make it a bit more exclusive.<br />

Nevertheless, it catches<br />

the eye and doesn’t let go.<br />

It’s a sight that will forever<br />

stay in your mind and believe<br />

me when I say, the sensation<br />

of riding this motorcycle will<br />

forever live in my heart and<br />

soul – it was simply spectacular<br />

to say the least!<br />

Out of all the new sportbikes<br />

I have ridden, is it the<br />

fastest? No, that’s between<br />

the V4R and new CBR. Is it<br />

the best looking? No, but not<br />

far off – that title would still go<br />

to the Ducati V4R for me, although<br />

it’s so close between<br />

all the bikes. Does it handle<br />

the best? Yes and no, it’s for<br />

sure between the new Honda<br />

and Ducati. In fact, they are all<br />

just so sublime. Lap time wise<br />

will it be the fastest? Yes. It<br />

will be close, but I think the R1<br />

will just take it.<br />

Click on the link<br />

above to watch the<br />

full video review

The World Superbike Championship<br />

and all the fans that are watching are<br />

anticipating a shake up with the arrival<br />

of Scott Redding. All of a sudden fivetime<br />

world champion Jonathan Rea is<br />

having to work a hell of a lot harder to<br />

stay top dog in the World Superbike<br />

paddock. The likes of Toprak Razgatlioglu<br />

on the factory Yamaha is looking seriously<br />

quick. Alex Lowes on the factory<br />

Kawasaki has already shown this year<br />

that he has the speed to fight at the top<br />

and tattooed bad boy new-comer Scott<br />

Redding on the factory Ducati might finally<br />

be the hero that the Italian giant<br />

has been looking for.<br />

After a less than stellar MotoGP career<br />

the brit cleaned up in BSB getting<br />

20 podiums and taking the BSB title<br />

and is now attempting to do the same<br />

with the big boys in World Superbikes.<br />

So far Redding has managed two wins<br />

and seven podiums from nine starts and<br />

is currently very much in the fight for the<br />

championship.<br />

After the races in Portugal, the pendulum<br />

swung once again in favour<br />

of Rea with the Northern Irishman<br />

winning all three races<br />

and Redding only making the<br />

podium in one. Come The first<br />

of two weekends at Aragon<br />

though, Redding won race 1<br />

retaking the championship lead<br />

from Rea meaning Redding was<br />

leading the points going into Sunday’s<br />

Superpole race and Race two.<br />

Both the Superpole race and Race<br />

two though would go the way of Rea<br />

with Davies in 2nd and Redding off the<br />

podium in 4th. Due to his good showing<br />

at the first weekend in Aragon Rea<br />

heads into the second half of the championship<br />

with a 10-point lead to Scott<br />

Redding. It looks as though this could<br />

be one of the hardest fought<br />

championships in years, already<br />

having four championship leaders<br />

after the first three rounds.<br />

To be brutally honest the<br />

World Superbike Championship<br />

between the<br />

years of 2015 and<br />

2019 was plain<br />

old boring. A<br />

lot of people I<br />

know, myself<br />

included, really lost interest as<br />

a result of Rea’s pure domination.<br />

Rea wins this, Rea wins<br />

that, Rea wins everything.<br />

Since its founding in 1988 the<br />

World Superbike Championship<br />

has always been won and<br />

lost through tight battles, equal<br />

machinery and legendary rivalries.<br />

Thinking back, we remember<br />

the likes of Toseland versus<br />

Bayliss and Haga versus Spies.

