MRW Issue 2

www.motoriderworld.com
ISSUE #2

EDITOR’S
NOTE
I’ve just finished up another great live chat
with both Brad and Darryn Binder on the
MRW Facebook page and I’m feeling so proud
and honoured to be able to do it.
I’m so grateful that both are willing to take
out of their hectic schedules and chat with us.
It really is awesome hearing all the inside info
and emotions straight from the horse’s mouth.
It’s so easy to talk these humbles men, who
are the perfect ambassadors for us as a nation
and fly the flag so high. If you didn’t catch the
interview live, make sure you go watch it on
the Moto Rider World YouTube channel, as I
have posted up there for you to enjoy. Just
excuse my kak Boksburg internet – Hurricane
Francois came to town so it upset my 5G
connection.
Obviously, the big talking point was Darryn
picking up his first win in the Moto3 class. I got
chills hearing both him and Brad talk about it.
It cast my mind back once again to when I had
first had the pleasure of meeting the boys and
their amazing parents, and how lucky I am to
have met them and been part of their journey.
In the first issue of MRW, we paid tribute to
Brad’s historic MotoGP win at Brno by putting
him on the cover. For issue 2, I had played
around with many options leading up to the
weekend Darryn won the Moto3 race. I had
the MV Agusta Superveloce 800 featured,
then the new BMW M1000RR, then Marc
Marquez – all of which we have great features
on in this issue by the way. I had settled on
the BMW M1000RR, that was until Darryn
went and crossed the line in first place. A few
hours later, after I had downloaded some great
pictures off the KTM Media site, I immediately
put our Daz on the cover, I just had too. He
deserves it more than anyone. The kid has
been through so much, had so many doubters
and hard times, so to come out the way he
has and show the world what Darryn Binder is
made of, I could not be happier and prouder
of the young man!
To all the naysayers, those assholes who are
very quick to type negative things and post
them up, to you I say crawl in your holes of
shame and stay there!
Anyway, it’s getting late and I still have so
much to do so I will let you carry on with what
is another cracker of a magazine with over
200 pages for you to enjoy. Big thanks once
again to all the advertisers for making this
possible, and to you all who have supported
me on this new venture. So far, it has been
more than I could ever imagine and I promise
you I will continue to do my best and bring
you as close to MotoGP and everything
motorcycles as I possibly can.
Oh, just in case you were wondering what
my Ed’s column pic is all about, it’s a pic
Daniella from Beam Productions took of me
on the Suzuki GSXR1000R, at around 7 pm at
night arriving in a dark, cold and very windy
Port Elizabeth after spending over 8 hours in
the saddle. Let’s just say that’s my “not very
impressed” face.
Enjoy the mag guys and girls, and I’ll
see you soon on one of our social media
platforms, or out on the road or track.
Cheers, and please stay safe in these crazy
times.
Rob Portman
rob@motoriderworld.com
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SHEZ MORAIS PODIUM
Having not ridden or raced a motorcycle in over 5 months,
Shez Morais recently went over to compete for the Wójcik
Racing Team at the Estoril12 Hour Endurance race, where
he was partnered with top riders Broc parkes and Gino Rea.
They managed to finish in 3rd place overall, beating some of
the more established factory teams in the process.

ROSSI TO PETRONAS SRT
It was the news the MotoGP world has been waiting for:
Valentino Rossi will shift sideways at the end of the 2020
season, leaving the Yamaha factory outfit to see out his riding
career at the satellite Petronas Yamaha SRT team.
The move will see seven-time premier class champion Rossi
racing at the pinnacle of motorcycle racing at the age of 42,
although it has been confirmed his long time mechanic crew
of Alex Briggs and Brent Stephens will not be following the
Italian legend to the independent team garage.
Rossi will partner his former protégé Franco Morbidelli and
be riding a 2021 specification Yamaha M1 in the satellite
team that was formed after Hervé Poncharal’s Tech 3 team
signed with KTM. This year the Petronas team leads the teams
championship courtesy of four podiums and three race wins.
Former Moto2 World Champion Morbidelli, having claimed his
maiden MotoGP win in the premier class at Misano several
weeks ago, is a graduate of the VR46 Academy.
The move becomes a basic swap and will see Fabio
Quartararo move into the factory Monster Energy Yamaha
MotoGP team alongside Maverick Vinales.
PIC BY GP FEVER.DE

BRILLIANT BINDER PROVED
UNBEATABLE IN BARCELONA.
After threatening for a long time, Darryn Binder finally bagged
his first Grand Prix victory with a superb ride in the Moto3 race
at the Gran Premi Monster Energy de Catalunya.
Darryn rode a sublime race and looked in control from start
to finish. Starting from 9th on the grid, Darryn got his normal
good start and soon found himself battling it out for top 3
honours. Daz spent most of the race in the leading group,
even having a few stints at the front of the pack.
He looked oh-so-comfortable there, like a man who had won
plenty of races before. He had been in this position before, but
sadly, until now, had never been the first rider across the line,
but finally, after 94 attempts in the Moto3 class, our SA hero
managed to pull off his first win, and what a win it was!

BROTHERS IN ARMS
After securing his first ever Moto3 victory, Darryn Binder
was greeted by his brother Brad in parc ferme. This is when
the tears started to flow, and not from Brad or Darryn, but
rather our editor Rob, and the entire SA motorcycle racing
community probably.
What a special moment it was, not only when Darryn crossed
the line to win, but even more so when Brad grabbed his
brother and gave him the biggest hug ever. Brad and Darryn
are very close and this moment just proved how close they
really are, and how much it means not only to Darryn, but also
to Brad and the entire Binder family, who have sacrificed so
much to get the boys where they are today.
Oh no, there he goes again, Rob is crying... again.

DARRYN BINDER

NEWS
DESK
members can share their passion for
Ducati and take advantage of all the
initiatives and benefits reserved for them.
With the aim of making the user
experience as engaging and personalized
as possible, MyDucati offers a system
of badges that are unlocked upon
completion of the various sections. By
achieving goals, subscribers can access
promotions and personalized services
based on the interests and preferences
they have expressed within the
application.
Available for iOS and Android, the
MyDucati App can be downloaded for
free from the Apple Store and Play Store.
Users already registered with MyDucati
can quickly access the app with the same
credentials they use on the web.
MYDUCATI APP IS HERE: THE ENTIRE
DUCATI WORLD ALWAYS AT HAND
Thanks to the MyDucati
App, the Bologna-based
motorcycle manufacturer
further strengthens the
relationship with its
community, offering Ducatisti
a tailor-made experience
and privileged access to the
Ducati universe. In fact, there
is a lot of unique content for
members, such as access to
reserved events and exclusive
previews of the new range.
The app offers numerous
features to get the most out
of MyDucati. In the Garage
section customers can
consult the documentation
of their motorcycles at any
time and always have their
Ducati Card – the official
Ducatista document – with
them. Here enthusiasts can
configure the Ducati of their
dreams, save it and share
it with friends and dealers.
In addition, fans can also
customize the section with a
picture of their own Ducati.
In the space dedicated to
Ducati Dealers customers
can locate the closest dealer
based on geo-localization,
consult the services available
and save it as a favourite
to contact it or make an
appointment for a test ride
with a simple click. While, in
the News area enthusiasts
can access in real time all the
information on new services
and events organized by
Ducati around the world,
with a notification system
that will always keep them
updated on the most
important news.
The app also has a section
reserved for the Desmo
Owners Club (DOC)
community, where club

NEWS
DESK
JUICED UP: BMW’S
NEW M1000RR
BMW has revealed its most powerful
motorcycle ever that becomes the first
bike to wear the famous M badge.
The new BMW M 1000 RR – referred to as M
RR in short – is the first M model from BMW
Motorrad and is based on the S 1000 RR. With
an engine output of 212 HP at 14,500 rpm, a
kerb weight of only 192 kg and a suspension and
aerodynamics designed for maximum race track
performance, the new M RR meets the main
expectations in the top segment of Superbikes.
BMW Motorrad follows the philosophy of
the strongest letter in the world: M stands for
worldwide success in motor racing and the
fascination of high-performance BMW models
and is aimed at customers with particularly high
demands relating to performance, exclusiveness
and individuality.
With the new M 1000 RR, BMW has gone
all out and used all of its M peformance parts
to create its most powerful, most seductive
prodction superbike to date.

NEWS
DESK
AT A GLANCE: M1000RR
HIGH FLOW RACE
SCREEN FOR
MORE TOP SPEED
3.6KG
LIGHTER
Akrapovič
TITANIUM
SYSTEM
CARBON
WINGLETS FOR
IMPROVED
DOWNFORCE
AND BRAKING
STABILITY
M SUPERLIGHT
CARBON WHEELS
AS STANDARD
M COMPETITION
PACK HAS AN
EVEN LIGHTER
SWINGARM
S1000RR ENGINE
THAT NOW MAKES
212BHP - 7BHP MORE
THAN STOCK BIKE
60G LIGHTER
NISSIN BRAKES
DEVELOPED FROM
WORLD SBK

NEWS
DESK
The M-RR runs a set of carbon
winglets that contributes some
16.2 kg of downforce at speed,
helping keep the front wheel
down for maximum acceleration
on track and less intervention
from the traction control system.
M RR four-cylinder engine based
on the RR engine for racing sport.
More peak power and increased
maximum engine speed.
The new M RR uses a water-cooled
four-cylinder in-line engine based on
the RR power train with BMW ShiftCam
technology for varying valve timing
and valve lift that has been modified
comprehensively in the direction of a
racing sport engine. It achieves its peak
output of 156 kW (212 HP) at 14,500
rpm. The maximum torque of 113 Nm
is applied at 11,000 rpm. In addition to
a maximum speed increased to 15,100
rpm, the M RR engine has extensive
technical optimisations such as new
2-ring forged pistons from Mahle,
adapted combustion chambers,
compression increased to 13.5, longer
and lighter titanium connecting
rods from Pankl, slimmer and lighter
rocker arms, fully machined intake
ports with new duct geometry as well
as optimisations on camshafts and
intake area. The lightweight exhaust
system is also made of titanium.
The new M RR engine is even more
powerful than the RR power train in
the range from 6,000 rpm to 15,100
rpm, a range that is particularly relevant
for race track driving dynamics,
but without losing its qualities as a
fascinating source of power for sporty
driving on country roads.
M winglets and high windscreen:
Braking later and accelerating
earlier thanks to the aerodynamic
downforce without any reduction
in maximum speed.
The aerodynamics were a decisive
point in the technical specifications
for development work of the M RR.
In addition to a maximum speed
that is as high as possible and
absolutely necessary for winning
races, there was another objective
in the technical specifications of the
M RR: to establish the best possible
contact of the wheels with the road
- especially when accelerating. The
M winglets on the trim front, which
were developed during intensive
testing on the race track and in the
BMW Group’s wind tunnel and are
made of clear-coat carbon, take
this into account as they produce
aerodynamic downforce and thus
additional wheel loads according
to the speed. The additional wheel
load on the front wheel counteracts
wheelie inclination, traction control
regulates less, more driving power
is converted into acceleration and
the driver achieves faster lap times.
The effect of the winglets is also
noticeable in curves and when
braking, the downforce allows later
braking and ensures increased
cornering stability.

NEWS
DESK
Chassis design trimmed for race
track use with modified geometry,
optimised wheel load distribution
and extended adjustability of the
swinging arm pivot point.
The chassis of the new M RR is based
on the RR with the bridge frame made
of aluminium at its centrepiece. It has an
optimised upside-down fork as well as
a revised central spring strut with blue
spring and Full Floater Pro kinematics.
The primary objective of the chassis
design was to achieve the best possible
lap times on the race track. The chassis of
the M RR is therefore uncompromisingly
designed for the race track, but also
convinces with qualities for country roads.
Special attention was paid to optimising
drivability, the braking and anti-squat
control as well as the best possible feeling
of the driver for the front and rear wheel.
M brakes for the first time at BMW
Motorrad as well as M carbon wheels
as standard.
With the new M RR, there is a BMW
motorcycle with an M brake for the first
time – like the M vehicles of BMW M
GmbH. It was developed directly from
the experience with the racing brakes of
BMW Motorrad company racing machines
in the Superbike World Championship
and provides maximum fading stability
and controllability. Externally, the M brake
callipers have a blue anodised coating in
combination with the M logo. With the M
carbon wheels, the new M RR has more
high-tech components for maximum
performance on the race track and road.
Instrument cluster with perfectly
readable 6.5-inch TFT display and
OBD interface that can be used
with activation code for the M GPS
data logger and M GPS laptrigger.
The instrument cluster of the new
M RR has the same basic design as
the RR and has an M start animation.
As part of the optional equipment,
an activation code (contents of M
competition package) can be used to
provide comprehensive data material
for the use of the M GPS laptrigger
and M GPS data logger (Original BMW
Motorrad Accessories) via the OBD
interface of the instrument cluster.

NEWS
DESK
The M-RR has been created so that BMW can
race it in next year’s WSBK championship, so let’s
see if it can finally vault BMW past the seemingly
untouchable Kawasaki team to the title.
Born for racing: M design and dynamic
form language of the M RR indicate
ultimate race track performance.
The new M RR emphasises its racing genes
with the light white solid paint/M Sport
colour scheme in the basic colours light blue,
dark blue and red. Further features of the M
RR are the engine covers in granite grey and
the fuel filler cap painted black.
Uncompromising in design and
technology: The M RR with M
competition package.
For those who are still not satisfied with the
new M RR in standard trim, the M competition
package provides a fascinating mixture of
classy components for the racing technology
gourmet and the aesthete at the same time.
In addition to the M GPS laptrigger software
and the corresponding activation code, the
M competition package also includes the M
milled parts package, the M carbon package
as well as a silver 220 g lighter swinging arm,
the friction-optimised, maintenance-free
and DLC-coated M Endurance chain and the
passenger package including tail-hump cover.
We have been told by realiable sources here
in SA that around 8 of the new M1000RR
models should be coming into SA, with
prodcution starting in November this year
and the base price will be around R575,000.
Add in the M Competition pack (pictured
right) at an extra R105,999 and you’ll look at
around the R690,000 mark for the all-out
M1000RR package.
Customers will need to pay a 10% deposit
upfront to secure their booking. For more
information, or to book yours call BMW
Motorrad West Rand now on 011 761 3500.
If you’re planning to go racing –
and BMW says this thing is pretty
much ready to roll – you can
option up with an M Competition
package that gives you GPS
lap tracking, carbon bodywork
parts, a lighter swingarm, BMW’s
“maintenance free” M Endurance
chain, an aerodynamic cowl
for the rear seat and some
milled, adjustable aluminum
replacements for the levers,
footrests and other bits.

NEWS
DESK
TESI H2 HITS
PRODUCTION
Bimota launches production version of
highly acclaimed Kawasaki powered TESI H2.
BIMOTA has announced that it will release
production models of the radical and innovative
TESI H2 on October 1st, 2020. The TESI H2 was first
unveiled at the EICMA show in November 2019, and
attracted worldwide media and enthusiast interest as
the first machine in a revival of Italy’s most traditional
and much admired premium motorcycle brand.

NEWS
DESK
The Kawasaki H2 had to be the
craziest thing there was in the
motorcycle world but if you hand one
to Bimota, the result is something on
the lines of Looney Toons’ Taz. The
Bimota Tesi H2 has been revealed in
its production self and will be heading
for a limited production run. It is the
first production-ready motorcycle
from the Italian manufacturer since
Kawasaki purchased a 49.9% share
of the company last year. The
Tesi H2 uses Kawasaki’s 228 bhp
supercharged 998cc four-cylinder
engine from the Ninja H2.
The bonkers Tesi H2 was planned
earlier but had to be moved to
September 2020 due to the
pandemic. Things now seem on
track in Rimini as Bimota have also
announced that the Tesi H2 can be
pre-ordered. Not just that, Bimota
have also released specifications of
the Tesi H2 and here’s why most are
calling it bonkers.
It gets Kawasaki’s liquid-cooled
998cc supercharged inline-four
mounted to an aluminum chassis with
the same bore and stroke as the H2 at
76 x 55 mm but a compression ratio
of 8.3:1 more like the H2 R than the
SX. Power has been bumped up to a
healthy 231 hp at 11,500 rpm and 141
Nm of torque at 11,000 rpm, and it is a
freaky 242 hp with ram-air boost. All
this in a motorcycle that weighs in at
207 kg (dry).
The front and rear swingarms are
made of aluminum with four inches of
travel at the front and 5.11 inches at the
back. The 17-inch wheels are armed
with two 330mm discs at the front and
a single 220mm disc at the back. For
those of you who will commit to a new
Tesi, deliveries of the first batch of 250
bikes will start shipping in October.
The first two
available versions of
Tesi H2 have been
produced and are
ready to be delivered
to customers.