“As soon as the season started things were<br />

interesting! Finally, a rider who seemed fast<br />

enough to take on the then four-times world<br />

champion and maybe even give him a taste<br />

of his own medicine. “

Half-way through 2014 we got the<br />

news that Kawasaki signed the now<br />

five-time consecutive world champion,<br />

Mr Jonathan Rea. As fans we<br />

thought we were in for some monstrous<br />

battles that would stand the<br />

test of time. But as of late, with<br />

Rea’s total domination, this has not<br />

been the case.<br />

The duo of Rea and Kawasaki<br />

were so dominant that no one could<br />

hold a candle to them. Ducati spent<br />

four years trying to claw their way<br />

back to the front and hold on to<br />

the beast that was Rea. First there<br />

was Davies who tried and tried but<br />

could not consistently beat Rea. After<br />

Davies couldn’t get the job done<br />

the Bologna based factory decided<br />

to bring in Marco Melandri, again<br />

with little to no success.<br />

Enter, Alvaro Bautista. After he<br />

lost touch with the MotoGP boys the<br />

Spaniard decided to take a crack at<br />

the World Superbike Championship<br />

with Ducati.<br />

As soon as the season started<br />

things were interesting! Finally, a<br />

rider who seemed fast enough to<br />

take on the then four-times world<br />

champion and maybe even give<br />

him a taste of his own medicine.<br />

After the first few races it seemed<br />

that Bautista already had one glove<br />

on the title but Bautista, like all the<br />

others, caved under the pressure<br />

of Rea. No matter who they hired<br />

it seemed that there was nothing<br />

Ducati could do.<br />

Does Redding have what it takes<br />

to tame the Bologna bullet? Only<br />

time will tell if the domination of<br />

Rea will continue, Let’s hope not<br />

because this season is shaping up<br />

to be one for the history books

it of movement, but nothing<br />

that was too off putting, and<br />

considering the amount of<br />

force I was loading it with it<br />

handled it all very well. Once<br />

off the brakes and committed<br />

in the turn I could feel the<br />

softer side walls holding onto<br />

the tar like a kid to a candy<br />

bar. While the grip was good,<br />

there was still a hint of movement,<br />

especially at full lean<br />

angle when trying to bring the<br />

bike back to the apex. A little<br />

off putting, but again, this was<br />

me throwing everything I had<br />

at the tyres, so the movement<br />

could be expected.<br />

The rear tyre also felt<br />

more responsive and grippy,<br />

happily following my every<br />

command. At full lean angle<br />

around the long turns I could<br />

still feel that slight movement,<br />

but nowhere near as<br />

much as on the harder compound.<br />

Once up on the fat<br />

part of the tyre an abundance<br />

of grip takes over and helps<br />

leap the bike out of the turns.<br />

Overall, I have to give both<br />

Bruce and the new soft slicks<br />

a pat on the back as they<br />

have both adapted and listened<br />

to what the end user<br />

would like more of and made<br />

it happen. For now, the new<br />

soft compound UHP slicks<br />

are not yet available in SA but<br />




hopefully will be soon. It is a<br />

big, expensive exercise for<br />

Bruce to carry out but maybe<br />

with my approval it might just<br />

happen.<br />

For more information feel<br />

free to contact Bruce on 073<br />

777 9269.<br />

Last year, Batt released their<br />

UHP slick track tyres, catering<br />

for the track day rider<br />

looking for a tyre that offers<br />

suitable grip levels, great stability,<br />

and most importantly,<br />

longevity. The Batt UHP (Ultimate<br />

High Performance)<br />

slicks offered all of the above<br />

and have been a huge hit<br />

with track day riders across<br />

the land since their release.<br />

I have personally tested<br />

the UHP slicks and approved<br />

them for their purpose, which<br />

was a track tyre aimed at the<br />

group B, C, and D track day<br />

rider. Decent enough grip,<br />

but the main highlight being<br />

the stability under braking<br />

and longevity – these things<br />

last forever!<br />

While the price conscious<br />

rider loved the UHP, the faster,<br />

but still budget conscious<br />

rider wanted a bit more grip<br />

out of the UHP slicks. A softer<br />

compound, one that would<br />

still last but offer more side<br />

grip. Bruce de Kock, the motorcycle<br />

tyre genius here in<br />

SA, and the man behind Bike<br />

Tyre Warehouse, listened to<br />

the cry from faster track day<br />

riders wanting the same price,<br />

longevity, and stability the<br />

UHP hard compound slicks<br />

offered but with more grip.<br />

The hard compound has<br />

very hard side walls, so while<br />

there is ample amounts of<br />

grip available at full lean angle<br />

on the front and back<br />

tyre, there is a bit of movement,<br />

due to the fact the side<br />

walls are very hard. Bruce<br />

then decided to do some<br />

homework and has since<br />

created a soft compound of<br />

the UHP tyre, which he gave<br />

to me to test and critique<br />

before deciding on bringing<br />

a bunch of them into SA for<br />

the track rider market.<br />

Fitted to our then red<br />

Ducati Panigale V4, I could<br />

straight away feel the softer<br />

compound sticking to the tar<br />

with more intent compared to<br />

the harder ones. Stability was<br />

still there in abundance, a real<br />

highlight of both the hard and<br />

soft tyres, but the real gain<br />

was found whilst trail braking<br />

hard and deep into the turns,<br />

loading the front tyres side<br />

walls with massive amounts<br />

of pressure. There was a slight




We do live in a beautiful country, and<br />

we sometimes take that for granted,<br />

well at least I know I do. Yes, there are<br />

so many problems we as South Africans<br />

have to deal with, but just like<br />

anything we love, you have to take<br />

the good with the bad. This is our<br />

home and will always be, no matter<br />

where we end up in life. On a recent<br />

trip down to George I got to experience<br />

a little more of this beautiful<br />

home I live in.<br />

In my 38 years of living in SA I<br />

had only been to George once before,<br />

many moons ago whilst driving<br />

through to Knysna, myself and my<br />

gorgeous wife Amy, stopped at a little<br />

restaurant for a rest and to grab a<br />

bite to eat. That is as far as my George<br />

experience had got, until now.<br />

I got a call from Mr. Jos Mattheysen,<br />

owner of Ducati SA and the massive<br />

World of Motorcycles dealership out<br />

in Centurion, asking if I would like to<br />

accompany him and some Ducati customers<br />

down to George for a week of<br />