NEWS
DESK
HONDA WING CENTURION:
READY & WAITING FOR YOU
The Honda dealership
that has been servicing the
community for over 20 years
now is looking better than
ever, with a showroom floor
that is jammed packed with
new Honda motorcycles -
street to offroad - as well as
a wide selection of quality
pre-owned machines.
The dealership not only
caters for bike sales but also
all spares, accessories and
workshop needs.
Their service is of the
highest quality and their staff
are highly trained to help
assistance with what ever
query you might have.
Exciting news coming
from the dealership is
that they have partnered
up with SAMRA (South
African Motorcycle Racing
Academy) and will be
assisting Neil Harran in
helping support and groom
SA’s next best motorcycle
racing talents.
A great initiative from
the team at Honda Wing
Centurion who are doing
what they can to help and
expose their dealership.
Call them now on
083 275 9261
MAKE EVERY
MILE AN
ADVENTURE
-
Set your sights on extreme exploration with this 2-wheel intercontinental missile.
A staggering 160 hp (118 kW) and the most advanced electronics package make
the KTM 1290 SUPER ADVENTURE S all you need for a fully-loaded, adrenaline-filled
getaway like no other.
Phone 011 462 7796 for your nearest KTM Dealer.
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost. Photo: F. Lackner

NEWS
DESK
ALFIE SWANEPOEL:
SUPPORTING OUR STARS
Alfie Swanepoel is a very
well-known and respected
name in the motorcycle
racing fraternity. He has been
involved for many years
now and has bagged many
SA SBK and drag racing
National titles.
What makes him so special
is his ability to setup a
motorcycle – from suspension
to engine – the man is a
genius when it comes to
2-wheels. This is further
backed by the fact that he is
a certified Ohlins suspension
technician, and is a world
recognized one at that.
Alfie has his own shop
called AS Racing, where he
caters for race bike prep
and tuning, from engine to
suspension setup, he does it
all. Backing up his brilliance
is the fact that he is the man
behind some of SA’s top crop
of young stars, riders such
as Jared Schultz, Dorren
Lourerio, Ryno Pretorius,
Thabang Kheswa and Robert
Jacobs. He supports and
mentors these local riders
right here on the long and
shorts tracks in SA, as well
as on the international stage
with Jared Schultz, who races
in the Spanish Supersport
600 championship as well as
the local SA scene.
There are big plans in the
pipeline not only for Alfie and
Jared in the near future on
the international scene, but
for many SA riders looking
to make their footprint
abroad in various racing
championships.
Alfie has always been at
the forefront at supporting
young riders, helping
give them the assistance,
knowledge, and guidance to
help further their careers and
he is once again doing it with
this new crop of stars.
Alfie’s services are not only
limited to top young racers,
anyone who is looking for
expert advice, workmanship
and setup can take
advantage of his services.
AS Racing is available to
all who are in need of their
services, so if you would
like to get hold of Alfie and
experience his passion and
expertise first hand, call him
on 084 523 9229, or drop
him, an email at asracing123@
gmail.com.
His services not only
including prepping your
machine but also, and more
importantly, track side
assistance where he will
come to the track and assist
in getting your motorcycle
perfectly setup for your riding
style, and help you improve
on your lap times, that’s pretty
much a guarantee!
Alfie also only uses the top
products in the business, such
as Ohlins. One very cool piece
of equipment he has is the
Rapid Laser frame and chassis
check-up tool. Most of the time,
riders bike setup problems are
not only suspension related,
but more down to a bent or
out-of-line chassis, which can
cause all kinds of problems.
Alfie, along with the Rapid
Laser tool can pin-point this
problem and solve whatever
issues there might be with your
bikes chassis.
RAPID LASER FRAME AND
CHASSIS CHECK-UP TOOL
No matter whether it’s a
road or track bike, perfect
chassis alignment and intact
geometry is a must. RapidLaser
is your professional check-up
tool, which will shed light on
improper bike set-up and hidden
frame and chassis damage/
deviation.
One of the biggest advantages
of the RapidLaser is that you
can diagnose the bike without
removing the fairings/bodywork,
which is a real time-robbing
exercise.
RapidLaser is a must have kit
for workshops, race teams, used
bike dealers and used spare
part handlers/breakers as well.
Even for individuals aiming for a
perfectly aligned bike!

NEWS
DESK
PIC BY GP FEVER.DE
TRACK LIMITS: INFRACTIONS
& ENFORCEMENT EXPLAINED
At the Gran Premio Lenovo
di San Marino e della Riviera
di Rimini, a Press Conference
with MotoGP Race Director
Mike Webb took place on the
Saturday to clarify the rules
and regulations regarding
track limits.
As well as fielding a
number of questions from
the media via Zoom, Webb
summarised the FIM MotoGP
World Championship rules
and clarified a number of key
points.
What are track limit
violations?
Track limit violations are when
a rider exceeds the limits of
the track, and possibly gains
an advantage. Kerbs (except
double kerbs) are part of
the track. Double kerbs and
any green painted areas
connected to and outside of
kerbs are both considered
outside track limits.
An instance of exceeding
track limits is recorded
when both tyres are outside
of the track at the same
time. Similarly to tennis,
any contact with the line is
considered ‘in’. Only when
both tyres are completely
outside track limits is it
considered an infraction.
Who determines
whether a rider has
committed an infraction?
Decisions regarding track
limits, as well as any other
penalties, are the sole
responsibility of the FIM
MotoGP Stewards Panel. Track
limits decisions are final with
no possibility of protest or
appeal. Track limit infractions
are confirmed by video, and
there must be a clear image
available to the Stewards in
order to issue a penalty.
Track limits are monitored
by dedicated cameras with
image recognition software
and multiple operators.
These are not always the
same images used for the
international program feed or
television broadcasts.
What are the
consequences of
exceeding track limits?
During a practice or
qualifying session:
If a rider exceeds track
limits during any practice
or qualifying session that is
not a race, the sector time
in question is cancelled.
This automatically results in
cancellation of that lap.
During a race:
If a rider exceeds track limits
and loses time or position,
the incident is not recorded
and no penalty is issued.
If it is not possible to
determine whether there
has been a loss or gain, the
incident is simply recorded.
Some mistakes are provided
for, but making too many is
deemed as an advantage
because the rider in question
will not be using the same
track as their competitors.
After three such infractions,
a “Track Limits Warning”
dashboard message is sent
to the rider. If a rider reaches
five track limits violations, a
Long Lap Penalty is issued.
This is communicated via
both a dashboard message to
the rider and a signal board
by the side of the track.
If the FIM MotoGP Stewards
deem a rider to have gained
a clear advantage, a penalty
will be issued for a single
infraction. These incidents are
not included in the count of
undetermined infractions or
mistakes.
For these single infractions
where a clear advantage has
been gained, the penalties
awarded can include Change
of Position, a Time Penalty or
a Long Lap Penalty.
If the rider voluntarily
gives back the advantage
immediately after the incident,
a penalty may be avoided.
What if a rider is forced
wide by another?
Allowances are made for
being forced off track by
another rider.
This is also why
undetermined violations are
not recorded on the first
lap of a race, when a large
number of riders are close
together on track. At Turn 1
on the first lap, track limits
are not recorded either. This is
due to the prevalence of riders
being pushed wide at Turn 1
after the start, and is intended
to avoid unnecessary crashes
by allowing riders to use run
off areas if needed.
However, as always, a clear
disadvantage must be shown
in order to avoid riders taking
advantage of the situation.
Any clear advantage
gained is always penalised –
including during the first lap.
What about on the
last lap?
For riders closely contesting
a position, any track limit
infraction that takes place
during the last lap, and that
the FIM MotoGP Stewards
deem to have affected a race
result, must be shown to
have clearly disadvantaged
the rider who makes the
infraction. This is true
whether there is a change of
position or not.
Exceeding track limits
during the last lap in a way
that is deemed to affect
finishing positions, with no
clear disadvantage for the
rider exceeding track limits,
will result in a change of
position or a time penalty.
The principle is that a rider
exceeding track limits on the
last lap must be worse off
in doing so than the rider or
riders against whom they are
directly and closely competing.
The last lap is considered a
special case because it may
affect the race result.

NEWS
DESK
PADDOCK NEWS:
2021 MUSICAL CHAIRS
There is plenty of musical
chairs happening in the
MotoGP paddock at the
moment with riders and
teams getting themselves
secured ahead of the 2021
season.
Movers and shakers in all
three categories, with many
contracts coming to an end
after the 2020 season, there
has been plenty of movement,
some expected, while others
seem very surprising.
In this Paddock News piece,
we will bring you up-to-date
with all the activities that
have taken place over the
past couple of weeks and
highlight who will be going
where in the 2021 season.
Let’s start with the biggest of
them all, shall we…
Rossi to Petronas
Yamaha
It’s the news we have been
expecting for so long now,
and finally it came during
the recent Catalunya GP.
Since the new broke earlier
this season, where Fabio
Quatararo was confirmed
to be in the Monster Energy
Yamaha Factory squad
alongside Vinales for 2021,
we all wondered what would
happen to a certain Mr. VR46.
Retirement was on the
lips of many, but in true Vale
style he came back and will
be racing in the MotoGP
championship for another
year, at least.
The deal was signed just
before the Catalan GP – a one
year deal with an option for
a second, if Rossi wanted to
carry on. The Doctors hunger,
drive, and passion for his
beloved sport doesn’t seem to
be fading and the entire world
of MotoGP, fan or no fan, must
be happy at the fact we get to
see the G.O.A.T back in action
for another season.
Rossi has signed with
Yamaha once again, as a
Factory rider, and they have
decided to place him in the
Petronas team, kind of like
Miller with Ducati, who is
a Factory rider and placed
in the Pramac team for
the 2020 season. As with
Crutchlow, who was signed
with HRC for the past couple
of years, with factory support,
but in a non-factory team.
Let’s face it, the man is
still ultra-competitive, and
who knows, this fresh, new
approach could be exactly
what the man needs to help
him get closer to that dream
of a 10th title. After all, the
Petronas team seems to be
a better all-round package
compared to the Factory
squad, who seem to have lost
their way a bit.
The Monster Energy team
seems to be on a downer at
the moment, not only with
Rossi crashing out the last
couple of races, but mainly
on the Vinales side of the
garage. Yes, he won at Misano
2, but it was handed to him
after the demise of Pecco,
and a week later the clueless
Vinales was back in action at
the Catalunya GP.
It doesn’t seem to be all
there in the Factory team,
where the Petronas team
seems to be one happy family,
and we could see Vale thriving
in that garage, even though he
was not able to take some of
his long-time staff members
with him. Only time will tell,
but I think we could be seeing
that famous 46, now plastered
on the front of a Petronas
Yamaha, running at the front
with a lot more swagger than
in recent years.
Here’s what Rossi had
to say about joining the
Petronas SRT team:
“I am very happy to
continue riding in 2021 and
to do it with the Petronas
Yamaha Sepang Racing
Team. I thought a lot before
taking this decision, because
the challenge is getting
hotter and hotter. To be at
the top in MotoGP you have
to work a lot and hard, to
train every day and lead an
‘athlete’s life’, but I still like it
and I still want to ride.
In the first half of the year I
made my choice and I talked
with Yamaha, who agreed
with me. They told me even if
there was no place for me in
the factory team, the factory
bike and the factory support
were guaranteed.
I am very happy to move to
Petronas Yamaha SRT. They
are young, but they’ve shown
to be a top team. They are
very serious and very well
organised. For this year I also
changed my crew chief. I’m
very happy with David, and I
think we haven’t reached our
best yet.
This was one of the
reasons why I chose to
continue, because the
atmosphere in the team is
something I like a lot.
It’ll be nice to have Franco
as my team-mate, as he’s
an academy rider, it’s going
to be cool. I think we can
work together to make good
things happen.”
Darryn Binder joining
Rossi at SRT
Yes, Darryn Binder will be
sharing the same hospitality
as Rossi for the 2021 season,
although not the same pit
box. Daz will be sporting
the same sponsors colours
as VR46 for 2021, but in the
Moto3 team. The now Moto3
race winner will be making
the switch from KTM to
Honda, which seems to be
the better all-round package
at the moment.

Racing in the Moto3
championship again is not
ideal for the tall SA rider, but
the bigger picture is what he
has actually signed for. The
team has a presence in the
moto3, Moto2, and MotoGP
categories, and the hope is
that Daz can do well in Moto3
next year and then move to
the Moto2 class for the 2022
season, something that has
been underlined in the new
deal. A move to the Moto2
category is ultimately what
Daz wants and needs, and
if another year in Moto3, on
a very competitive Honda
package is what’s needed to
secure a competitive package
in Moto2 for the following
year then so be it.
Speaking on the move,
Darryn Binder said, “I’m
really happy to be joining
PETRONAS Sprinta Racing
for next season. I was super
excited when the opportunity
came and I think we have
big potential together and
a great package to work
with. I feel like we can do
a really good job together
and can have a bright future.
Personally, I think that this is
the best opportunity to make
the last step up to continually
be at the top of the
standings. Our target will be
to fight for the top positions
at every race.”
NEWS
DESK
Johan Stigefelt, Team
Director: “I’m really pleased
that we have signed Darryn
for next year. We have seen
that he is an aggressive,
talented and good rider,
especially on the race day.
This is the kind of guy that
you want to work with, who
wants to take the next step
in his career, and the type of
rider who you want in your
team who can challenge for
the front. This will definitely
be the target with him. First
he will need to adapt to the
Honda and we want him to
feel comfortable in the team,
as we’ve done with other
riders in the past. He’ll have a
strong crew around him and
I’m confident that we will be
able to do something very
good together.”
Gardner to AJO Red
Bull KTM Moto2
Heading into his 6th season
in the Moto2 class, son of
Grand Prix legend and former
500cc World Champion
Wayne Garner, Remy will be
leaving the SAG Moto2 team
for pastures new with the
very experienced AJO Red
Bull KTM team, who are now
running Kalex Moto2 chassis
as appose to KTM build ones.
Remy Gardner is
considered a hot talent and
has been tipped for great
things in the near future.
So far, we have just seen
glimpses of what the man is
capable of, but he needs to
show more if he is to make
the dream move into the
MotoGP team.
This move is a positive one
for him and his career. If he
can prove himself with this
team in the Moto2 class, he
could find himself making
that move to MotoGP sooner
rather than later. Other riders
such as Miguel Oliviera, our
own Brad Binder, and now
current rider Jorge Martin
have/will all made the move
up to the premier class
through the AJO team, so
this could be Remy’s best
chance to shine.
Remy Gardner: “I am very
happy to be signing this
contract for the team of my
dreams. I am proud to be
part of the Red Bull and KTM
family, and of Aki’s structure.
I want to thank all of them for
giving me this opportunity
for 2021. I also thank all those
who have helped me to get
here. I can’t wait to start
working with them next year
and I hope that together we
can do some amazing things.”
Luthi signs with
Onexox TKKR SAG
Moto2 team
It looks like the Onexox
TKKR SAG Team is here to
stay in Moto2 for 2021 after
they were rumoured to be in
financial trouble and being
forced to withdraw from the
Championship.
They have since closed the
deal with one of the best
Moto2 riders in the business,
Thomas Luthi, who despite
facing some major issues
this season, the team has
high hopes to be super
competitive in the upcoming
season, especially with the
very experienced Tom Luthi.
With 17 victories so far
under his belt, Luthi together
with the Onexox TKKR SAG
Team is looking to prove all
their doubters wrong, even
with the exit of Remy Gardner
who has signed with the Red
Bull KTM Ajo for 2021.
Luthi’s move was evident
after his current team,
Liqui Moly Intact Racing,
announced that they would
be signing current Moto3
rider Tony Arbolino for the
2021 Moto2 campaign.
That moved pretty much
forced Luthi out, as the
German team looked certain
to keep current German rider,
Marcel Schrötter.
Bastianini to Ducati
MotoGP for 2021
Moto2 frontrunner Enea
Bastianini has confirmed he
has signed for Ducati to step
up to MotoGP in 2021, with
Avintia his likely destination, to
replace Zarco will be moving
to the Pramac Ducati team for
the 2021 season, confirmation
of that just coming in.
Speaking about the move,
Enea had this to say: “At the
moment I don’t know the
team, but I think in the next
week - or I don’t know - it will
be possible to confirm this.
For me it’s really important to
be the next year with Ducati,
it’s a good family for me, it’s
an Italian bike. I think to be
possible to be fast in MotoGP,
but we will see.”