riding not only the new Ducati Streetfighter<br />

V4, which has just arrived in<br />

SA, but also sample the wonderful<br />

world that is Ducati Scrambler.<br />

How could I say no, even though<br />

I was stressed and bombarded with<br />

work to do before the launch of Moto<br />

Rider World, I saw it as a chance to<br />

quickly reset the batteries whilst taking<br />

in some of the glory that is our<br />

beautiful land.<br />

Jos had bragged to me on many<br />

occasions about just how majestic<br />

that part of SA is. “it’s two-wheeled<br />

motorcycle heaven” is how he actually<br />

described it. He went on for hours<br />

about how stunning it is down there<br />

and could not believe I had never experienced<br />

the famous Outeniqua<br />

Pass before. I could<br />

hardly pronounce it, never<br />

mind heard of or experienced<br />

it before. So, our bags were<br />

packed and along with my<br />

trusty crew, Gerrit and Daniella<br />

from Beam Productions,<br />

we were off and our journey<br />

to George had begun.<br />

Before we left, I had<br />

thought why not take another<br />

‘Super Naked’ bike down<br />

to test, one that I had tested<br />

a few weeks prior, but unfairly<br />

around a track, where it<br />

was very much out-of-sorts.<br />

So, a simple phone call to<br />

Kawasaki SA who bent over<br />

backwards to assist me, and<br />

I soon had a 3rd member in<br />

the van with me, the mighty,<br />

supercharged animal that is<br />

the Kawasaki ZH2.<br />

No doubt that the long,<br />

open, ravishing roads that I<br />

had been promised would<br />

suite the powerful green<br />

mamba down to a tee and it<br />

would be more of a fair fight<br />

against the new Streetfighter<br />

V4, which had pretty much<br />

wiped the floor with the ZH2<br />

at the track test we did.<br />

After a long, relaxing 12<br />

hour drive we arrived in<br />

George and were greeted<br />

by some very happy people<br />

and great weather. After<br />

being shown to our guest<br />

house, the lovely Lord Caledon<br />

Guest House, we headed<br />

off to Jos’s place in Fancourt.<br />

After a quick welcome drink,<br />

we were quickly instructed<br />

to kit up as we were heading<br />

straight for this so-called glorious<br />

Outeniqua Pass.<br />

With the ZH2 still nice and<br />

cozy in the van, I was handed<br />

the key to one of the three<br />

new Ducati Streetfighters<br />

that were present in the garage.<br />

Two were the high-spec<br />

S models while the one I was<br />

handed was the base model,<br />

so basically just no electronic

suspension for me. Another big benefit of<br />

being close to the sea, apart from the time<br />

away from the chaos that is JHB, was the<br />

fact that we would have an extra 17-19%<br />

power on hand, courtesy of that sweet sea<br />

air. This would benefit the Ducati’s more<br />

so than the Kawasaki ZH2, which always<br />

has full power activated thanks to the supercharger.<br />

Kit on, key in, time to head off and out<br />

the alluring and massive Fancourt Golf Estate,<br />

through a little part of George and up<br />

to the famous pass, which I had sampled<br />

on the way down in the van and was more<br />

excited than ever to experience on 200hp<br />

beasts of the green and red kind.<br />

It was the Red Dragon up first and instantly<br />

I could feel the extra power available<br />

on tap. My first squirt in anger (ok that<br />

sounded a bit wrong but get your heads<br />

out of the gutter and focus) my arms were<br />

nearly torn from their sockets, but the<br />

brute force exerted from the now intensified<br />

V4 power plant was insane. FML, was<br />

my first reaction, followed by the biggest<br />

ear-to-ear grin imaginable! Let’s just say<br />

all the bodily fluids were activated and just<br />

about in full swing.<br />

Keeping myself, and my now very excited<br />

body and mind in check, it was almost<br />

time to blast the red machine up the pass<br />

for the first time. With Jos at the front,<br />

myself in the middle and Brandon Halasz<br />

from NuHuman at the tail on his Streetfighter<br />

V4S it was time for us to head up.<br />

Being the track rider I am, I tend to find<br />

myself attacking road passes such as this<br />

a bit too much like a racetrack, hammering<br />

on the brakes hard, punishing the gearbox<br />

up and down, physically man handling the<br />

bike. I have learnt that this is not the way<br />

to do it on the road, especially through<br />

the long-beautiful sweeps which presented<br />

themselves on this pass. Smooth is the<br />

name of the game on this pass and Jos<br />

was doing it to perfection and showing off<br />

just how to ride the pass to perfection.

The new Streetfighter is a testament to the<br />

job Ducati has done, and the adjustment and<br />

improvements they made in the transition<br />

from faired superbike track demon to<br />

everyday mountain pass thrasher and street<br />

lover - it enjoys and thrives on it all, and<br />

it made me feel totally confidant, totally<br />

reassured every time.

Nice, wide swooping lines<br />

keeping the bike between<br />

3rd and 4th gear with hardly<br />

any braking, other than when<br />

a truck appeared out of nowhere<br />

around a blind corner,<br />

then it was anchors on, and<br />

bum tightened. It felt long,<br />

yet so fast, if that makes<br />

sense on our first climb up.<br />

We reached one of the lookout<br />

points right at the top<br />

and quickly turned the fighters<br />

around ready to tackle<br />

the pass again, this time going<br />

down.<br />

Again, nothing but smooth<br />

sailing and big grins from all<br />

involved, both man and machine<br />

were loving life on this<br />

pass, which has more twists<br />

and turns than a Quentin Tarantino<br />

movie.<br />

Heading into this test I was<br />

a bit concerned at how well<br />

the new Streetfighter would<br />

handle being out on the road.<br />

Yes, it’s a naked streetfighter<br />

but what I tested out on track<br />

was an aggressive, direct<br />

weapon – a Panigale without<br />

a fairing, which is exactly<br />

what the SF V4 is. Would<br />

that aggression be able to<br />

translate on the road? Yes,<br />

and better than I could have<br />

ever expected. The ST V4<br />

has transitioned from track<br />

weapon to street lover with<br />

ease, loving every second of<br />

me thrashing it out on the<br />

bendy pass. Like Elton John’s<br />

“Like Elton John’s fingers to the keys<br />

of a piano, the Streetfighter V4 flowed,<br />

caressed, and made passionate love to<br />

the smooth, curvy tar.”<br />

fingers to the keys of a piano,<br />

the Streetfighter V4 flowed,<br />

caressed, and made passionate<br />

love to the smooth,<br />

curvy tar. It was at one with<br />

the smooth, flowing bends,<br />

urging me to go harder and<br />

faster (ok, minds out of the<br />

gutter again please)

Jos on his beautiful, oneand-only<br />

Bumblebee<br />

Streetfighter V4<br />

moments, both front and back, it<br />

was time to head back down to<br />

Fancourt for some much-needed<br />

rest and food, although there<br />

was not much rest<br />

but rather plenty<br />

of food and beverages<br />

(we will call<br />

them) and loads of<br />

smiles and chatting.<br />

We eventually left<br />

and headed back<br />

to the guest house<br />

for some rest ready to tackle day<br />

two in Gorgeous George.<br />

Day 2 had arrived and so had<br />

the freezing cold weather. On our<br />

way up in the van the day before,<br />

we had seen signs of snow on<br />

the mountain, and on day 2 there<br />

was plenty more. Icy topped<br />

mountains in the distance was<br />

a pleasing sight, even if it meant<br />

we could not ride, it’s not every<br />

day you see snow on mountains<br />

here in SA. Videos and pictures<br />

“...my concerns about whether or not<br />

the SF V4 could translate to the road<br />

were profoundly cast aside and this<br />

was only after 2 runs on the pass.”<br />

soon blasted all over social media<br />

of snow on the mountain and<br />

in surrounding areas, so it was<br />

going to be a day of chilling enjoying<br />

great company and some<br />

beverages, as we call them.<br />

Day 3 and the weather had<br />

cleared up opening up another<br />

chance for us to experience more<br />

The power on hand was direct, smooth, yet<br />

forceful – it had it in abundance and the electronics<br />

package was happy to play along. On<br />

passes like this it’s all about keeping the revs up<br />

and in the sweet spot, having power on hand<br />

ready to blast out of the turns. Well, this thing<br />

had a sweet spot at every rpm. There was no<br />

lagging, no hiccup at any point in the rpm. I<br />

found myself gently caressing through 3rd and<br />

4th gear, using the wealth of power on hand to<br />

blare out of the turns, and the perfect measure<br />

of engine braking on deceleration to help scrub<br />

off speed and line me up for the turns. When I<br />

wanted power, it was there, when I wanted to<br />

turn, it did, when I got the turn slightly wrong<br />

and needed to correct, the SF 4 graciously assisted<br />

– my concerns about whether or not the<br />

SF V4 could translate to the road were profoundly<br />

cast aside and this was only after 2 runs<br />

on the pass.<br />

Needless to say, we spent another hour or so<br />

racing up the pass at will, carefully and cautiously<br />

dodging traffic and enjoying the splendor of<br />

the SF 4 on the pass. After some pants staining<br />

It’s the power on the ZH2 that<br />

keeps you coming back for more.<br />

I wasn’t worried about the<br />

gearbox or handling, all I wanted<br />

to do was thrash that throttle on<br />

and feel the burst that blurred<br />

everything around me.