NEWS
DESK
Bagnaia gets Factory
Ducati seat, Zarco
moves to Pramac
Literally as we were about to
upload this magazine the news
broke that Pecco Bagnaia has
been confirmed to replace the
outgoing Andrea Dovisiozo at
the Factory Ducati team for
2021, with Johann Zarco, the
man who was up against him
for that seat, replacing Pecco
at the Pramac Ducati squad.
We think that this was the
best decision to go with, as
Pecco is a hot, young talent
and not securing him would
have been a bad thing for
Ducati, who normally go for
the tried-and-tested route, but
this time have gone for the
young and talented route.
Zarco is good, yes, but not
as good as Pecco in our minds
and over the age of 30 now
so putting him in the Pramac
team was the best decision.
Francesco Bagnaia: “I’d
chosen to be a Ducati rider
even before becoming a
Moto2 World Champion in
2018, and they had chosen me
even before I had known that
one day I would become one.
It was our bet because until
that moment I had always
been a fast rider, but I had
nothing concrete under my
belt: Ducati decided to believe
in it even before everyone
else. We didn’t know how it
was going to go, but to this
day, if I had to go back, I’d do
it all over again. My MotoGP
debut was not easy, but at
Ducati, they never questioned
me: they gave me all the
support and confidence that
a rookie needs and they let
me do experience in 2019.
I listened to them, I trusted
them, together we learned
to know each other and
understand each other, and
now we form a great team.
They taught me a method of
work that allowed us to take
away some nice satisfactions
and I think that’s just the
beginning. Today I am the
happiest person in the world,
for me, it is a dream come
true: being an official Ducati
rider has always been my
ambition, and I succeeded
together with all of those
who had always believed in
me even when things did
not go well. A special thank
goes to Claudio Domenicali,
Gigi Dall’Igna, Paolo Ciabatti
and Davide Tardozzi for the
trust, to the Pramac Racing
Team that welcomed me as a
family and to the VR46 Riders
Academy that has always
supported me all these years”.
So, from what we can see
this is how all these Ducati
riders will line-up in next
year’s championship;
Jack Miller – Factory Ducati
Pecco Bagnia – Factory
Ducati (confirmed)
Jorge Martin – Pramac Ducati
(confirmed)
Johann Zarco – Pramac
Ducati (confirmed)
Enea Bastianini – Avintia
Ducati (still not confirmed)
Luca Marini – Avintia Ducati
(still not confirmed)

LUEDY
ICE!
RAD KTM are becoming the masters at producing some
of the RADDEST custom 1290 SuperDuke R in SA.
Here is another very tasty creation of their’s.
By Rob Portman | Pics by Beam Productions

RAD KTM have become the masters at special
custom creations for their clients. The massive
dealership out in Sandton has once again produced a
pure gem with this new 2020 1290 SuperDuke R.
Mike Grove, the lead technician and best in the
business when it comes to anything and everything
KTM, is the man behind this creation. Over 15 hours of
blood, sweat and tears was spent on this project.
The bike was completely stripped down from new
so that the frame, all bodywork parts and wheels could
be sent in for the custom spray job. Custom Creations
is the company behind the amazing work, which is
top-notch quality and the blue/metallic they managed
to get is simply stunning.
Chris Masters is the proud owner of this new
creation you see before you and the idea behind it
came from looking at the French Racing Bugatti car,
which has this very iconic and exclusive blue colour.
The bike has also been fitted with the full titanium
Akro pipe as well as some neat indicators front and rear.
All-in-all another very impressive project done by
the team from RAD KTM who just keep on impressing
and offering their customer an exclusive, custom made
experience. Tel 011 234 5007

MV AGUSTA SUPERVELOCE 800
DIVINE
INTERVENTION
The all new Superveloce isn’t just a
design success, the retro throwback is
based on their sharp handling F800.
Words by Adam Child ‘Chad’ | Pics by Tim Keeton – impact images
When MV Agusta first unveiled the Superveloce at
ECIMA in 2018, my jaw hit the floor. Now, on a perfect
summer day in the UK, on the actual production
bike, which isn’t too far removed from the beautiful
prototype, I’m in love again. She is stunning. A simple
question, is there a more desirable, sexier, production
bike on the market? It’s unique, a throwback to the
’70s when MV dominated racing, it’s individual and
daring. It’s built and manufactured in Italy, produced
by an iconic brand, with an eye for detail. Check out
the single LED headlight and taillight, the protruding
three exhausts give you an indication of it’s the engine,
the ‘dummy’ leather strap over the fuel tanks,
is lavish, over the top, doesn’t’ have a purpose, but I
still like it. MV has hidden all the fairing fasteners and
unsightly bolts, it gives the appearance the sculpted
70’s bodywork is floating – it’s the attention to detail
and lavish styling I love.

On looks alone, it must be one of the
highlights of this year, arguably the
last 5-years. It’s based on the highly
acclaimed, track-focused, if slightly
dated F3, so it should perform. But,
does it go as well as it looks? A week
in the UK, close to 1300km should
give us some answers.
POWER AND TORQUE
Peak power and torques is identical
to the MV F3 which was launched
back in 2013, yes that long ago. Peak
power is 148hp @13,000rpm and
torque at 88Nm @10,600rpm. The
torque and power curves are identical
between the two models, however
the Superveloce has slightly different
fuelling to compensate for the
change in the air-box intake runners,
which differ slightly from the F3.
In today’s work where super-naked
and superbikes are producing
200bhp and more, the new MV may
not have the power figure to impress
mate down the pub, but in the real
word, on the road the power is impressive
and usable. You don’t have
to dance around on the gear selector
in search of power, the three cylinder,
with a counter-roting crank
has usable power lower down in the
rev range, then really starts to take
off and run from the mid-range onwards.
There are also four rider
modes, Sport, Race, Rain and a Custom
mode which changes the engine
characteristics and throttle response.

ENGINE GEARBOX & EXHAUST
The three protruding exhausts down
onside sound as good as they look.
MV always produces a lovely sounding
bike and the Superveloce continues
that tradition. Inline triple engine
sounds great, and despite passing
Euro-4 legislation the MV sounds great
via the 3-1-2 exhaust, more so as you
send the digital rev-counter towards
its redline. At tick-over its mildly humming,
but still sounds unique. As the
revs build so does its lungs, the MV is
one of those bikes you just love to rev,
just to hear the three exhausts holler.
On the road, you’d don’t really need
to drop back a few gears for an overtake
and you don’t have to leave every
60kph in seconds gear, there is more
than enough usable torque, but because
it sounds so good you can help
to flick back a few gears, to allow the
engine scream. The gear changes are
effortless, due to a super smooth gearbox
with an up and down quick-shifter.
The auto-blipper matches the revs every
time on rapid down changes, and the
cut in power on up changes is race bike
like, smooth and fast – love it. Even at
low speeds, around 60kph the clutchless
changes felt smooth on fuss-free.
On occasions, I did accidentally manage
to find neutral between 1st and 2nd but
this only a few times on an 1300km test.
Once you get the revs in the upper
half of their rev range this is when the
MV is the happiest, in its element. Make
no mistake the Superveloce is a quick
bike, it might look like a 70’s throwback,
but underneath there is still 148
angry Italian horses which want to run.
In the first gear and occasionally in
second gear the eight-stage traction
control must work overtime to keep
the front wheel in contact with the
ground. The counter-rotating crank,
combined with a rider pushed forward
over the top yoke, means it’s not a
wheelie happy bike, you’re not fighting
the front to keep it on the road, instead
is just accelerates forward. However, if
you do want to impress your mates
it’s more than happy to loft the front,
once you’ve deactivated the TC, which
is easy to do and can be done on the
move, thanks to the easy-to-use full
colour TFT clocks. The Superveloce
may look like a work of art, but don’t
be mistaken it’s still a 240kph + sportsbike
underneath that retro clothing.
It’s like Hussain Bolt in a 70’s tracksuit.
Back in the real work, away from
wheelies and top speed, MV has always
been criticised for poor fuelling
at low speeds. In Race mode, as you’d
expect it’s a little harsh, but in Sport
and even more so in Rain mode is
much softer and easy-to-use. I, unfortunately,
had to ride through a biblical
rainstorm, lots of standing water and
was thankful for the soft Rain mode.

HANDLING, SUSPENSION,
CHASSIS, & WEIGHT
The manual suspension set up, fullyadjustable
Marzocchi upfront, and
full-adjustable single Sachs unit at the
rear is identical to the MV’s F3. But for
this year MV has added a new progressive
linkage on the rear and revised
the fork’s settings. The overall set-up
as you’d expect is on the sporty side,
but it’s not overly harsh, this isn’t a
race bike for the road. But equally this
isn’t a softly sprung sports bike, like
a Triumph Dayton Moto2 for example,
it’s friendly but only up to a point.
Like the engine the faster you ride,
the happier the suspension and handling
is, it copes with braking, acceleration,
and cornering loads with
ease. You could roll out onto a track
new Brutale 1000RR, and again the
faster you go, the more you load the
suspension the happier it feels. But on
the odd occasion, the rear did jolt my
spine. If I lived somewhere remote,
used more B-roads than A I’d certainly
think about opening up the suspension,
make it plusher, more roadfocused
than track.
Around town at slow speed, whilst
constantly admiring your reflection
you will grimace from time to time.
Potholes and speed humps aren’t your
friends. The riding position is on the
radical side, the seat isn’t soft enough
– don’t forget that black visor to hide
your discomfort. But aside from posing
why are you in town? Get away from
the smoke, allow the MV to breathe,
enjoy the sporty handling, and decide
if it’s kneed down or knee up.
day with little complaints, the set-up
is track-ready with standard tyres.
The Superveloce feels at home on the
fast, smooth, and flowing sections; at
times I had to remind myself I wasn’t
in race leathers and had to pull my
knee in to avoid contact with the road.
On bumpier, uneven sections the
MV doesn’t feel as accomplished as
it did on the fast-smooth sections. It’s
stable, it’s not overly harsh like MV’s
BRAKES
“THE RIDING POSITION IS ON THE RADICAL
SIDE, THE SEAT ISN’T SOFT ENOUGH – DON’T
FORGET THAT BLACK VISOR TO HIDE YOUR
DISCOMFORT. BUT ASIDE FROM POSING
WHY ARE YOU IN TOWN? GET AWAY FROM
THE SMOKE, ALLOW THE MV TO BREATHE,
ENJOY THE SPORTY HANDLING, AND DECIDE
IF IT’S KNEED DOWN OR KNEE UP.”
Like the suspension the Brembro radial
stoppers are stolen from the F3,
the same high quality set up. Without
an IMU, which measures lean angle,
adjustable ABS braking is conventional
and not lean-sensitive. I never
had a problem with conventional ABS
but some riders/owners may have expected
cornering ABS on a new premium
2020 model.
I rode the Superveloce
in all conditions and was
happy with the brake set
up. In the wet, the Pirelli
Rosso Corsa 2 tyres are
much better than they
appear, and the ABS
isn’t too intrusive. In the
dry the brake lever has a
nice progressive feel to

it, the Marzocchi forks drive smoothly
in the stroke, not too rapidly and rebound
is controlled. Braking is impressive
as you’d expect from a bike
based on the F3.
RUNNING COSTS
As you’d expect from MV, and like anything
attractive, and high-maintenance
from Italy, the new Superveloce is expensive,
at R399,000 here in SA for
the base model. In today’s market up
against modern 1000cc Superbikes,
that isn’t bad as a standard Honda Fireblade
is just under R390k and a Ducati
V4 Panigale is again R360k or near as
dam it. But we’re not comparing eggs
with eggs the Superveloce is 800 capacity,
148hp, so we should be looking
at bikes like, Ducati’s V2 Panigale, similar
power, desirable and R267,900, or
even Triumph’s limited edition Moto2
Daytona, now 765 capacity, 128bhp
and R279,000. Even if MV look in their
garage, the F3 which the Superveloce
is based upon is around R290k. The
F3 and the Superveloce run the same
engine, but the F3 although attractive
isn’t a supermodel like the Superveloce.
MV quote 6.4/L/100km, which
equates to a quoted 44.14mpg, which
means in theory the 16.5 fuel tank
should last 310 km, but that would be
until empty. On test, the mpg ranged
depending on the conditions and riding,
but averaged, juts under 40mpg,
39.4mpg to be precise, therefore the
actual range is 280 km. Realistically
you need to think about searching for
fuel at 200-210 km mark.
RIDER AIDS & EXTRA
EQUIPMENT/ACCESSORIES
As mentioned earlier, the new Superveloce
doesn’t have an IMU therefore
the eight-stage traction controls isn’t
lean-sensitive. However, traction control
intervention and reintervention
are smooth and effortless. Furthermore,
it is a doddle to change on the
move, I was up to eight the maximum
setting in the wet and deactivated the
TC for the photoshoot. The all-new
full-colour 5in TFT clocks are easy to
navigate, are clear, with simple graphics.
It’s easy to change the TC on the
move, even de-activate without stopping.
I don’t have to scroll through
various screens and sub-menus, it’s
simple and intuitive. I love the new
clocks, and unlike the MV 1000 Brutale
1000RR, the are in the correct
position, behind the retro screen not
near the fuel cap. The new clocks allow
Bluetooth connectivity and communication
with the MV Ride App.
Again, the app is simple and easy
to use, you can track your ride, even
change the settings like ABS and TC
all from your phone. It may appear
to be a 70’S throwback, but the new
clocks give you the very latest technology.
The only downside is they are
hard to read when the sun is low and
behind the rider. The rider modes are
easy to change, again it’s simple this
time done via the start button, but
again in low light, it’s hard to read as
sometimes Rain mode looks like Race
mode, maybe they should have called
it wet and track mode.

TECH SPEC
New price R399,000
Capacity 798cc
Engine Layout Inline threecylinder
four stroke
Bore x Stroke 79 x 53.3mm
Power 148hp @13,000rpm
Torque 88Nm @10,600rpm
Wheelbase 1380mm
Seat height 830mm
Dry weight 173kg
Cruise control comes as standard, and
as mentioned so does the up-and-down
super smooth quick-shifter. Cruise control
hints towards, dare I say practicality, if you
can say that about a retro MV with barend
mirrors, which aren’t that bad, surprisingly
good.
As you’d expect there are some lovely
accessories to play with, carbon trinkets,
the CNC almuminium spoked wheels are
mouth-watering, and there’s an aftermarket
Arrow race exhaust. The open exhaust
for tack use only pushes power to 153hp
and looks stunning with two pipes exiting
on the right and one on the left. I’m told,
it sounds amazing, which I’m sure it does.
VERDICT
In many ways we can simplify the new
MV Superveloce, it’s essentially a highly
acclaimed F3 with new clocks, stunning
styling, and revised suspension for 2020.
Take one of the best-handling bikes in
your range, if not in the middle-weight
category, leave the stunning inline triple
alone, don’t fix what isn’t broke, make it
sounds great, and cover it in unique, inspiring
bodywork and styling. MV couldn’t
go wrong really. I think it’s jaw-droppingly
beautiful, and underneath is a motor and
handing to match. This is a true retro racer
which could embarrass dedicated sports
bikes on the track. It’s not the most comfortable,
especially in town, the screen is
too low on the motorway, and pillions will
have to be brave or stupid. If you can live
with the discomfort and the price, and yes
MV dealers are sparse, then you’ll fall in
love every time you open your garage and
press the starter button.
Want one? Call Fire it Up! now on
011 467 0737 to order yours.