of the wonderful roads that surround the<br />

George area. Our plan was to get as many<br />

people on bikes and head out over the pass<br />

again, down Robinsons Pass and through<br />

De Rust towards the glorious Meringspoort,<br />

or so I was told.<br />

On this day, I would be spending all my<br />

time in the saddle of the supercharged<br />

beast that is the green mamba, ZH2 Kawasaki.<br />

Complete comfort greeted me when<br />

climbing on, a little bulkier compared to the<br />

SF V4, but still really comfy.<br />

I had done some street riding on the ZH2<br />

up in JHB and loved it, so was excited at<br />

the prospect of thrashing it around some<br />

long bends. Instantly, as always, that supercharged<br />

power just gets the eyes popping<br />

and bum clinching – it really is just ridiculously<br />

fast this thing! For sure faster than the<br />

SF, even with its 17-19% increase.<br />

I was very grateful that the braking system,<br />

which is ABS equipped, works so well on<br />

this bike, as they were put to the test more<br />

often than not trying to stop this beefy animal.<br />

The extra weight (around 40kgs heavier)<br />

over the Ducati could be felt around the<br />

turns, where the ZH2 needed some persuasion<br />

getting into the turns. The extra weight<br />

was welcomed out on the open straight<br />

road where it was planted at high speeds,<br />

but around the bends is where things got a<br />

bit edgy. The ZH2 handles well, it’s just that<br />

speed that makes things a bit more exciting<br />

than you would want. This bike has so much<br />

pace that it’s hard for the brain to keep up, I<br />

really can’t explain how damn fast this bike<br />

is. Hitting the brakes and getting the 240kg<br />

plus bike stopped and around long bends is<br />

a full-time job, and you have to stay focused<br />

otherwise you will be taught a proper lesson.<br />

Like we had done the night before, and the<br />

night before that, the green mamba enjoys<br />

its beverages, and just like a thoroughbred<br />

racehorse, doesn’t like keeping it in the tank.<br />

All the power comes at a price, and if you<br />

are a trigger-happy rider, like me, then you

will be spending some time at garages<br />

helping quench the thirst of this very<br />

fast machine.<br />

After a quick coffee and samie stop<br />

in De Rust, we headed off in the direction<br />

of the beautiful icy mountain in the<br />

distance and towards Meringspoort.<br />

I was told that this section of road<br />

was even better than Outeniqua, and<br />

the views were simply breath-taking,<br />

and they were indeed. Holy moly,<br />

what a stunning place. I felt bad and<br />

ashamed that I, as a born and bred<br />

South African, never even knew this<br />

place existed. Shame on me, but I was<br />

determined to make up for lost time.<br />

After about 6000 laps up and down<br />

through the mountains I finally parked<br />

the ZH2 on the side of the road to<br />

take in the sights and sounds. Hearing<br />

those booming Ducati V4’s symphonies<br />

bouncing off the mountain walls<br />

was something I will never forget – I<br />

could have stayed there all day and<br />

just closed my eyes and let my ears<br />

get off on that oh-so-seductive sound.<br />

Life was good, and I was taking it all<br />

in and even though the green mamba<br />

was acting like a kid on too much sugar<br />

on more than one occasion, more<br />

often than not it was the perfect companion.<br />

It’s a really good machine, just<br />

please, if you do get one respect the<br />

power on hand as it is more than most<br />

can actually handle.<br />

Another fantastic day riding came to<br />

a close and after a very chilly ride back<br />

to Fancourt it was time to light up the<br />

braai, get warm, and enjoy great company,<br />

food and beverages (as we call<br />

it) once more. Bodies and minds were<br />

tired after an eventful day, so it was<br />

early to bed ready for a day of something<br />

a bit different – Scramblers!

THE<br />



I have had a little taste of the wonderful world<br />

of Scrambler before and was looking forward<br />

to another down here in Gorgeous George. Mr.<br />

Scrambler himself, grounded SAA pilot Glen<br />

Bennett, was along on the trip and proudly<br />

showed off his new Scrambler 1100 to anyone<br />

and everyone. He really is the perfect ambassador<br />

for this range of bikes, wearing everything<br />

Scrambler on the entire trip.<br />

Jos, I thought, had a lekker route planned<br />

out, only for me to find out later on that it<br />

was a route he had heard of but never tried<br />

before. From Fancourt we headed up Knys-<br />

na’s main road before hooking a left through<br />

4-passes and onto a gravel road that would<br />

take us through some farmlands and into the<br />

heart of Knysna.<br />

What an amazing journey it was, packed<br />

with some tight, twisty tar bends as well as inviting<br />

gravel roads with some testing corners<br />

thrown in. Add in some cows crossing, single<br />

lane stretches with 4x4’s double cabs doing<br />

Dakar styled driving hurtling past us and you<br />

have what Scrambler is all about.<br />

I loved every second of my time on the<br />

Scrambler 800 Roland Sands machine I had<br />

for the day, one of only 2 that came into SA. It<br />

was the perfect bike for this trip, unassuming,<br />

not intimidating in the slightest – it was actually<br />

calming and helped me de-stress and<br />

enjoy and take note of the beauty that is my<br />

life at the moment. It joyfully played along on<br />

the entire trip, as did the Desert Sled model<br />

ridden by Gerrit Erasmus from Beam Productions,<br />

who was properly bitten by the Scram-

of V4 engines and helps amplify what is<br />

an already exhilarating ride. I also learnt<br />

that naked bikes can be the perfect companion<br />

out on the open road, and that<br />

they really are a perfect blend of sport<br />

and touring in many ways. I learnt that<br />

the ZH2 needs your full attention and<br />

respect to be fully appreciated and enjoyed,<br />

and that supercharged power is<br />

ridiculously fast! I learnt that there is another<br />

side to motorcycling other than<br />

just flat out sportbike thrashing, and that<br />

it’s ok to get a little dirty now and then.<br />

But most of all, I learnt what riding motorcycles<br />

in this beautiful country is all<br />

about; it’s about freedom, it’s about expression,<br />

it’s about forgetting all your<br />

worries and your gripes, and just focus<br />

on living. It’s about spending time<br />

with great friends, in great environments,<br />

on great motorcycles more<br />

often and not letting this crazy world<br />

we live in corrupt you and bring you<br />

down. It’s about getting out there and<br />

living, exploring, enjoying life as much<br />

as possible. I did just that on this trip<br />

and I will never forget this experience<br />

for as long as I’m around. One thing is<br />

for sure, I will be back in George sooner<br />

rather than later, and hopefully on<br />

some amazing machines, with amazing<br />

people once again. The only thing<br />

missing on this trip was my family,<br />

who will definitely be coming along<br />

next time around.<br />

bler experience and who we had to man<br />

handle to get the keys back. Jos, along<br />

with his partner Lida, spent the day on<br />

the 1100 Special equipped with top box<br />

and all, along with big smiles and no<br />

aches or pains from the long ride.<br />

We arrived in Knysna and after a nice<br />

lunch hopped back on the bikes and<br />

headed back on the blissful tar roads<br />

back to George. The Garden Route as it’s<br />

called really is a beautiful place to ride a<br />

motorcycle! A few stops along the way to<br />

take in some sights before getting back<br />

to Fancourt all in one piece, another great<br />

day in Africa!<br />

We made it back just in time as the<br />

heavens opened up literally as we rode<br />

the bikes into the garage. I saw it as the<br />

perfect way to end off another delightful<br />

day riding some great motorcycles with<br />

some great people.<br />

Overall, I learnt many things on this<br />

trip. I learnt that Ducati sportbikes can<br />

translate well to road riding, and that sea<br />

level air really does help get the best out<br />

“...it’s about freedom,<br />

it’s about expression, it’s<br />

about forgetting all your<br />

worries and your gripes,<br />

and just focus on living.”<br />

One can’t help but smile<br />

after a day of riding<br />

Ducati Scramblers




THE MIGHTY PW50.<br />

Here at <strong>MRW</strong> we want to help give want-to-be writers,<br />

bloggers and pundits their chance to tell their stories,<br />

to showcase what they have to offer.<br />

If you go to the website (www.motoriderworld.com)<br />

you will find a FanZone section, where stories and features<br />

from fans across the globe have been posted up<br />

- a platform to help expose everyone’s experiences.<br />

On top of that, we will also be selecting one FanZone<br />

feature every month and publish it right here in<br />

the digital mag. This months one, and the first ever,<br />

comes from Peter McBribe, a long time motorcycle<br />

nutter here in SA who tells us about one of his journeys<br />

through motorcycling.<br />

I was three years old when<br />

the Christmas of 1986 in rolled<br />

around. I can’t really remember<br />

anything about it. But in<br />

a photo album tucked away<br />

somewhere in my parents’<br />

house. You will find some<br />

pictures of my brother and<br />

myself. Wearing track suits<br />

and gumboots. With BMX<br />

helmets and those old Velcro<br />

strap skateboard elbow<br />

and knee pads. Taking turns<br />

sitting on a Brand new 1986<br />

Yamaha PW 50.<br />

First released by Yamaha<br />

around 1980, the “ Peewee<br />

“has been a constant feature<br />

of the Yamaha sales line<br />

up ever since. And until KTM<br />

started building minibikes. Almost<br />

everyone who started<br />

riding dirt bikes as a little kid<br />

started on a PW. That little<br />

bike became a fixture of my<br />

life. I had just learnt how to<br />

ride a bicycle without “training<br />

wheels . So, without much<br />

coaxing, I learnt how to ride<br />

the Peewee. It didn’t happen<br />

overnight though. One of my<br />

first memories of riding that little<br />

bike was sitting, half on the<br />

tank, half on my old man’s lap.<br />

As I held onto the handlebars<br />

and he rode the bike. Showing<br />

me how everything worked.<br />

We lived in a little town<br />

called Jwaneng in the south<br />

east of Botswana. Home to<br />

the Jwaneng diamond mine.<br />

The Crown jewel of the De<br />

beers diamond empire. Close<br />

to the airstrip that the mine<br />

had built. There was a clear<br />

area of solid hardpack gravel.<br />

A rarity in that part of the<br />

world. Where thick desert<br />

sand is the order of the day.<br />

Dad took us out there a few<br />

times . We would get “kitted<br />

up” and one day after several<br />

thousand laps of the gravel<br />

pit with Dad at the controls, I<br />

asked if I could try “by myself “.<br />

Once I had worked out the basic<br />

controls, the most important<br />

thing in my life became ,<br />

seeing how far I could “ skid<br />

“ grabbing a handful of gas ,<br />

then a much more enthusiastic<br />

handful of rear brake. My<br />

old man would dutifully measure<br />

out the “ skid” and keep<br />

score. NOTHING on earth was<br />

more important than beating<br />

the previous record.<br />

If you have ever taught<br />

a kid how to ride on a PW.<br />

There is a fairly consistent<br />

routine to how it works. The<br />

kid is normally a little scared.<br />