MYTH BUSTER TEST
THOUSANDS ON
THOUSANDS
Modern day superbikes are not ideal for riding long distance, and
even more so, a modern day superbike rider is not meant to ride long
distance. So what happens when you take both and make them ride
over 3800km? We went out to see if we could bust this myth.
By Rob Portman | Pics by Beam Productions & Jeff Latham
This whole test was conceived after
a simple meeting with Jonathan
Isherwood from IMI (Italian Motorcycle
Importers) a few weeks before us
leaving. I went there thinking I was
going to simply book one of their
RSV4 machines for a test around the
only place you can take a sportsbike to
test most Wednesdays, Saturdays and
Sundays – Redstar raceway. That’s just
what I do, I organize sportbikes, load
them up in my van and take them to
RSR, where I test them out on the very
demanding track, get some snapshots
from Beam Productions and done,
simple as that.
This was the norm, but with Moto
Rider World I didn’t want to do the
norm, and the team from IMI share the
same thought process so Jonathan
quickly came up with a new way of
testing their RSV superbike. “Why not

ide it out to the coast and back, that
would be a great test?” said a very
excited looking Mr Isherwood. “So
wait, you want me, a superbike rider
who hates doing long mileage out on
the road to take your Italian superbike,
which is not ideal for riding long
distances and ride it from JHB down to
the coast?” I very quickly replied. “Yes,
that’s exactly what we want you to do.”
Said Jono.
Ok then let’s do this, let’s take this
superbike track nutter out of his
comfort zone and do something he has
never done before. That nutter was me,
and the sportbike of choice was the
Aprilia RSV4 RR – the 1000cc version of
the RSV range.
I have long been told that sportbikes,
especially modern-day ones, do
not handle long distances well, and
should never be considered for a ride
longer than 500km. So, what the hell
was I thinking? How the hell had I let
Jonathan con me into this? Oh well,
nothing I could do about it now, I had
committed and I also follow through on
my commitments, so it was time to put
the myth of ‘can one ride a superbike
long-distance’ to the test, and more so
can a superbike rider like myself ride a
superbike long distance?
Taking the idea from the tea at IMI I
decided to take it a step further. Why
not have some other 1000cc superbikes
come along on this test? I always
enjoy a good group test, so why not? I
immediately got on the phone to Riaan
Fourie from Honda SA, hoping that I
could convince him to let me take their
new CBR1000RR-R SP model out on a
long road ride for the first time here in
SA. The bike had done a few track tests,

in fact, only one real one with myself
and Donovan Fourie a few months
back, so I knew I was asking a lot. Riaan
gladly accepted, being the forwardthinking
man he is, so now I wanted to
try and get another bike, one that I had
not tested in a long time.
A simple phone call to Stuart Baker
from Suzuki SA and I soon had another
litre machine on this test – the Suzuki
GSXR1000R – the top of the range
production Gixxer superbike on the
market today. Sadly, I was unable to
get any of the others, with no demo
Kawasaki ZX10R available and BMW
not willing to let us do the over 3500km
on their machine. Pity, as the new
S1000RR, equipped with heated grips
and cruise control would have thrived
on this test no doubt.
Nevertheless, we had a great cast of
proper showstoppers, so it was now
time to rustle up some trustworthy
bums to fill the seats of these
prestigious machines. To be honest,
it did not take much
convincing or begging
to find riders willing to
come along on this test, although it
was hard finding riders who could
take an entire week off work, and
away from their families to join me on
this myth-busting quest.
In the end, I managed to whip up
a great bunch of riders who I knew I
could trust on these very expensive
machines. Up first was my good mate
and great track rider/racer Mr Geroge
Hjifiloppilopiloopliolio, or at least that’s
how I try and say his name, otherwise
known as George Hadji. Next
up was Keith Botha –
the famous face from
Raceday.TV and
the Hanging Cable Show – also known
as the Rookie. He would also double up
as a videographer, so to speak. Then
my trusty team from Beam Production,
Gerrit and Daniella, who would join in
the backup vehicle I had managed to
organize from the great team at GWM
SA, who gave us one of their amazing
new Steed 5 double cabs to use for the
trip. No better STEED to have on a long
trip like this that’s for sure, and it proved
to be just that with not one hiccup over
the 3850km journey.
After managing to secure the bikes,
then thought why not try and sample
some new rubber? Highlight what

good road and track tyres there are out
there for buyers to consider. It would
be a tough test for any brand, with over
3500km of road riding plus some track
riding thrown into the mix.
I got hold of Mark Henderson from
Henderson racing Products, the
distributors of motorcycle tyres here in
SA and asked him if he would be keen
on supplying me with 3 sets of Dunlop
tyres – ones that could be used out on
the road and track. As always, he gladly
obliged and handed me 3 sets of brand
new Dunlop loops – the Road Sport, Q3+
and Q4. Go check out the video I did on
the tyres at Bike Tyre Warehouse, where
we took the bikes to have the rubber
fitted, it explains perfectly just what the
pros and cons of these tyres are.
Off we go
With all three 1000cc sportbikes fueled
and ready to go, along with our trusty,
steadfast Steed 5 fully loaded, it was
time to head off from my place in
Boksburg and onward to Port Elizabeth
just over 1000km away. Oh yes, we
had 2 wild card riders join us at the last
minute. After posting the video of our
planned trip on Facebook the day before
leaving, another good mate of mine, Mr
Ryno Albrecht, commented saying that
there needed to be a Ducati V4 on this
test. I agreed, but sadly Ducati SA had
no demo V4’s at the time. That got me
thinking. Ryno has a V4 Ducati, the 1100
S model, but still, it’s a Ducati V4. So, I
commented back asking if he would like

This is where I tried out the machine,
which comes standard with quickshift
and autoblip and cruise control,
which I was keen to now test out. Up
till this point, I had enjoyed the RSV4.
It was easy to use, nowhere near as
uncomfortable as I thought and was
treating my arms and wrists quite
well. The throttle is so light, and the
response and ease of use from the
gorgeous V4 engine made it easy to
handle. After a few seconds of figuring
out how the cruise control worked,
I soon had it activated. Easy as pie
and man did it make a difference.
I could now give my right wrist a
well-deserved break, as well as my
shoulders and arms – it was a real treat!
Past Bloemfontein after a quick
splash and dash and onwards to
Colesberg and I was still on the Aprilia
– over 500km later. Keith was enjoying
life on the sturdy Gixxer while George
seemed to ecstatic with the new Honda.
All smiles then even after the 600km
mark, this was turning out to be loads of
fun, rather than the doom and gloom I
thought it was going to be.
Ryno’s ear-to-ear grin could not be
missed, even though his dark visor, he
too was loving life on his Panigale V4,
although with the smaller 15-litre tank,
was having to stop a bit more frequently
than the others to top up with fuel. On
this trip, we discovered that the extra
2 litres (17 in total from the others) do
make a big difference out on a long trip
like this. That extra 2 litres gives you
around 30km more travel time, which is
a lot for a sportsbike.
We found ourselves refuelling ever
150km or so, just to be safe, and one
thing that was reassuring on this trip
was the number of fuel stops available.
to join. He gladly accepted, and the next
day headed out to the Grasmere Engen
Garage to meet up with us, as he was
coming from Pretoria.
The other wildcard was Mr Ashley De
Andrade, a good friend of George Hadji,
who just wanted to come along for the
ride on his BMW S1000XR machine.
Why not, the more the merrier. So, with
all in toe, we set off from Boksburg to
our first stop just over 60km away at
the Grasmere Engen Garage.
Heading into this test, I must be
honest and say I honestly thought
the Aprilia was going to be the ugly
duckling and battle the most on this
gruelling trip. It’s not uncomfortable,
but it’s far from the comfiest, or so I
thought. Anyway, with this notion in
my mind, I decided to start the journey
off on the RSV4 RR, so I could ride it
to Grasmere and be done with it. Keith
climbed on the Suzuki, while George
on the new Honda FireBlade, the SP
model, equipped with top-grade Ohlins
electronic suspension and all.
It was a nice, chilled ride out to the
Engen Garage, where we topped up
with fuel and met up with Ryno, who
arrived looking and sounding great on
his gorgeous Italian supermodel. To my
surprise, I was quite enjoying my time
on the RSV4, so I decided to carry on
a bit further, to the disappointment of
Keith Botha, who is Aprilia throughand-through.
From Grasmere, our next destination
was the Kroonvaal Engen One-Stop,
where we would grab a quick bite to eat
and a cup of coffee, as well as topping
up the bikes with fuel. After a proper
good toasted bacon and cheese from
the Wimpy, we were off and yes, I was
still on the Aprilia.

One can comfortably travel knowing that
every 150-180km there is a garage available
to refuel both your machine and body.
At this point, we were averaging around
the 13.6km to a litre on the Aprilia, Honda
and Suzuki, and that was not at the speed
the signs boards were showing. Not bad,
but not fantastic either, but it’s so hard to
just ride at the speed limit on these bikes.
They idle at 120kph, and even though my
intentions heading into this trip were to
ride at those speeds, I soon threw that idea
out of my mind as it was just not possible.
Dying from boredom would have some
before anything.
It didn’t take me long to start showing
off what I had on the Aprilia over the rest
- cruise control. I would happily raise my
arms, have a stretch while the RSV4 happily
carried on in cruise mode. A few fingers
were pointed my way, let’s just say that.
Finally, my time on the Aprilia had
come to an end around 700km into the
trip. It was only fair to let others enjoy the
beauty that the Aprilia had shown me, and
surprised me with. George climbed on it
next, while Keith jumped on the CBR and
me on the Suzuki.
Immediately I had a feeling of Deja Vu
on the Suzuki. I had felt this before, many
times over. The new spec Gixxer is an easy
sell to Gixxer nutters, as it’s classic GSXR,
but with some spice. That riding position is
oh-so-familiar, bringing back memories of
my time with the brand back in 2006 and
2007. Those years models can be felt in the
new spec bike, and to Suzuki fans, that’s
just what they want, but I fear that this is
where Suzuki is lacking. Trying to convert a
superbike rider on another brand might be
a challenge, as it doesn’t quite feel as new
and fresh, especially compared to the other
on test here.
The new-gen GSXR is close on 4 years
old now, and this trip highlighted the need
for an upgrade. Don’t get me wrong, this
Gixxer is still plenty good and feels more
solid than ever. Bulletproof for sure, and
good strong power deliver as expected
from a blue machine, with great torque all
through the rev range. The riding position is
slightly more curved on the bars, while the
pegs are a bit lower compared to the Aprilia
and Honda, so that made it slightly more
comfortable out on the long road.
I was impressed by the information
displayed on the not so impressive noncolour
dash of the GSXR1000R. For a long
trip like this, it’s always nice to have a fuel
gauge, showing just how many bars of fuel
Ryno, George and
Keith giving Rob the
finger because they
didn’t have cruise
control on their bikes.

you have left, and how many km’s before on
empty. There was no need to scroll through
what seemed like an endless menu trying
to find this info, it was right there in front of
me at all times, very welcoming on this trip.
After almost 8 hours in the saddle,
we were edging ever closer to our final
destination in PE. Spirits were still high
and all involved were still loving the ride,
except for Gerrit, who was enjoying
the comfort and class of the GWM but
desperately wanted to be out on the
bike. I would give him his chance on the
way home, for now, my goal was to finish
this trip down, something many thought
would not be possible for me. Boy, did I
prove them wrong!
After a brief stint on the new Blade, a
quick tyre repair on the Ducati’s Pirelli, we
were almost there. I loved my time on the
Blade. The riding position is very racy, and
taller riders won’t enjoy its newfound inner
racing position which is more cramped
than previous models. For medium-sized
riders like myself, George, and Keith, it felt
just fine. I loved the power on tap - it’s really
fast, leaping away from the others through
the gears. The quick-shifter and autoblip,
just like on the Aprilia and Suzuki is silky
smooth and a real treat out on the road.
The gearing is long, very long, and I
sometimes found myself not even hitting
sixth gear. That makes it perfect for out on
the long road, but we would have to see
how it felt on the tight Aldo Scribante track.
The dash is great, although it can all get a
bit confusing at times and I didn’t like the very
dull petrol light that is almost hidden on the
dash - kept me guessing on a few occasions.
After another quick stop, bike and visor
change we headed into the final stretch into
PE. What a great bit of road the last 100km
was. Some great bends were thrown into
the mix, and one can only enjoy that smell
of the ocean as it gets closer.
The last 30km or so seemed to drag on a bit,
and the windy city was living up to its name.

The weather went from slightly cold
to almost freezing in an instant, and so
did my temperament. I loved the ride
until this point, but I was now over it
and quickly losing my sense of humour
(as I’m sure you could tell by my Eds
column pic).
We finally arrived at Bert Jonker’s
beautiful home in PE. We made
ourselves comfortable and were
treated to a proper home-cooked meal
by the lovely Estelle - the better half
of Bert. It was now time for a welldeserved
rest after a long day of riding.
Each bike cost close on R1000 to get
from JHB to PE, just over 1100km and 9
hours in the saddle.
Surprisingly, our bodies were feeling
fine, no need for the Vasoline and
Panados I had packed in my bag.
Day Two
After a great nights sleep and a very
hearty breakfast, we headed off to
the new Bike Tyre Warehouse fitment
centre situated a few kilometres away
to get the rear tyre on the Ducati
changed, having picked up a puncture.
The tyre sealant that Ryno had cleverly
packed in his bag had come to the
rescue, and I highly recommend taking
one, or tow, with you on a trip, if you
don’t already do.
Great service and advice as always
from BTW, and from there it was time
to give the bikes a much needed and
well-deserved bath before doing some
sightseeing at the massive multi-brand
dealership called Auto Motorcycles.

What an impressive place, catering for all
Honda, Kawasaki, Sym, Suzuki, Husqvarna and
KTM fans. I will be posting a video up soon
on our website and YouTube channel soon
showing off this very impressive biking heaven.
From there we headed off to the harbour
and beachfront to get some pictures by the
sea - something you just have to do right?
This is where I made my first and most costly
mistake on the trip. While waiting for Gerrit,
Daniella and Jeff Latham to take pictures of
the bikes, I decided to spoil us all with some
lunch. KFC was right there so off I went to get
some grub. This is where my mistake came in.
I chowed down on what to me was very spicy
Zinger Wings, which would not take long to
start fighting back on my rear end. As soon
as we got back to Bert’s house the Vasoline
had to be called upon - and here I thought the
bikes were going to destroy my rear end, by
meanwhile it was the Zinger Wings.
Day 3 - track time
Yes, back to a bit of normality for me testing
these great machines around a great circuit.
The Aldo Scribante track is one of my
favourite tracks in the land, so when I planned
this test I just had to throw in a track test.
The biggest challenge here was not the
bikes, but more so the tyres. We have fitted
the very much road focussed Dunlop Road
Sport tyres to the Aprilia, and the Q3+ to the
Suzuki, as it comes out with a 190 rear tyre,
which is the biggest rear tyre size the Q3+
is available in. The Q3+ has to be one of the

est value-for-money sportbike
tyres on the market today. They
are perfect for out on the road
while offering great grip and
stability out on track as well. The
Honda was fitted with the Q4’s,
more track focussed tyres, but
are road approved tyres as well,
but you wouldn’t want to get caught out in
the rain with these tyres fitted.
On the road ride 2 days prior, we
pumped the tyres up to the recommended
for the road 2.5bar front and 2.7bar rear,
cold pressures. For the track, I decided
to drop the rear pressure just a bit, just
to help with a bit of edge grip. Straight
away the bike sand tyres felt good, with
the combination of the Q4’s and the ohso-good
new Honda package taking the
cake for sure. The Aprilia’s capabilities
out on track were hampered slightly by
the more road-focused tyres, which were
performing better than expected to be
honest. I think the Aprilia’s easy to use
chassis and power helped make these
“...it’s an amazing package out on the track,
and the V4 powerplant was loving the extra
19% power, while the GP styled, tried and
tested chassis was eating up the corners,
even with tyres that weren’t meant to.”
tyres feel and perform better - it’s an
amazing package out on the track, and
the V4 powerplant was loving the extra
19% power, while the GP styled, tried and
tested chassis was eating up the corners,
even with tyres that weren’t meant to.
The Suzuki, although very strong, did feel
a bit dated out on track compared to the
others. Just a little more sluggish through
the turns, and braking was not as sharp. The
electronics worked like a treat though, and
the Q3+ tyres were enjoying their time out
on the track. Flicking the Suzuki from left
to right fast did not come as easy as on the
Aprilia and Honda, but all three bikes quickshifters
and autoblips did exactly what they
are meant to do - help get through the gears
smoothly and effortlessly.

There was no doubting that the
Honda, and every rider that rode it,
was enjoying life the most out on the
track. Honda has done a brilliant job
with this new package, which is not only
ridiculously fast but has that customary
sweet handling chassis to go with
the extra ponies from the 4-cylinder
screamer. Brakes are sublime, electronic
aids are more precise and effective
when needed than ever - overall the
complete package!
The Ducati Panigale V4 S 1100
thrived in the coastal conditions. Man
alive that V4 motor was let loose, thank
goodness the bike is equipped with
proper brakes and electronics aids to
help keep it all in check. Power delivery
was a little on the aggressive side, and
the traction had to interfere more often
than not, so it was like a rollercoaster
ride - scary, but so much fun! There’s
nothing quite like riding an angry, yet
sophisticated Italian Stallion at sealevel
- it’s like having sex - it excites and
terrifies all at the same time.
Day 4 - off to another track
From playing at one track to heading
off to try and play at the fastest one in
the land. The East London Grand Prix
circuit is one of the most iconic tracks
in the land, having held many car Grand
Prix races back in the day. Not many
people know that it is a public road
that just gets closed off for race days,
so we were trying our luck to see if we could
squeeze some laps in.
We set off on the 300km plus journey
from PE to EL, with smiles still on ours and
the bikes dials. The bikes and Dunlop tyres
had survived the long trip down and the
track thrashing but were going to be tested
once again. What a cool ride this was, some
beautiful curves thrown in between some
breathtaking scenery. In last months issue, I
had said that we truly do live in a beautiful
country, and this thought often passed threw
my mind on this ride.
Again we were averaging around 13.5km
to a litre, and still, we couldn’t quite read
the numbers on the signboards. After
dodging stray animals, their dung, some
locals and standard-issue government
potholes we made it safely to our gorgeous
accommodation in East London. The Coral

Beach Bed and Breakfast, situated
around 11km or so away from the track,
was simply stunning. So much so that it
convinced us to stay another day. The
ocean view was breathtaking, while the
beach, which was a mere 100meters
away, looked like something out of a
holiday brochure.
After my quick interview with a
certain Mr Jack miller, we enjoyed a
quick lunch before gearing up and
heading off towards the track. Making
our way through everyday traffic was
a breeze, one of the many perks of
riding a motorcycle, and we soon found
ourselves at the iconic circuit. This
would be Ryno’s first time at the track,
so he was like a kid in a candy store
on his Panigale V4. Sadly, our time at
the track was hampered by non-stop
traffic, cyclists, learner drivers and
even stray dogs. We were not willing
to risk anything, so we spent a few
hours just getting some cool photos
before heading off back to our luxurious
accommodation.
Day 5
We should have been heading home,
but instead decided to stay and enjoy
the sights of this beautiful area. We took
a stroll down to the beach, where we
climbed some rock pools to get closer
to the ocean. After that, we headed
out on the 3.6km trek down along the
seaside towards the dunes. We threw in
some sandhill races in between, where,

as I’m sure you’ve seen on Facebook, I face planted
in an attempt to post the fastest time - a clumsy
moment indeed. At the only crash of the trip was me
in the sand, and not any bikes.
George, Ashley and I decided to take a slow run
back to the guest house, which did burn the legs a bit
I won’t lie but a great relaxing evening with a delicious
braai was followed by a great nights sleep, ready for
the 6 am leave time the following morning.
Day 6 - The trek home
This time I would let Gerrit do some riding, while I
climbed in the GWM Steed 5 with Daniella for the
first 200km or so, just to give Gerrit some saddle
time. Little did I know that he would not let go of the
bike, so I found myself driving all the way back. No
real complaints from my side to be honest, as I loved
driving the GWM. I did take some notes though from
all the riders, who were still enjoying their time on
these superbikes - something they weren’t supposed
to be doing after 2500 plus kilometres in the saddle.
Fuel consumption did rise to 14.5km per litre and
that’s where it stayed for the remainder of the trip.
So around R1000 for each bike for the 1100km plus
change trip. The Dunlop tyres, which we pumped
back up to the recommended road pressures, were
working great and highlighted just what amazing
options they are by holding up in every aspect.
We were in a rush to get back to Pretoria by 4
pm ready for the riders briefing evening hosted by
Ducati SA ahead of the Mystery Ride, taking place
2 weeks later (leaving at 4 am, which is exactly in 2
hours as I type this).
Judging from the reactions of the riders, it was a
very cold start to the day, although I felt fine in the
GWM I must say. A quick -stop in Queenstown for a
hot cuppa and quick snack before heading back on
the road, through a town named after Graham and
back towards Pretoria.
Quick splashes and dashes in Grahamstown and a
town named after James and we were soon in Bloem.
There, we had to stop in at Honda Wing Central for
another tyre change on the Ducati Panigale, which
had a used Dunlop race tyre fitted back in PE but
was not on the verge of destruction so needed to be
changed. Great service from the team there at what is
a very impressive dealership.
From there on it was a race against time. Another
quick stop at Kroonvall was followed by another one
at Grasmere. Heading into JHB coming past Soweto
we were greeted by a huge thunderstorm. Myself and
Daniella were nice and comfy and protected in the
GWM, while the same could not be said for the riders,
who took a beating from the rain. Thankfully it was
just a quick spirt and we were soon in the clear and
back on the charge towards Ducati SA.
Talking to the guys at the stops it was clear that the
Honda was the best overall package, with the Aprilia
not too far behind. The Suzuki was enjoyed, just
not as much as the others. Gerrit, our resident yetti,
preferred life on the Suzuki, which catered for his
slightly large frame better than the others. He did not
spend much time on the Honda, as the raised pgs did
not play well with his hamstrings and the same could
be said for the Aprilia, which had him crouching a bit
more than he would have liked.
Having battled past dodgy roads, clumsy and
disrespectful drivers and adverse weather conditions
we finally made it back to Pretoria, and just in the
nick of time for our riders briefing. Safe and sound,
and not quite as happy as a few hours prior, but still

thankful and is nowhere near as much
pain as we all had thought. Ok, I cheated
by driving in the GWM but Gerrit was just
never going to let me back on a bike and
the information gathered from the taller
rider was very valuable indeed.
Conclusion
Overall I think it’s safe to say that we
bust the ‘you can’t ride a superbike longdistance’
myth. Plus, I surprised myself and
bust my myth of not being able or wanting
to ride long distances. We did over 3400km
and 22 hours of saddle time in 6 days,
loving every second of it.
The bikes performed exceptionally, as
did the Dunlop tyres. Fuel economy was a
bit heavy, but then again so were our right
hands on the throttles. All aspects of every
bike were put to the test - from comfort,
electronics and performance - and they all
passed, and with flying colours in the case of
the Honda and the Aprilia. The Suzuki was
great and showed no sign of weakness, but I
just worry that the “old” classic GSXR feeling
that Suzuki fans love might not be enough
to convince others to go for it. It just lacks
that fresh new feel, something the other two,
and the Ducati Panigale indeed processed.
Having said that, it’s price tag of a mere
R273 900 makes it a steal compared to the
R325k Aprilia and R480k (estimated) Honda
CBR1000RR-R. And that R273 900 is for
the R model, so the top-of-the-line Gixxer
model, with Brembo brakes and proper fully
adjustable Balance Free Showa front forks.
I was shocked when I got the price off the
Suzuki SA website, that’s just crazy!
This trip was amazing in so many ways.
Not only did we get to sample some of
the greatest sportbike offerings on the
market today, but we got to do it out
on the open road, experiencing more of
our beautiful country. I must admit I was
very hesitant going into this test, but
have come out feeling refreshed. I loved
my time riding - out on the bike, on the
long road, you can do nothing but just
breathe and take it all in. You can’t answer
emails, or phone calls, or messages. Toxic
Facebook and other social media don’t

exist here and you forget about this
stupid thing called COVID 19.
You feel free, at one with your mind. I
found myself thinking of just how lucky
I am, how much I love my family, my job,
my life. All that stress was gone for most
of the time on this trip. It had no place
here. From not wanting to do this trip
and dreading it, I can’t wait now for the
next one. The Ducati Mystery Ride is up
next, and I’m hoping to follow that up
soon with another trek across the land
on some very tasty machines.
A big thanks to Suzuki SA, Honda SA,
Aprilia and Dunlop for making this test
possible. Also to GWM SA for giving us
the perfect Steed to help get the job
done, in proper style and comfort.
I hope you enjoyed this article, and if
you have any other questions you would
like to ask, or info you would like to know
please feel free to pop me an email at
rob@motoriderworld.com and I’ll get
back to you.

FORGET
ME NOT
MARC MÁRQUEZ INTERVIEW
MotoGP in 2020 without the dominant Spanish
rider has been more exciting than ever, however
it has also missed the 8-time World Champion,
who after his massive crash in July this year is
on the road to recovery, and is making sure the
other riders don’t forget about him.
Pics & Interview by Red Bull Content Pool - Words upfront by Rob Portman

It’s been over 4 months since the famous
#93 has graced the MotoGP paddock with
his presence and all-out flamboyant, and
aggressive riding style that pleases so
many’s eyes. Marc Márquez’s season began
in dramatic fashion at the season-opening
Spanish Grand Prix in July. It’s no secret
that the Spaniard has been the dominant
force of MotoGP since his introduction back
in 2013 winning the title six times in the last
seven seasons.
Heading into the 2020 season MM93
was once again the favourite for the title,
even though he was heading into it with
a shoulder injury and a very ill-tempered
Honda package. All did not look rosy in preseason
testing with both his shoulder or the
“new spec” RCV package, which seemed to
be more temperamental than ever and all
the Honda riders, other than Nakagami who
were on the 2019 machine, seemed to share
the same complaints. Front end issues
seemed to be the biggest headache for the
riders, and this has been highlighted even
more as the season has progressed.
Despite these problems, the 2020 season,
when it eventually got going again in July
due to the Pandemic, started off really well
for, well, Marc Marquez at least. While the
8-time champ seemed to ride around the
problems of the new bike and still be fast,
the others weren’t able to and battled then
and are still battling.
Heading into the first race of the delayed
season and it was MM93 who looked in
control. He got the start and looked to be
gone until the famous front-end tuck, which
he somehow saved, once again…
Having dropped back in the field Marc
was soon on the charge and found himself
right back in the mix before disaster struck.
He was flung from his Honda at one-hell
of a rate, and what followed would pretty
much put an end to his title campaign for
2020. MM93 has been forced to miss the

majority of the 2020 campaign to
date after undergoing two operations
on his fractured right arm.
Months later and there is still no
sign of the champion returning
to action, and for many that is a
blessing, as the MotoGP class seems
to have thrived not having the
dominant force that is MM93 present.
The on-track racing has never been
so good, a better script could not
have been written for what we have
witnessed so far this season.
Is this all down to the absence
of MM93? Many seem to think so,
including myself. There is no doubt
that Marc Marquez’s grip on the
MotoGP paddock suffocated most
riders, who didn’t have the belief or
mental strength to compete against
a rider with both those attributes, in
abundance.
The demise of MM93 seems to
have lifted all his competitors, who
now believe they all have a chance at
winning not only races, but the title. As
I type this, there have been 6 different
winners in the 2020 season so far,
meaning that no Marc means more
confidence and belief for the others.
To me, this just highlights what a
strangle hold Marc actually had on
the paddock. Not only was he the
man to beat on track, but off track
as well. Yes, he is supremely talented,
and pushed boundaries more than
most, but to me, it’s his mental
strength that makes him a class
above the rest.
It’s no secret that Valentino Rossi
was idolized by MM93 growing up.
He watched as The Doctor humbled
and conquered most in his path
over the many years before MM93
reached the paddock. Just like Marc
today, Rossi’s strength was not only
on track, but off it as well. Many a
time, even when he did not have
the pace or skill to get the job done
on track, he would put into motion
mind games that would untimely
end the challenge from his rivals. A
few cases in point – Gibernau Jerez
2005, Stoner Laguna Seca 2008, and
who could forget the Rossi vs Biaggi
escapade at Suzuka back in 2001.
These were all very telling
moments in not only Rossi’s career
but for those other riders involved as
well. Rossi would go on to say that
Gibernau would never win another
MotoGP race after their incident at
Jerez, and how many races did Sete
win after that? None.
Biaggi’s MotoGP career would also
take a huge dive the moment Rossi
set foot in the class. Stoner did seem
to put up a bit of resistance and
managed to stick it to Vale on a few
more occasions over the year’s but
ultimately Rossi has outlasted and
outclassed many before him.
The only blemish in what has been
a perfect game of mind-destroying
is that of a certain Mr. Marc Marquez,
who watched the actions of his then
hero rigorously, and meticulously
over the years. So much so that none
of it would work on the Spanish
youngster, who instead of taking it,
now dishes it out himself.
Since his introduction into the
MotoGP class back in 2013, the
Antman and the Doctor have shared
a love hate relationship. MM93 has
been the thorn in the side of VR46,
who has not won a championship
since the arrival of Marc, and when
he did come close to picking up the
illusive title number 10 back in 2015,

it was MM93 who seemed to crush the
dreams of not only Rossi himself, but
the millions of bright yellow army fans
across the globe. Hence why he is not
the most loved rider by most, certainly
back in Rossi’s beloved Italy.
Who could forget that famous tussle
between Marc and Vale at Sepang
back in 2015? Rossi went into the
penultimate round of the season with
the championship lead, knowing that a
good result would all but seal his 10th
title. Marc Marquez and Honda had a
very inconsistent season, either winning
races or crashing out, forcing him out
of the title hunt that year. It was instead
between the two Yamaha teammates –
Rossi and Lorenzo for the title.
Heading into that Sepang race, Rossi
played the mind-games card, hoping
that it would compromise the pace and
ROSSI’S COMMENTS BEFORE
THE SEPANG GP BACK IN 2015:
“It is indeed true that Marquez did not play
with both of us: he only played with me! It is
important that he knows that I know! Now let’s
see what happens, but I am quite concerned
because to have to fight with Lorenzo is one
thing, but if you have to beat Marquez as well,
everything becomes much more difficult, to
be honest - the case is that he isn’t playing
fair (something that a professional rider has
to do in these situations).”
“For me it was a big disappointment, I was
upset, it was from a few races ago that I
knew, but I did not expect him to do something
so obvious. I feel disappointment...
Why do you think he did this? “Because he
would prefer Lorenzo to win. He is angry at
me for a personal matter. Although he never
said it, he thinks that in Argentina I made him
crash; and then at Assen he is still thinking
about the last chicane, in his head he feels he
should have won that race. Since then he has
been angry and thinking like a child: I do not
win, but you do not win either. At this point,
the lesser evil is for him is for Lorenzo to win.”
charge from not only his Yamaha stable
mate, but also the Honda rider and
then champ. Rossi went into the press
conference accusing Marc of trying to
help Lorenzo win the title, but causing
chaos at the round before, help at the
famous and majestic Philip island circuit
down under. I have long debated about
this move by Rossi. I have watched the
footage over and over again and have
read and listened to both sides of the
story. From my side, it was pure mind
games from Rossi heading into Sepang,
trying to upset the rhythm of both
Lorenzo and Marquez, who had beaten
him at the Island.
Rossi’s accusations of Marc getting
involved to me seemed mythical and
unwarranted. Marc went on to win
the race at the Island, beating both
Lorenzo and Rossi in the process. In
actual fact, the man who cost Rossi the
most in that race was his good mate
and fellow Italian Andrea Iannone,
who on the then Ducati machine really
got in the face of Rossi and ended up
beating him to 3rd place.
The day before the race, in the
qualifying session, Iannone tagged
Lorenzo taking the pole position in
the process. Lorenzo was not happy
about the situation and said to Andrea
he would have to make it up to him in
the race, which he landed up doing.
In the “Jorge Lorenzo Guerrero”
documentary, which is brilliant by
the way, it shows the battle down
under between all the riders and it
also shows the moment after the race
where Lorenzo goes to Iannone and
pretty much thanks him for beating
Rossi, saying he would “take him out
for Chinese food”, or something along
those lines.
So, my question is why did Rossi
go into Sepang blaming Marc? Yes,
there were some questionable moves
between Marc and Vale at Philip Island
but nothing worth blowing up as Rossi
did in Sepang. Little did the Doctor
know that this move, these mindgames
would land up back firing for
the first time in his career. In my eyes,
Rossi cost himself the title that year,

ecause had he just left it all alone and
kept his mouth shut, he would have
been 2015 champion. Having said that,
everything happens for a reason and
who knows, had Rossi won that year,
he could have very well retired soon
after that, having reached that illusive
title number 10. So, in actual fact, Marc
Marquez could have helped prolong
the career of his once idol, so we
should be thanking MM93 for giving
the world a few more years of the man
many, including myself, call the G.O.A.T.
No one would be able to predict what
happened on that race day at Sepang.
Marc Marquez, hurt and unhappy
by what had happened in the press
conference only a few days prior, would
have his revenge, giving the Doctor a
taste of his own mind-games medicine.
Marc’s main aim was to show Rossi
just how “involved” he could get in
the title race, by disrupting Rossi’s
race. Little did Rossi, Marquez, or
any of us know what would transpire
in that race. Rossi, who seemed fed
up on the games being played my
Marc, would pull alongside the Honda
rider going into the tight right-hand
hairpin leading onto the long straight,
and proceed in kicking out at Marc,
resulting in the Honda riders demise.
Now, I can hear all you Rossi fans
screaming through the screen at me
saying “it was not a kick”, but let’s be
real here for a second. Anyone who
says that was not a kick is blinded by
their passion and pride for Rossi, who
in my mind knows he kicked out, and
won’t admit it now but one day will. It
was a clear kick, end of story, and that
kick would go on to end Rossi’s title
chances that year.
We all know what happened after
that, the Rossi, Marquez fairy-tale
ROSSI’S ANSWER WHEN
ASKED “Because he used to
idolise you, did you think
this wouldn’t happen?”
BEFORE THE SEPANG GP;
“Watch out, here we must make a
clarification: did he really idolise me? Did
he really have my poster at home? I’m not
so sure. I’d like to go back in time and see.
It will also be a question of character, he is
competing with me: I want to win as many
World Championships as I can. If I win another
title, then he knows that he will have to win
one more to overtake me. If instead Jorge
wins, then they have more or less the same.”

elationship was over and Rossi would
head to the final round in Valencia
with a back-of-the-grid penalty which,
despite his heroic efforts, would see
him lose the 2015 title to Lorenzo.
Seriously, if you have not watched
the Lorenzo documentary, I suggest
you do so right now, as it paints the
perfect picture of this entire situation,
and many more that season.
Over the years, the likes of Rossi
have proven that motorcycle racing
and being the best is so much more
than just being the fastest out on
track. Mental strength is probably
more valuable than talent, and this
is something MM93 has learnt and
developed over the years, more so than
any other rider, excluding a certain Mr.
Brad Binder in my mind, who is one of
the strongest mentally on track right
now. This is something Marc Marquez
is going to have to deal with when
he gets back, but that’s a whole new
talking point and article in itself.
If I look at Marc over the past few
years, apart from his sublime talent on
a motorcycle, it’s his mental strength
that shines above the rest. Just take
the 2017 season for arguments sake,
the man crashed 27 times that year,
more than any other rider, including
Cal Crutchlow, believe it or not. He
went on to crash another 25 times
the following season in 2018. Despite
all those crashes, he went on to win
titles number 6 and 7 (4 and 5 in the
premier class).
In fact, doing the maths, Marc
Marquez has suffered 99 crashes since
his introduction into the MotoGP class
back in 2013 – that averages out to
In fact, doing
the maths, Marc
Marquez has suffered
99 crashes since his
introduction into the
MotoGP class back in
2013 – that averages
out to almost 13
crashes per year.

almost 13 crashes per year.
Now, when people tell me; “Wait
until he has a big crash, then we will
see how good he really is”, I just want
to laugh and punch at the same time.
I mean, the man has had more than
his fair share of BIG crashes over the
years and has come back to win and
dominate every time, other than now.
For sure the crash at Jerez earlier
this year was by no means his biggest
or fastest, but certainly
most crippling. So
now, for the first time
I must agree with the
naysayers and see how
the man will return
from this setback, if
he does at all. It has
been one complication
after another, and it
seems a bigger story than what we
are actually hearing. His right arm,
which is the throttle and brake arm,
seems to have had more damage than
many are letting out, and that could
be very problematic for Marc going
forward, especially considering his all
out, aggressive riding style, which relies
heavily on strength in his arms and legs.
This is Marc biggest challenge to
date, and we are all keeping a keen eye
on when, or if he will return and more
importantly how he will react both
mentally and physically.
As I said I think mentally he is as
sound as you can get and is already
putting the “mind games” in action
with his arrival at the Catalunya track
recently. For me, looking from the
outside I saw it as a statement to all in
the paddock, just a reminder that he is
not gone and will return. “Forget me
not” was the profound message there
for me, to a paddock that had, or was
at least, forgetting about the champ.
I think he could see that all the riders
were enjoying the time without him,
and forgetting he existed, getting
too comfortable in the paddock, a
place where he used to dominate.
It something he had to put right, so
why not arrive at the track almost
unannounced and uninvited. Why I
also see it all as mind games is the
“Now, when people tell me; “Wait
until he has a big crash, then we will
see how good he really is”, I just want
to laugh and punch at the same time.”
way he arrived at the track, with a
roller gear back in hand. Now, why do
that? Why make it look as if you were
arriving to ride? This is Marc Marquez
after all, he does not need to carry his
own bags – but this was a statement,
this was getting everyone, including
all us journos, thinking he was back
and ready to ride. Immediately all of a
sudden, the paddock with all the riders
and teams are now thinking of one
thing only – Marc Marquez – just the
way he likes it.
Pretty much a don’t ‘get too
comfortable boys’ message in my mind,
although HRC and his team came out
saying he was there purely to talk shop
and plans for 2021, which I do believe
as there is plenty to talk about and
try and resolve no doubt, with a very
disobedient race bike needing sorting
out before he gets back.