So a short burst of acceleration,<br />

with that very distinctive<br />

PW sound. Is followed by<br />

a much longer period of the<br />

bike idling as it goes forward<br />

and gently slows down. Then,<br />

that’s all you hear until the<br />

bike runs out of fuel. Because<br />

once the kid gets the idea<br />

and gets a little confidence.<br />

Generally speaking, all the<br />

wild horses in kaapsehoop<br />

couldn’t drag the kid of the<br />

bike. A story I have still not<br />

lived down, 35 years later, is<br />

that on more than one occasion.<br />

I fell asleep while riding<br />

my trusty peewee.<br />

One day when the powers<br />

that be decide that it’s time<br />

to press the big red buttons<br />

and wipe out humanity with<br />

a good old fashioned atomic<br />

holocaust. All that will remain<br />

on earth will be cockroaches,<br />

scorpions, a few Honda cub<br />

90’s and the vast majority of<br />

the PW 50’s that have been<br />

manufactured. The designers<br />

intended the bike to be<br />

given as a Christmas present<br />

to kids. So the design made it<br />

look like a toy, and they made<br />

it small enough that parents<br />

could convince kids that it<br />

came down the chimney with<br />

your friend and mine, Uncle<br />

Santa. A shaft drive was chosen<br />

to minimise maintenance,<br />

an auto lube system took the<br />

guess work out of mixing fuel<br />

for Dads who may be new to<br />

the wonderful world of two<br />

stroke motorcycles. (My old<br />

man would rather die than<br />

rely on an auto lube, so 32:1<br />

premix it was). In hindsight,<br />

this was a genius strategy<br />

by the people from Yamaha.<br />

Making the first experience<br />

with off road motorcycling<br />

easy and relatively low risk.<br />

Allowing time for the learning<br />

curve to kick in. Something<br />

that is lacking with the newer<br />

and very highly strung 50’s<br />

that are on the market now.<br />

PW’s are still available brand<br />

new from your nearest Yamaha<br />

dealer basically unchanged,<br />

apart from colour, since the<br />

early 80’s. Our little ’86 bike<br />

was bought from Primrose<br />

motorcycles in Germiston for<br />

R1200.00. A controversial<br />

price increase from R576 in<br />

October of that year. The massive<br />

popularity of the bike and<br />

the difficulty in getting bikes<br />

in during the height of worldwide<br />

sanctions at the time ,<br />

drove the inevitable increase.<br />

That little bike taught about<br />

20 or 30 kids how to ride. The<br />

frame got welded probably a<br />

dozen times. It got raced for a<br />

least ten years by various kids<br />

and it just did not ever miss a<br />

beat. I hope whoever owns<br />

that bike now takes good care<br />

of it. I nearly got it back in 1998,<br />

but unfortunately it had just<br />

been sold on. Will I buy a PW<br />

sometime for Nostalgia sake.<br />

Absolutely. But it will have to<br />

be an 86. Thank you Yamaha<br />

for building a legend.<br />

Want your story featured?<br />

Simply email your<br />

words and pics to rob@<br />





TCX Boots has grown to the illustrious<br />

brand it is after humble beginnings in 1999<br />

in the province of Venice in northern Italy.<br />

Now, they have a range of boots for all riding<br />

applications and all types of riders, including<br />

South Africa’s very own Brad Binder in<br />

MotoGP. And they are available in South Africa<br />

through the Parabolica website. Shaun<br />

Wray of Parabolica tells us about them:<br />

Parabolica is proud to reintroduce TCX to<br />

South Africa. The brand is of exceptional quality<br />

and used by world championship riders<br />

across many categories, even our very own<br />

Binder brothers. Over the next few months,<br />

we will increase our range to sport, both on<br />

and off-road, touring and the urban lines with<br />

massive attention to detail.<br />

All riders need to look great, feel comfortable,<br />

and most importantly have the right<br />

protection. That is why we are running a<br />

launch promotion on all sports boots – order<br />

any pair of TCX sports boots from Parabolica<br />

at an already discounted price of<br />

R7,399, and get a free pair of technical<br />

socks and a trackside cap.<br />

DFC bracing system<br />

TCX is showing ever-increasing technology<br />

with features like the DFC system<br />

with a PU frame attached to the boot and<br />

two lateral hidden screws positioned on<br />

the heel counter at malleolus level. At the<br />

back of the boot, the system is equipped<br />

with two lugs that slide inside dedicated<br />

‘safety lock’ pockets which allow a back<br />

flexibility up to 13 degrees, avoiding the<br />

overextension of the ankle joint to limit<br />

the risk of injury. The PU frame of the<br />

system is thin and shaped around the<br />

boot to offer a flat internal surface,<br />

which allows a good grip on the<br />

bike and prevent from becoming<br />

caught on the bike while riding. The<br />

DFC System is engineered to also<br />

offer an excellent level of protection<br />

in case of impact; the heel counter is<br />

designed to absorb impact energy and<br />

compression, and it is equipped with<br />

rear and lateral slider to facilitate the<br />

natural sliding in case of a fall.<br />

The internal fastening system features<br />

long-lasting laces joined to the boot lining<br />

and a newly designed padded tongue<br />

to offer an increased level of comfort. It<br />

ensures that the upper wraps the foot,<br />

providing maximum fit precision and<br />

sensitivity while riding. The Fasten Fit<br />

Control offers an adjustable fit according<br />

to the rider’s individual foot anatomy.<br />

Sole by Michelin<br />

You read that correctly – the sole of TCX<br />

is designed in conjunction with Michelin<br />

for increased grip on the footrest,<br />

increased stability, a more durable sole<br />

and more heat resistance in both wet<br />

and dry conditions.<br />

The toe and heel slider is made of lightweight<br />

magnesium for better wear resistance.<br />

Tel: +27 74 143 2764<br />

Email: shaun@parabolica.co.za



Are you a huge BB33 fan? Of course<br />

you are, and this is one item you really<br />

need. The new supporters flag is now<br />

available and it is a proper design and<br />

material - the real deal if you like.<br />

Price: R480<br />

From: www.bradbinder33.net/shop/<br />


GLOVES<br />



The latest out from Michael Rogers<br />

Art, our very own superstar - Divebomb<br />

Darryn Ltd Edition prints.<br />

Price: R495 (excludes postage)<br />

From: Michael Rogers 074 101 5000<br />

Need a new pair of track gloves that<br />

look amazing and will protect you if/<br />

when you crash? Then these are a<br />

great option to look at.<br />

The Mass RS gloves are made from<br />

high quality cow leather featuring all<br />

the protection you need on track or<br />

on the road. As you can see they are<br />

available in a variety of colours, and<br />

you can even order a pair of your own<br />

custom design or colour.<br />

Price: R1800 each<br />

From: Mass Sports SA - 060 549 2210




With engineers and designers across Europe, Japan and North America, Dunlop boast<br />

a truly global Research & Development operation with innovations quickly put to the<br />

toughest test of all – racing. With innovations such as low profile tyre shapes, radial<br />

constructions, directional and constant curve tread designs, aramid casing materials,<br />

Multi-Tread (MT) technology as well as JLT – all directly developed through our passion<br />

for motorsport. What they have learnt on the track, they apply on the road, in fact,<br />

Dunlop were the first to apply race tyre performance standards to street tyres.<br />