Ultimately it was a
mid-game tactic I think,
just as he did on the
Friday one week after
his big crash at Jerez,
where he rocked up at
the track and went out
for a session, despite
the world thinking he
was dead and buried. He
wants his competitors
to think and know that
he can’t be beaten, that
no matter what he won’t
be pushed down, and
that’s what that whole
exercise was about.
Marc is the king of mindgames
at the moment,
and his mental strength
helps him play those
games out. If I look back
at Thailand last year,
where he crashed in the
FP1 session, and was
taken to hospital. We all
thought he was out of
the race and his nearest
rival, Dovi, and the rest
of the field were licking
their lips knowing that Marc would
not be racing, or so they thought.
Marc did the unthinkable and
returned to the track a few hours
later to take part, sending a message
once again to his rivals – you can’t
beat me! Even more shocking was
that he returned on the Sunday to
not only win the race, but also his
8th world title.
Now, imagine you are a Dovi,
or any other rider there, you saw
that almightily crash, you saw him
suffering, but here the man returns
and wins the race and title. “How
the f@#k do you beat this man?”,
is pretty much what they were all
thinking after that weekend, and
that’s exactly what Marc wants -
is thoughts of his name swirling
around their minds.
Anyway, what sparked me to
do this article was him arriving at
Catalunya, and this interview the
team from Red Bull sent me with
the man himself, where he talked
about his targeted comeback, a
return to training and the title fight
in his absence…

INTERVIEW:
“I know I am closer
to being on a bike”
Ahead of his home race this weekend,
the Catalonian Grand Prix, Márquez
talked about his targeted comeback, a
return to training and the title fight in
his absence…
How do you feel physically
and mentally?
From the mental side it was hard in
the beginning. Because you know,
there was nothing to do at home, the
days and even the hours were very,
very long but now we have a plan a
for each day. We do two sessions of
physio and then we also train in the
gym with my trainer, the left arm, the
legs, along with some cardio. So now
the mental side is feeling much better,
the moment where I suffer the most is
during the race weekend because you
are watching the race, all the practice
sessions from the TV and it is not easy.
How are you feeling now you
are training again?
I have started cycling and running
and I expected it to be much worse
because for like four, five weeks
I was completely just on the sofa
watching TV. But I started running
and immediately from the first
day I felt good and I started to see
improvements, with cycling too. The
most important thing is that all the
movements are ok and now step by
step with my physio Carlos, he is living
with me in my house, we will start to
work hard to improve, following the
correct steps in the correct time.
Do you miss training?
I missed training, especially the first
two weeks but what I’m missing more is
being on a motorbike. Now I start to feel
ready, but this is when it becomes a little
dangerous because when you feel ready,
you want more and more.
We saw you last week already
training with protection, are
you still using it?
Yeah, we have had some different kinds
of protections. In the beginning I had a
lot of protection, from the hand to the
top of the arm and it was like completely
rigid. Then step by step we used this
carbon protection that you saw on social
media that was from the elbow to the
shoulder. And now, in normal life I am
not using anything expect for training,
especially when I am cycling, still I am
using that carbon protection.

How long do you think it will be
before you can race again?
Three months is a lot. When I was with
the doctors we tried to understand
and to listen to different opinions,
different doctors and they said around
three months.
Do you know which race will
be your first race back?
So, in which moment I don’t know, I
know that I am closer to being on a
bike, that is the most important.
Last race in Misano, it was the
first race where the Repsol Honda
Team were closer to the front.
What did you think about it?
The Repsol Honda Team is, I think, in a
difficult situation. Of course, I feel like
I am important there and I feel that
we can achieve many good results but
when you have a rookie rider on the
other side of the garage, and then I
was out from the first race, then you
can lose the direction a little bit. But
now it looks like it’s normal, a rookie
has a process and my teammate,
that’s also my brother of course, has
a good process. But the Tuesday test
in Misano was very important because
they found something there and then
from that point Nakagami and my
brother, Alex, did a big step. P6 and
P7 overall in the final result, I think is a
good result for them.
From 2013 you have won six
titles, now is a hard moment for
Honda. Many people are using
this bad luck to attack and say the
bike isn’t easy and the strategy
is wrong. What do you think?
I have a lot of time now and I read
many things but, in the end, if you take
the last ten years, Honda has had a
perfect strategy. Why? Because it is
the team that won more titles, more
team titles and more Constructor
Championships. I think Honda is doing
a great job during all these years.
Every manufacturer is struggling for
one year, but it’s like this sometimes.
I mean every MotoGP bike has a
different character and then the riders
must adapt to the bike. Honda has
this philosophy for many many years
in the 500cc and MotoGP classes. For
example, when I speak with Doohan,
with Criville, the philosophy was the
same. Honda have a good bike, but
you need to be 100% fit, you need to
push the bike a lot but then when you
get the feeling with the bike, you can
be really fast.
What do you think about this
season? Seven races to go, it’s still
completely open!
It’s strange, it’s strange because
it looks like nobody wants to win!
Nobody wants to be at the top, I mean
is difficult to understand but if you are
a rider you can understand it a little
bit. One thing is to be a rider that if
you win, it will be fantastic and if you
win it will be something incredible
but when you are the rider that needs
to win then something changes and
you have many more doubts because
you don’t know if you should attack,

if you should defend. You know when
you are the rider that is coming from
second place, third place, fourth place
and you have something in front of
you, you have nothing to lose, you just
attack and then you ride with more
confidence because you don’t have
anything to lose but when you are at
the top and you have to win, this is
when the doubts start to be in your
mind, in your body and it becomes
more difficult.
About the last race, a new
circuit, Portimao – what do you
think about this track?
Portimao will be interesting to finish
the season. I hope to be there, I hope
to race there with MotoGP because
I tested there with a Moto2 bike in
2012 – a long time ago but I remember
the circuit and it was very nice. Many
ups and downs, following the natural
layout of the land, it was really nice,
and it was very fun to race there.
Finally, a message to
all the fans?
I received many, many great messages.
I read many, many questions: ‘when will
you come back?’ I don’t know, I don’t
know when I will come back. I hope to
comeback as soon as possible. I feel
that it is sooner rather than later, so this
is something good also. Let’s see but
thanks for continuing to support me,
supporting Honda and don’t worry, we
will come back to the top.”

K T M R A C I N G Motorcycling is a strange industry – racing even more so. People
studying business in various universities to achieve a career of financial
THE DNA FOR
SUCCESS
prosperity will mostly look toward to the bursting world of IT and the
internet, where millionaires are made every single day. Sparing that, they
will go into foods, logistics, financing or, at very least, automobiles.
By Donovan Fourie | Photography by KTM Images

They certainly will not delve into the
comparatively meagre world of twowheeldom.
And yet, we see brilliant people
putting 80 hours a week into the damn
things, brilliant people that could be
sitting on their luxury yachts watching
their online company booming from
their iPads.
There’s a difference between the
business people tanning at their Lake
Como holiday houses and the slaves of
the motorcycling industry – passion.
There are certain brands where you
can tell that the people behind the
brand are biking nuts. Ducati is one such
example – the breakfast run venue near
Bologna resembles the Ducati Café in
the factory on a Sunday with all the staff
out in full force. If you do a track day
at Misano, the guy going around your
outside with his elbow down is possibly
the Ducati PR guy. Even the boss man,
Claudio Domenicali, has been known to
don a set of leathers and scrub some
sliders at press launches. The people
there love their motorcycles.
Another bike-nut group is the Orange
Empire – the largest motorcycle
manufacturer in Europe, KTM. Where
Ducati staff litter the tracks and roads
near Bologna, every trail and MX track
near Mottighoffen in Austria is clogged
with KTM employees. The guy pulling
a wheelie down the main street is the
head of R&D, that whip over the triple
jump is the Head of Technical and the
Chief Designer is climbing a mountain
on a Super Adventure R.
One such KTM gentlemen not
currently going full hooligan on a
motorcycle is Pit Beirer, although we
are sure he wishes he were. He is the
Director of Motorsport for KTM – in other
words, the big boss of all motorsports
activity at KTM – and is recognisable as
the jolly German man rolling around the
KTM MotoGP pit in a wheelchair.
Before his management role at
KTM, he was a professional motocross
rider, taking part in the 250 MX GP
Championship between 1997 and 2003,
claiming a top finish of second in the
1999 250 MX GP Championship. For
2003, he signed with KTM to team up
with Stefan Everts in the factory team
and had his biggest chance to grab
the Number One plate. All was going
well until he had a massive accident
during the Bulgarian GP, was airlifted to
hospital and kept in sedation for seven
days while his lungs recovered.
More so, they discovered a broken T6
vertebra and a damaged spinal cord,
indicating the rest of his in a wheelchair
and the end of his racing career.
What was interesting, during his
recovery in the hospital, was his drive to
keep going in life despite his disabilities.
More so, his employer – Stefan Pierer, the
owner of KTM – told Beirer that, even as a
non-rider, he will always have a job at KTM.
After rehabilitation, he assumed the
role of head of KTM’s off-road racing
department and later became the Head
of Motorsport at KTM. His first major
strategic success was in 2011, entering
the AMA Supercross Championship,
a series that had been dominated by
the Japanese for decades. At that
stage, KTM had already conquered
the MX GP Championship, the World
Enduro Championship and Rally. AMA
Supercross, however, is another kettle of
fish – it’s the only national championship
where world champions, in other words,
the MX GP riders, see it as a step up.
KTM entered AMAs with the same
philosophy they had used in every other
racing discipline – do everything inhouse
using their expertise, including WP
suspension and their know-how in steel
frames. Naturally, they were criticised
for this at the time, with local experts
suggesting that an AMA title cannot be
won by anything other than the aluminium
prevalent in Japanese bikes.
They were criticised until 2015 when
Ryan Dungey, aboard a KTM, was
crowned 450 Champion. KTM went on
to win the next five titles – one under its
Husqvarna sister brand.
With the entire dirt world utterly
conquered, Beirer and the KTM
Motorsport division turned their
attention to the world of tar racing. In
the 2000s, KTM dabbled in 125cc and
250cc GP racing, however, the aluminium
frames were built by FTR in England,
the suspension was from Ohlins and the
motors were made in a separate factory.
In 2012, the 125 class changed to the
Moto3 four-stroke format, and KTM reentered
as a factory team. Beirer and
the team again decided to stick to the
philosophy of doing everything in-house
using steel frames, WP suspension and
motors built in their own factory.
It was a philosophy that paid dividends,
winning the 2012 championship with
Sandro Cortese, and again in 2013 with
Maverick Vinales and once more in 2016
with Brad Binder.
In 2014, after having secured
two Moto3 titles and with the AMA
Supercross title within their grasp,
Beirer and his team looked to the next
challenge; they considered Moto2 that
required using some else’s motor, but
the team suggested moving straight to
the big leagues – MotoGP.

The philosophy was still the
same – everything in-house,
including the motor, the steel
frame and WP suspension.
“You cannot win with a steel
frame,” said the MotoGP experts.
And yet, the bike made
progress. Part of this success was
Pierer’s acknowledgement that it
would not happen overnight; he
suggested at least five years.
At first, Beirer brought in the
engineers from the RC-8 superbike
project who already had some largecapacity
motorcycle know-how. Also,
Beirer created more inter-departmental
communication – there are two research
divisions in KTM: the Motorsport
Department and the R&D Department
creating new customer models. Every
week, the two departments would meet
“At first, Beirer brought
in the engineers from
the RC-8 superbike
project who already had
some large-capacity
motorcycle know-how.”
up for lunch to talk and exchange ideas.
From that, the pool of knowledge grew.
When KTM built the first RC-16 MotoGP
machine, it had a screamer V-four motor
and a chassis based on the knowledge
from the RC-8. Obviously, it was terrible,
with rider Pol Espargaro and Bradley
Smith finding themselves as much as
three seconds a lap off the pace.
Gradually, the bike evolved – they
adopted a big-bang firing order, the
shape of the motor changed, the frame
AMA Supercross was a considerable
undertaking, as was Moto3, but MotoGP
is the premier motorcycle racing class,
the most competitive, the most cutthroat
and the most expensive. It would
be bigger than anything KTM had ever
dreamed of.
At the time, the racing department
had no experience in building a multicylindered
race bike, no experience
at these sorts of chassis and minimal
experience at the sophisticated
electronics. They didn’t even know how
much it would cost.
Before any of that, they would have
to take the idea to the Big Boss – Stefan
Pierer. Nervously, they suggested the
idea to the effervescent entrepreneur,
wondering if he’d be enraged or
enthralled. Pierer, like Beirer and his
team, is a motorcycle nut and like all
motorcycle nuts, they put their passion
for motorcycling ahead of any banal
business interests – he said yes.
He said a very emphatic yes.
In fact, the very next day, he got the
PR team to announce that KTM would
be entering the MotoGP class.
“Oh,” said Beirer.
The pressure was on, and yet he still
had not formulated a timeline, a budget,
a plan or had any inclination of what
exactly they were going to build. It was
a blank sheet of paper in every way.
A year later, at the end of 2015, KTM
made a wildcard appearance with its
infant MotoGP machine ridden by Mika
Kallio.
In 2016, a little more than a year after
they started with their blank sheet of
paper, KTM had a factory team with two
riders and a full season ahead of them.

changed and the WP suspension kept
getting stronger.
Then, at the end of 2018, KTM
secured the services of long-time
Honda racer, Dani Pedrosa, as a
development rider. What made this
move especially valuable was not just
his 13-year experience in MotoGP but
also his 13-year experience riding a
V-four machine. At that stage, KTM not
had a rider with V-four experience on
their bike, with all their previous riders
coming from Yamaha and the in-line M1.
Part of what the engineers understood
from Pedrosa is that the trellis-style
frame – that had served them well
until this point largely because it was
easy to build and therefore easy to
develop – would not work. So they
created the beam-style, similar to the
aluminium units used by all the other
manufacturers but still in steel.
The beam-frame bike was a
revelation. As Brad Binder pointed out,
having ridden the 2019 bike during the
post-season test and moving to the
2020 bike at the beginning of this year,
it was so much easier to ride, citing
how difficult the trellis-bike was to turn
compared to this one.
The results speak for themselves –
Brad Binder won his third MotoGP race,
and Miguel Oliviera won KTM’s second
race two races later.
Suddenly, KTM has gone from the
career killer to the most desired seat
in the MotoGP. And they did it in four
years instead of five.
But steel frames and WP suspension
cannot win…
It’s amazing what passion can do.

Are you desperate to get yourself a proper sportsbike, but can’t afford the
big price tag of a modern-day machine? Well, then here is a really good
option for you - one that won’t cost you a fortune and one that will certainly
please you in every way possible.
Over the last couple of
month’s I have tested the
cream of the crop in the
1000cc sportsbike market,
but not everyone can afford
the R350k plus price tags, or
handle the big 200+ ponies.
So, what are the alternatives?
Something that still offers
decent power, a full high
spec electronics package
with modern day racey
sportsbike looks, without
the big price tag. A bike that
you won’t feel embarrassed
rocking up to a breakfast run
on, and parking it next to
your mates bigger 1000cc
demon. Well, here is a good,
dare I say perfect alternative
- Ducati’s 959 Panigale.
I first tested the new
959 at Valencia in Spain
back in 2016. The bike
suited the track and
accommodating
European weather
conditions
perfectly, but
I was keen to
test it here in
SA where the
weather conditions
are not so kind to modern
day sporstbikes, especially
not big compression v-twins
motors, which the 959
features.
Later in 2016, I swung my
leg over the then new 959
here in SA, and loved it. Now,
fast-forward to 2020 and
I once again found myself
testing the 959, this time a
quality pre-owned machine
that is currently available to
purchase at Ducati SA.
I’ve always been a keen
admirer of middle-weight
sportbikes, as they make so
much sense - for both the
riders ability and fun factor,
and more importantly on the
bank balance.
I was once again excited
to swing my leg over this
gorgeous 959 Corse version
and relieve what I can
remember was a proper
good riding experience.
But first, I would somehow
have to prie it from the
clutches of my brother, who
as you can see by the pics
was loving life on it...
DUCATI 959 - ROUND 3
As I remember from my first
2 encounters, the thing that
strikes me first about the 959
is the comfy riding position
- just likes it’s older brother
the 1299. Ducati have got the
ergonomics on the 959 spot
on, learning from the small
mistakes they made on the
first of the Panigale models -
the 1199.
Everything on the 959 feels
right, from the foot pegs
positioning to the grips and
spongy seat. You can almost
hear the Bee Gees playing in
the background whilst riding
- that’s how taken in by the
comfort you are.
I can honestly say I was
stunned when I first gave
it some stick, the power
was instant and relentless
through each gear at every
rpm. I don’t remember it
being that good all those
years ago, and my concerns
weather or not it would feel
dull were quickly put to bed.
Yes, it’s no 205hp V4, but it
has more than enough power
even for an experienced rider
like myself to enjoy. And
that’s the best part, you can
enjoy the power on offer
without stressing about how
many rider aids are activated
in case you get to excited.
Words: Rob Portman | Pics: Beam Productions

“The combination of the oh-so mouth
watering sounding v-twin motor, and
lightweight chassis, is like Jimmy Hendrix
and a guitar - it just makes sense.”
And if you do, the aids are
there, working effortlessly and
efficiently in the background
ensuring your confidence is at
a maximum at all times.
While riding the 959, it got
me casting my mind back
to the days of the 996, 999
and even 1098 - sportbike
machines that really put
Ducati on the map and made
them the powerful brand
they are today.
All those models were
World SBK winning
machines, and when the
production versions were
released, pundits couldn’t
believe how Ducati had
managed to get close
of 145hp out of the twin
motors. And they even
revved to 9000rpm. Insane!
Even more, how were they
getting close on 185hp out
of the all conquering race
bikes of legends such as Carl
Fogarty and Troy Bayliss?
Back then, those production
versions cost around R300k
plus, and that was a bike with
no electronic aids - just a
key, throttle, brake lever and
owners manual.
The 959 features a 955cc
twin-cylinder, the first Euro 4
homologated Superquadro,
which boasts a then new
stroke value and many other
interventions that led to a
higher torque curve and
greater maximum power
over the previous 899 model.
The result, a twin motor that
revs more and produces a
healthy 157hp at 10,500 rpm
and 107.4Nm of torque.
I reckon that Troy Bayliss
could have won a World SBK
title on a stock 959 back
in the day’s of the 999 and
1098. With power figures
similar to that of the bikes
that Bayliss won the titles on,
plus and electronics package
and chassis that is probably
better than what Bayliss
had back then, it’s not too
far fetched to think that he
would have - that’s how
good the 959 is.
Throw in the best in the
business Brembo braking
system, which stops you in
a hurry and safely, high spec
Showa suspension front and
rear, and you have a bike
that is not only dressed to
impress, but also to perform,
and that it does!
The racey, World SBK styled
dash is perfect and displays
everything you would want,
and it does so prominently.
Out on the road I did find
the v-twin motor ran a bit
hot, and I did feel the burn
on my legs, but then again,
which modern day sporstbike
doesn’t? I will gladly take
the heat in lure of the
performance and style you
get in return. Plus the heat
was a plus on the one rainy,
cold day I had experienced
while testing the bike.
There is a quick-shifter
fitted standard, but no autoblip
as on most new bikes,
including the new V2 Panigale,
which has now replaced the
outgoing 959 as Ducati’s
middleweight sportsbike.
Many bikes quick-shifters I
have tested in the past, and
even present, battle to select
gears at low rpm, or at certain
throttle positions, but not this
one. No matter the rpm or
throttle position the shifter
worked perfectly every time.
The combination of the
oh-so mouth watering
sounding v-twin motor, and
lightweight chassis, is like
Jimmy Hendrix and a guitar -
it just makes sense.
“The Perfect Balance” is
the slogan Ducati pasted on
the 959 back in 2016, and
“Perfect” is a word I have
used many a time in this,
and previous article. Even
the price tag is just about
perfect, at only R229,900,
you get a Ducati sportsbike
that is drizzled with high-end
components - I’m sold!
As I mentioned earlier, this
one is for sale right now at
World of Motorcycles and
Ducati SA out in Centurion.
Give them a call on 012
765 0600, or pop into their
amazing 3-level motorcycle
mecca dealership.

W O R L D O F C A R B O N B M W S 1 0 0 0 R R
Whilst down in the Eastern Cape on
our sportbike test we encountered a
BEAST of note - one that put the fear
of God into the soul of our editor.
By Rob Portman | Pics by Beam Productions

The new BMW S1000RR superbike
is a proper good machine, but what
happens when you throw away all of
the unwanted road gear and replace it
with some very tasty go-fast bits? You
get one hell of a track machine that
literarily makes your heart race.
While down in Port Elizabeth on our
Myth Buster sportbike test, we stayed
at our good mate’s house, Mr. Bert
Jonker and his beautiful wife Estelle.
So very accommodating, not only
with letting us crash at their house
and feeding us, but more so with Bert
letting me test his gorgeous World of
Carbon S1000RR racebike creation.
Now, if this bike and me on it looks
familiar you would be right, as I was
lucky enough to test this machine a few
months back out at Redstar Raceway.
But this time, I would be testing the
version 2.0 of this bike, with some
upgrades done, and more importantly
down at the coast with the extra 19%
power gain being at sea level.
I’ve tested BMW’s new S1000RR on
a few occasions now, both in stock
trim and in race trim and I’ve been
blown away each and every time, but I
had never tsted one down here at the
coast, so I was licking my lips at the
chance to do so.
Since the last time I had tested the
bike, the full titanium Akro pipe has
had the servo buddy installed, a BMC
filter replaces the stock one, and the
air sensor has been relocated to the
front of the bike to help get that fresh
air through the bike quicker. Between
the top and bottom yoke connector
shaft just between the airbox there are
flaps that come closed from standard,
not too sure why but on this bike Bert
has had them opened.
When you start the bike, you
can hear the flaps opening and
closing, and on the stock
bike only 100% air intake is
available from 6000rpm
onwards, whereas now

with them fully opened the bike gets
100% airflow from set off. Basically,
this just lets the bike breathe a bit
better, which converts to smoother
power delivery and more power.
Then another big change you might
notice is the addition of some carbon
wings, which were samples imported
by World of Carbon to test out. They
look very much like the standard
wings on the Ducati Panigale V4,
only reversed, not sure why but they
seemed to work just fine. BMW has
just released their M1000RR, which
now comes standard with wings – little
do they know I’ve already tested a
new RR with wings…
I was happy to see the wings,
because the assistance with
downforce will sure be needed at a
track like Aldo Scribante down at the
coast with all that power on tap. The
power was mental, just instant punch
and thrust no matter where in the rpm
or at what throttle position. He was
insanely good, yet, despite it being
that wild, and crazy, it was somehow
all very controllable. Contradicting
I know, but that’s the only way to
describe it.
It was a angry beast that wanted
to tear me limb from limb, but in a
comforting way. It was like the Hulk,
only red and blue and a lot loader
– mean and aggressive, but with a
comforting, gentle side to it.
Just do yourself a favour and
watch the onboard video that has
been posted up on the Moto Rider
World YouTube channel and you’ll
see exactly what I mean. It so bloody
fast, but what a lot of fun, it made
me work I’ll say that, but it was just
utterly fantastic!

The Ohlins suspension is of the
highest quality one can buy and with
only a basic setup it felt so good. The
front end went wherever I wanted
it to go, not matter how fast or how
much front brake was applied. The
PE track is a very tight track, so frontend
setup and feel is vitally important,
and this bikes setup was spot on. I
found myself getting carried away
by its awesomeness, so more often
than not I had to remind myself I was
on a R550k plus bike, and it was not
mine so just back off and take it easy.
That thought barely even left my
mind before the racer inside came
screaming out saying “just go flat out
and enjoy the beast”, but again, reality
kicked in.
Now, I’ve told you how amazing
this motorcycle was to ride and how
it made me feel all tingly inside, but
what I have not told you is how it
made my eyes feel, and my lower
region. This thing looks just as good
as it rides, probably even better. The
team from World of Carbon have
dressed this machine up properly.
Anything and everything just looks
better with carbon fiber on it, and this
S1000RR certainly cements that point.
The livery blends in perfectly with the
bike seductive curves and I love the
headlight stickers on the front.
So, I’ve told you how amazing it was
to ride, and how it catches the eye
but what I have not yet mentioned
is how amazingly poetic it sounds in
full flight. When you fire this bike up,
the ground shakes. It’s so loud, and
that’s just it idling. When in full flight
it screams louder and more beautiful
than just about anything I have ever
heard in my life.
The bike is fitted with a Burtech
Racing pipe, which is designed and
done by the team from World of
Carbon. It looks proper factory, and
sounds just like the real thing in
MotoGP and WSBK. It’s a beautiful,
roaring symphony that punish the ears
make no mistake, but just like a rough,
real Chinese massage (without the
happening ending you dirty bastards),
it does hurt but you just want more!

A LOCALS POINT OF VIEW
MV AGUSTA
SUPERVELOCE
Feel like a king, feel like an emperor, rule all you
survey and go for a smashing, good ride: ladies
and gentlemen, the MV Agusta Superveloce.
By Donovan Fourie | Pics by Meghan McCabe

Here is a quick 101 lesson on how
to write a motorcycle road test – it
starts with scanning the internet for
information on the bike because half
the bloody job of journalism is research.
You look at the official site, the official
press release and you read marketing
garbage spewed out by overpaid
copyrighters. From these laborious
scriptures, you get an idea of where the
designers were going with it.
You then move on to overseas
motorcycle sites and YouTube
channels. Once you’ve stopped cursing
your international peers for getting to
ride bikes before us at the bottom of
Africa, you see what they have to say in
their reviews.
This isn’t plagiarism – you’re not
stealing their work – you are merely
looking for inspiration, ideas and
perhaps information that was neglected
by the copyrighting goons.
Naturally, for the MV Agusta
Superveloce, we would expect a
litany of gushing embrace; a heartfelt
outpouring about that gorgeous
exterior, the way it made them feel, the
way it gave them goosebumps and the
way it made them the supreme ruler of
all they surveyed.
To our endless dismay, there was
no such luck. Instead of rivetting their
readers with tales of majesty, these
journalists spoke briefly about the
looks before launching into a detailed
and strictly objective analysis of every
measurable aspect of the machine.
They pointed out that, beneath the
exterior, it’s more or less an F3 800
mid-range superbike. They spoke of
the 148hp figure and how it is not too
much power but enough to have fun
with. They spoke of how the chassis
feels good, about how it is relatively
comfortable for a superbike and how it
doesn’t have a six-axis IMU controlling
the ABS and traction control. However,
it still has those features
anyway, together with
a quick-shifter that
works both ways.
They spoke about the triple motor
and how it has the characteristics
of both a twin and a four-cylinder
before briefly commenting on the
sound it makes.
They mentioned the Marzocchi Forks
and the Sachs suspension, how they
are not entirely on par with Öhlins
and how they have no electronic
adjustment. They pointed out that the
ride is a tad stiff and how it could be
used for a track too.
They talked about the R400,000
price tag and how it’s a good deal
more than comparable models,
like the Ducati Panigale V2,
the Suzuki GSXR750 and,
Naturally, for the MV Agusta Superveloce, we
would expect a litany of gushing embrace;
a heartfelt outpouring about that gorgeous
exterior, the way it made them feel, the way it
gave them goosebumps and the way it made
them the supreme ruler of all they surveyed.

for some mind-boggling reason, the
naked Triumph Street Triple 765. They
pointed out, almost in a “by the way”
manner, that the Superveloce perhaps
has some qualities about it that help
justify that price.
We read this in open-mouthed
bewilderment, wondering how the
hell these guys got these glitzy jobs
at mega publishing firms, earning a
considerable chunk more coin for their
services than we do.
Peasants!
Philistines!
Haphazard keyboard loiterers!
There are German bean-counters that
do their work with more colour and
more passion.
It is possibly the first time that the
thesaurus–abusing copyrighters have
done a better job than our motorcycle
journalist brethren.
It might be a hurdle too high because
words can only go so far, but let’s
attempt to convey properly what it is
like to have a Superveloce adorning
your garage, gracing your ride, fulfilling
your life.
For this model, MV took the concept
of a retro racer that bases its design on
the romances of previous glory, then
looked at the futuristic concepts that
fill the mind with wonder, and merged
them together in some sort of paradigm
whisking concoction. There is Giacomo
Agostini combined with Tron. There is
the celebration of happy days gone by,
mixed with the excitement at things
that might be.
The results are breathtaking to
behold. It is one of those machines
that fill your life with joy only because
you have one. You will sleep soundly at
night, giggling happily to yourself, warm
in the knowledge that it sits soundly
in your garage a few metres away,
awaiting morning to once more light up
your life.
Or light up your eardrums, either in
mild torture or heavenly paradise. A
strange paradox indeed, but the sound
emanating through its triple silencers
changes between low rpm and redline
orbit. At idle and low-speed cruising –
forgive us, MV – but it sounds a touch
like a rough bread van.
Open the throttle, let the revs launch
and the bread van sheds its coarse
exterior, shines its bright lights and sings
a triple-cylindered Siren song that will
tempt sailors to their untimely doom.
The sound makes it feel like the bike
is going faster than it actually is, plus
it inspires the rider to go yet faster. It’s
a glorious combination of flattery and
shameless motivation.
Open the throttle, let
the revs launch and the
bread van sheds its coarse
exterior, shines its bright
lights and sings a triplecylindered
Siren song that
will tempt sailors to their
untimely doom.

Handling is much the same as the
F3 800, with the 173kg dry weight
combining with the half-steel, halfaluminium
frame to make it tip
effortlessly into turns. Meanwhile the
counter-rotating crank and the trellis
main frame work to keep the whole
circus stable and planted on the tar.
The revised throttle mapping offers
a smoother throttle action and a
touch better pick-up of revs.
Another strange paradox – the
Superveloce and the Dragster 800
have essentially the same engines.
Yet, while the Dragster rears and
bucks under acceleration in a
flurry of drama-filled action, the
Superveloce remains calm and
stable, concentrating only on going
forward as quickly as possible.
The TFT dash may not be the
most colourful on the market, but it
is tasteful. It can connect to the MV
Agusta app on your phone where
the various electronic settings
of the motorcycle can be set up.
Navigation routes can be plotted
that will be shown via the dash, a
feature still uncommon not just in
superbikes but all of biking.

And so we’ve straying shamefully into the arena
of sensible motorcycle road testing when there
is nothing sensible about this motorcycle. Having
sense requires brains and logic, something we
do every day at work, at home and everywhere
in-between. We ride motorcycles to escape the
torture of sensibility and drift into a metaphysical
world of wonderment and joy.
It is in this world where MV Agusta thrives, with
the Superveloce leading their starting line-up. It
makes its riders feel special, feel like a king and
queens as they saunter up to it in the breakfast
run parking lot, as everyone else can do nothing
more than look on.
And look on they do – the Superveloce turns
heads; not just those in the motorcycling realm
that knowledgeably turn their heads at its
appearance, but everyone. Park it in a shopping
centre, and ordinary people will wander over to
quench their curiosity. People in their cars will
take their eyes off the road, and wide-eyed kids
will tug their parents’ trousers and point.
You do feel like a king for a day or a king for
every day you ride it. The fact that it is also fun to
ride is a mere bonus.
It is in this world where MV
Agusta thrives, with the
Superveloce leading their
starting line-up. It makes
its riders feel special, feel
like a king and queens as
they saunter up to it in the
breakfast run parking lot, as
everyone else can do nothing
more than look on.