Dunlop invented the pneumatic<br />

tyre back in 1888 to<br />

win races and they’ve never<br />

looked back. To this day<br />

Dunlop continues to break<br />

records, their recent success<br />

at Isle of Man TT confirmed<br />

their reputation as the tyre<br />

to have at the TT. Continued<br />

dominance in the FIM Endurance<br />

World Championship,<br />

along with dozens of national<br />

championships and the men’s<br />

and women’s MXGP wins.<br />

TT legend John McGuinness<br />

chose Dunlop for each<br />

of his wins on the Island.<br />

Dunlop was the choice of<br />

for the first 100mph production<br />

lap in 1969 and since then<br />

we’ve claimed the absolute<br />

speed records of 127mph,<br />

128mph, 129mph, 130mph,<br />

131mph, 132mph, 133mph and<br />

the new 2018 Peter Hickman<br />

landmark of 135mph.<br />

Away from the TT, Dunlop<br />

invests heavily in the world<br />

Moto2 and Moto3 world<br />

championships, supplying<br />

all the tyres. This means that<br />

over the years Dunlop has had<br />

crucial input from the likes of<br />

Marc Marquez, Maverick Vinales,<br />

Johan Zarco, Jack Miller,<br />

Brad Binder… the list goes on<br />

and on.<br />

In the FIM World Motocross<br />

Championship, Dunlop is the<br />

choice of top teams such as<br />

Monster Energy Kawasaki<br />

MXGP and our winning Geomax<br />

MX-33 tyres are available<br />

for all off-road riders.<br />

Dunlop is also the most<br />

successful tyre brand in Endurance<br />

Racing. Teams such<br />

as SERT Suzuki and GMT94<br />

Yamaha have chosen Dunlop<br />

to win championships – relying<br />

on our enduring performance<br />

in races such as the<br />

Bol d’Or, Le Mans 24 hours<br />

and Suzuka 8 hours.<br />

With that kind of expertise,<br />

it’s not surprising that<br />

the race tyres develop so<br />

fast, and that so much useful<br />

technology cascades down<br />

to road-going tyres such as<br />

the Q4 and RoadSmart III –<br />

RoadSmart III’s Nano-Technology<br />

compound that grips<br />

more and yet lasts longer,<br />

for example, stemmed from<br />

improving race performance<br />

not just in Moto2 and<br />

Moto3 but in the Endurance<br />

World and MotoAmerica<br />

championships too.<br />

Dunlop has come a long<br />

way since May 18, 1889,<br />

when Willie Hume destroyed<br />

the competition<br />

in a Belfast cycle event by<br />

winning four of the day’s<br />

five races using pneumatic<br />

tyres invented the previous<br />

year by John Boyd Dunlop.<br />

It was the dawn of Dunlop’s<br />

drive to win – a spirit which<br />

continues to this day.




Our South African contingent continued their onslaught<br />

of the Moto America Championship over the past<br />

weekend. The season has been exceptionally close<br />

despite the whole fight against the pandemic and what<br />

that entails for Motorsport worldwide.<br />

Words by Greg Moloney<br />

In the Junior Cup, Rocco<br />

Landers (1) converted his<br />

luck again and took the first<br />

wins of race weekend, but as<br />

usual with a rider who gets<br />

away at the front he lost<br />

valuable TV and online face<br />

time and due to the incredible<br />

battle between the two<br />

SA riders Dominic Doyle<br />

(25) and Sam Lochoff (57),<br />

the director stayed with<br />

their bar bashing action to<br />

the line, with the Eastern<br />

Cape youngster, Doyle just<br />

popping Cape Towns Lochoff<br />

to the line.<br />

It was more of the same<br />

in Race 2 where Liam Grant<br />

and David Kohlstaedt were<br />

definitely in a racy mood in<br />

the Liqui Moly Junior Cup<br />

and they both made some<br />

daring passes for position.<br />

Grant unfortunately went<br />

down, but Kohlstaedt put<br />

himself in fourth, just behind<br />

Doyle and Lochoff<br />

who were unable to catch<br />

Landers, but just could not<br />

get ahead of the champ.<br />

Cam Petersen (45) seems<br />

to be untouchable in the<br />

Superstock 1000 category<br />

taking his 4th win and decimating<br />

the field again. He<br />

was pushing initially to get<br />

away, but in the end looked<br />

very cool and calm across<br />

the line, and his braking issues<br />

certainly seemed to<br />

be completely sorted out.<br />

Petersen was also able<br />

to finish in the top 10 in<br />

the Honos Superbike Class<br />

again, and we believe, as<br />

with our other two Moto<br />

GP heros across in Europe,<br />

he is being looked at by<br />

some bigger guns for 2021.<br />

Watch this space!<br />

In the Superbike class,<br />

action has been world<br />

class all season long and<br />

SAs hope Mathew Scholtz<br />

(11) has been in it all the<br />

way. This weekend was<br />

more of same with Scholtz<br />

taking a 2nd in Race 1 behind<br />

Cam Beaubier.<br />

Former teammates Josh<br />

Herrin and Toni Elias wowed<br />

the online viewers in Sunday’s<br />

HONOS Superbike<br />

race two at the Ridge Motorsports<br />

Park. Elias made<br />

a perfect pass on Herrin<br />

in the final section leading<br />

onto the front straight to<br />

take over fifth, but it was<br />

all for naught as he was<br />

moved back to sixth in the<br />

results because he missed<br />

going through the chicane<br />

after crossing the finish<br />

line. Mathew was just off<br />

the overall podium for race<br />

2 but remains in contention<br />

for the Championship.<br />

“I just need to get some<br />

wins...”, said Scholtz chatting<br />

to <strong>MRW</strong> post race.<br />

We know they are coming<br />

and we will be right<br />

there when that happens<br />

and bring you all the up-todate<br />

news and latest out of<br />

the MotoAmerica paddock.

Follow the presenters of Hanging Cable SA / RacedayTV on their<br />

own page, right here in Moto Rider World as Keith Botha and<br />

Clifford Ogle follow the South African motorcycle racing scene and<br />

bring you all trackside interviews and race reports.<br />

With each edition, the team will ensure to bring you exclusive<br />

features straight from the Horses mouth with some fantastic behind<br />

the scenes content.<br />

These guys will also bring you great tech talks as they go around<br />

and visit some of SA’s fastest racing teams and riders.<br />

“We are very proud to be contributors to this wonderful new digital<br />

platform by Rob Portman and can’t wait to share all the racing<br />

action with all of you guys.“<br />

Watch their full Shows on RacedayTV and teaser bits right here in<br />

Moto Rider World.

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