R I D E R A I D S T E S T E D
O AID
R NOT
O AID?
THAT IS THE QUESTION
Fifteen years ago, electronic rider aids had the sophistication of cutting hair with a
chainsaw. Consider how an old Nokia phone was considered cutting edge 15 years ago,
and how archaic it seems today compared to the latest iPhone. I remember when playing
Tetris on my phone was mesmerising, and that was before colour…
By Adam Child | Photography by Gary Bailey (gary@picman.co.uk)

Like phones, rider aids such as traction
control and ABS have also evolved
and, in recent years, accelerated in
their development and effectiveness.
The advancements in MotoGP and
WSBK have filtered down to the enduser,
me and you.
Take Yamaha’s 2020 R1, for example,
which is equipped with remarkably
similar technology to that used by
Yamaha in MotoGP in 2012. The list of
rider aids has increased from simple
traction control and ABS to engine
braking assistance, slide control, engine
power modes, and cornering ABS to
name but a few.
Sophisticated rider aids no longer
hinder your fun on the track, instead
they enhance your fun while also making
the experience safer. A decade or so
ago I may have deactivated all rider aids
before riding down pit-lane because
they were too intrusive, but not anymore.
Rider aids are there to help you and can
be easily tailored to the way you ride, the
conditions, and the bike.
We wanted to show you how rider aids
work, and what that feels like on track.
We will experiment with the R1’s rider
aids fully activated, switched off and set
somewhere in-between, to suit my style
of riding on standard road rubber. We’re
not pushing for lap times – this isn’t
racing – instead, we’re getting the most
enjoyment out of our track day, safely,
whilst riding to the riders’ limitations.
What are rider aids how
do they work?
Most manufacturers use a similar Bosch
system, which is an ‘off the shelf’ item.
The Bosch system is the brains, and
each manufacturer tailors that system to
work on their bike, to their parameters/
algorithm – no, you don’t simply bolt it
on and hey-presto. The Yamaha system,
however, is vastly different: everything is
done in-house and produced by Yamaha
using the technologies and skills learned
in MotoGP.
Each manufacturer’s system is
different as they use different tech’ and
parameters. For example, manufacturer
A might allow 2% of wheel spin before
any traction control intervention, and
manufacturer B may allow 5% of wheel
spin. Secondly, the level of tech may
be different, again some using the very
latest, some using two or three-yearold
tech’. And finally, the power and
the way a bike makes power, generates
grip, brakes, etc, will differ too.
Cornering ABS from a Ducati
won’t work on an Aprilia, even if both
bikes are using similar Öhlins forks,
Brembo brakes and Pirelli tyres. It’s an
incredibly time consuming, complex
and expensive task to set up each bike,
taking into account all the possible
different scenarios. A large percentage
is done via clever mathematics,
algorithms, and simulations, but there
is still the need for endless laps and
rider feedback in all conditions.
To highlight the difficulties let’s take
one example, traction control. The
‘system’ must detect wheel spin, the
rear wheel moving faster than the
front. Wheel sensors show the rear
wheel is spinning faster than the front,
then sends a message to the brain.
The brain also gets a message from
the throttle: we are at 90% open, the
gearbox is in first gear, the crank speed
shows rpm have risen dramatically,
faster than possible without rear-wheel
slip. It assesses all these messages
The test muel - Yamaha’s new R1
with all its electronic wizardy

and reacts accordingly, reducing the
power so both wheels are once again
rotating at the same speed. How
fast this happens, how quickly these
messages are sent, and how quickly
it re-introduces the power depends
on the bike and tech.
This is an extremely basic example
as we haven’t spoken about the lean
angle and G-force, which the Yamaha
R1 also takes into account.
Ok, so we know what is
happening but how does
all that feel on track?
The plan is relatively simple. After a
few familiarisation laps to get used to
the track, Yamaha’s 2020 R1 and its
standard Bridgestone tyres, we will try
a full 20-minute session with maximum
rider aids. Then we’ll have another
session with the rider aids reduced
as much as possible. Finally, we will
take full advantage of the Yamaha’s
electronic system and tailor the rider
aids to match the conditions and the
way I ride. We’re not pushing for lap
times or racing, we’re simply enjoying
the bike and Silverstone safely, using
the rider aids as a safety net.
Session 1
Rider aids set to maximum:
Power-3, TCS-9, SCS-3, EBM-3
Suspension stock, tyres stock
Bridgestone S22 with track pressures
Those with a keen eye for detail
will have noticed we’ve not opted
for Power-4, which reduces power
to 70%. We conducted the test at
Silverstone, on the GP layout, the
extremely fast F1 track. Reducing
the power down the extremely quick
straight in fast company was deemed
unsafe. Therefore, we opted for the
softest full-power mode.
It’s a slightly strange experience,
as I was unsure what to expect.
Years ago, early traction control
set to maximum would transform a
beautifully fuelled bike into a missfiring
mess, but not anymore. In fact,
as I leave pit lane with a big handful
of throttle the power takes me by
surprise. Power mode 3 still gives a
full peak output of 197bhp just with
less mid-range and a softer throttle.
First time down the Hangar Straight
I’m overtaking bikes, despite being
in the ‘soft’ mode. Don’t be fooled,
the R1 is still a quick bike, but simply
tamed in the low-mid-range. I enjoy
the easy power, it’s far less physical
to ride. It’s also much easier out of
the slower corners as I’m driving
smoothly, not drifting wide on the
exit or running over the kerbs.
I really like it as it makes the angry,
snarling R1 as intimidating at a kitten.
A new or relatively inexperienced
rider would love this mode, which
is fast enough at the top of the revs
to take your breath away and fast
enough to overtake, but smooth
lower down and forgiving too.
Don’t be fooled; you can still crash
(especially on cold tyres), this is not
not an infallible motorcycle, but it’s
almost comical how early you can
accelerate whilst still leaning over.
The soft power, combined with
maximum rider aids, are the perfect
recipe for boosting confidence,
especially on the first few laps when
the tyres are still coming up to
temp. Again, unlike the electronic
systems of a decade or more ago,
there is no misfire and no splutter,

just controlled power. It’s like walking
into a pub and asking for a pint with
an aftershock, followed by a whiskey
chaser and the landlord serving you
a pint with a bag of nuts instead. You
might want 197bhp on a cold tyre
with 45-degree of lean but the bike
knows best.
Braking is interesting, as there is
less engine braking with EBM-3. This
means the engine behaves more like a
two-stroke as there is less mechanical
braking, while the rear doesn’t lock
up when braking heavily. You can’t
feel the revs increase on the brakes,
but the bike flows beautifully into the
corners, especially nto Stowe and
Brooklands where you carry corner
speed into the apex.
Session 2
Rider aids set to minimum:
Power-1, TCS-1, SCS-0, EBM-1
Suspension stock, tyres stock
Bridgestone S22 with track pressures
I grew up riding two-stokes, and I’ve
never road raced a bike with electronic
rider aids, yet, like many of us, when I
ride a bike with the rider aids turned
off, I instantly feel nervous. I feel like
Bambi on ice for the first few corners,
especially on cold road tyres. Today,
everyone else is on slicks with warmers
and for the first lap everyone is
overtaking me – in fact, I was quicker
on lap one in session one.
But as the heat develops so
does my confidence. The standard
R1’s feedback is excellent, you can
feel the grip, but it takes more
concentration than before, and once
we’re up to speed and temperature,
I can push on for a quick lap. The
throttle is more responsive, there’s
more power on tap, the connection
feels sharper. When loading the
rear tyre on the initial turn of the
throttle, you can feel the standard
Bridgestone move a fraction, then
it grips and digs in as you dial in the
power from the cross-plane engine.
I’m going faster than in session one,
accelerating harder out of turns, but
probably accelerating later, waiting
The standard R1’s feedback is excellent,
you can feel the grip, but it takes more
concentration than before, and once we’re up
to speed and temperature, I can push on for
a quick lap. The throttle is more
responsive, there’s more power on
tap, the connection feels sharper.

a fraction longer, getting the bike
upright, pushing on the outside
peg. It takes more concentration
and effort to ride fast with the
slide control removed and more
aggressive power.
I didn’t think there would be
much difference in the braking
performance but it’s very noticeable.
Without the engine brake assist, the
now strong engine braking causes
the rear to slide when you load the
front tyre and the rear goes light. I
had some enjoyable small rear slides
into Brooklands. This was fine, not
too worrying, but not ideal for a
fast lap time and enough to worry
someone without track experience.
The longer the session goes on
the more I have to work my body
position and think about grip, as the
rear standard Bridgestone starts to
move around. Setting 1 (out of 9)
on traction control is for slicks, with
warmers, not road rubber, which is
designed to work in all conditions,
including the wet and cold.
Session 3
Rider aids set to ‘in between’:
Power-2, TCS-2, SCS-1 EBM-2
Suspension stock, tyres stock
Bridgestone S22 with track pressures
This is the beauty of the R1, it’s easy
and simple to trim the rider aids to
the style you want. Power mode -1
was a little too aggressive, too sharp,
so I’ve opted for 2. I’ve turned back
on the slide control and left traction
control on 1. Engine braking is in the
middle at 2 because I still want some
engine braking but not enough to
slide the rear.
Now I’m happy, it feels like I’m
riding my bike, which matches my
riding and tyres. We’re not on elbow
dragging slicks, which is why I’ve
added a little bit of slide control and
traction, just to reassure me. I can get
on the power early with confidence,
knowing I have some riders aids if I
get it wrong. The power is strong,
but the instant turn of the throttle
is a little softer and spot on. I’m
not pushing for lap times but want
that extra drive in the mid-range to
overtake slower bikes safely.
The engine braking is precisely
where I want it; the rear no longer
skids and slithers into corners,
instead it’s nice and stable with just
enough engine braking, which means
I’m not just relying on the front and
diving too deep into the corners.
For a 20-minute track session, I’m
happy. Lapping reasonably quickly,
safely, hitting my markers without too
much effort, and I’m not out of breath
on the last few laps. We could have
opted for something more aggressive,
but it’s a track day, not a race.
Final session
Power-3, TCS-3, SCS-3, EBM-2
Suspension stock, tyres stock
Bridgestone S22 with track pressures
So many times I see track day riders
packing away before the last session
because they are tired. How many
times have you heard, ‘ I don’t want
to push it in the last session’? Yes,
that is a wise decision, and I was
tired after a full day on track, which is
why, rather than head for the café, I
simply increase the rider aids for the
last session. You’ve paid your money
you may as well get the miles in and
scrape your knee sliders one last time.
Back to the softest power mode
to make life easier, I also increase the
traction and slide control on the rear
as the Bridgestone is now badly worn,
and leave the engine braking alone.
The track is now emptier and I’m
riding a little slower, but still having
fun. Even in power mode 3, the R1 is
still rapid, and I’m still tucked in on
the 260kph-plus straights, but the
acceleration is tamer. More rider aids
are controlling the grip, which gives
me more time to pick the correct line,
and essentially be a little lazier as
everything is happening a little slower.
Whist some are packing away, I’m still
smiling and having fun, all in relative
safety thanks to the rider aids.
Verdict
I’ll put my hand up. Fifteen years ago
I’d remove all the rider aids before
venturing out on the track. But
now they’re so good, it almost feels
strange and daunting to ride without
them, they’re that good. Yamaha’s
R1 is a proven example, you don’t
really ‘feel’ the rider aids working and
there aren’t any misfires or alarming
spluttering, instead they are an arm
on your shoulder holding you back
from doing something untoward.
Furthermore, they are simple and
easy to trim, depending on your
abilities and where and how you ride.
In Spain, in perfect conditions on
slicks, yes, I might choose to remove
the rider aids, but back in the real
world and normal UK weather, I’ll
take modern rider aids every time.

RACEDAY TV & ROOKIE REPORT
RACING RETURNS
By Keith Botha | Pics by Keith, Beam Productions & Jeff Latham
With restrictions being softened, racing
slowly but surely made a welcome
return to the SA tracks. The guys from
Hanging Cable SA have been lucky
enough to spend a few race days
with the guys from The Michelin Short
Circuit series, along with the NGK SA
SBK National series. Make sure to stay
tuned in for another great Special
Episode of the Raceday Round up
from all the racing on Raceday TV.
Our own Clifford Ogle has also
started racing again, this time around
on his new Aprilia RSV4 in the
Bridgestone Challenge - the 95 Kid
has reported to feel very comfortable
on his new ride and is excited to lay
some rubber on the very fast Phakisa
Raceway at the next round of this
championship. Watch out for updates
and his race report after that meeting
on Raceday TV.
We will also spend some time talking
to Clifford on his bike setup on a new
edition of Hanging Cable SA. Season 2
coming soon. So stay tuned!!!
The Rookie Report!
I was lucky enough to go on the Moto
Rider Word ‘Myth Buster’ challenge
set by Aprilia South Africa, in which
we had to take a range of modern day
superbikes and go test their skills and
comfort on the long road to PE, East
London and back, with a few track tests
in between of course.
This trip had a lot of stories and a lot
of great behind the scenes footage of
the trip.
Unseen footage of riders and the
crew putting the magazine and “Test”
together, will be premiered in a special
“Reunion” show on Hanging Cable SA
on RaceDay.TV and MRW...... stay tuned
to our pages for updates and when you
can expect the in depth discussion and
insight into what the test riders thought
of the trip.”
Myself and RaceDay.TV would like to
thank Rob and the Bean Production
team for inviting us on this life changing
and exclusive test.
Lots of laughter and some very
fast bikes makes for the best stories...
So be sure to not miss the MRW and
RaceDayTV crew relive the trip.
Keith Botha “The Rookie”

THE CURIOUS CASE OF
MAVERICK
VINALES
He is a super talent that there is no doubt about,
but man is it hard to support this guy who just
can’t seem to string it all together.
By Mitchell Boyes | Pics by GP Fever.de

“I don’t know what to say – it’s the same as
usual from 30 races ago, it’s very difficult
as a rider to believe and to keep motivated
when I need to change my riding style 70
times in one weekend to make the bike work.”
At the second of two Misano rounds
this past month Monster Energy
Yamaha Rider Maverick Vinales took
his first win since the Sepang Circuit
in Malaysia nearly a year ago. You
could see that the Spaniard was
clearly ecstatic with what he had
just achieved, but it hasn’t been the
easiest of times for Top Gun.
Maverick Vinales is a talented
rider, if he wasn’t, he wouldn’t ride
for a top MotoGP team I mean he
is a lightweight World Champion.
Something is off with Maverick
though. Top Gun seems to end
up top of the pile whenever there
is a test as well as during free
practices and often qualifying
as well. However, come race day
and Maverick seems to struggle
more than most. If conditions are
prefect and Maverick feels 100%
comfortable on the bike then he
seems to do really well, but as soon
as things aren’t ideal he struggles.
Many theories have been put
forward about why Maverick
struggles on race day. The first is,
during the free practices Moto2 is
always after MotoGP but on race
day MotoGP is after Moto2 and
so the rubber is different. It has
been this way for years though so
surely Yamaha would have found a
solution by now? The other theory
is that Vinales really struggles to
ride the M1 when it has a full tank
of fuel meaning that he gets a
shocker of a start and then 3 laps
later he’s dropped 10 positions and
its already too late.
We saw this over and over again
last year, Maverick has a terrible
start, gets swallowed by the pack
but as soon as the fuel level drops,
he sets fastest laps of the race. A
full tank of fuel though, cannot be
an excuse for a poor performance
because all riders start with a full
tank. If we look at when Lorenzo
was riding at Ducati, he asked
them to slightly modify the tank
and when they eventually did it, he
started winning.
After Misano 1, where maverick
was yet again demolished by those
around him on the grid, Top gun
spoke about his frustrations saying
“I don’t know what to say – it’s
the same as usual from 30 races
ago, it’s very difficult as a rider
to believe and to keep motivated
when I need to change my riding
style 70 times in one weekend
to make the bike work.” This is a
clear shot at Yamaha if you ask me.

What this tells me is that Maverick,
while apparently changing his riding
style 70 times, still either cannot or,
is not experienced enough, to ride
around the supposed problems with
the bike. The same bike that Fabio
Quartararo has now taken 3 wins
with this season.
At this point we need to consider
that maybe the bike is actually
fine and it’s a psychological thing.
Many riders regularly see sports
psychologists to get into the
headspace required to put your life
on the line while at the same time
remaining 100% focused week in and
week out.
After a great showing at Misano
2 it was off to Spain and Top gun
crashed and burned. After starting
from a solid 5th place on the grid the
Spaniard quickly found himself out
of the points fighting with the likes
of a very injured Cal Crutchlow who,
until the end when he snuck past, he
struggled to keep up with. After what
must have seemed like an eternity for
Spaniard, Maverick Finished the race
in 9th place, honestly nowhere near
where he should’ve been.
Maverick is now sitting third in the
Championship behind Quartararo
and a flourishing Joan Mir but Vinales
has said that “these results make
it impossible to think about the
championship.” This coming from
a rider who started the season as
a definite threat. Maverick Vinales
is still in the fight for the title but
facts are facts - maverick needs to
up his consistency. I really hope for
Mavericks sake that he makes me eat
my words. The guy is talented but if
he can’t fix the issues, we might just
see that Factory seat go the way of
someone else.
“There was no issue at the start, the only weak
point is our top speed. I couldn‘t pass anyone,
especially in the first fifteen or sixteen laps. So I
was just riding around. I‘m really disappointed
because if you don‘t start from first or second,
you have big problems. I couldn‘t do anything
and was just losing positions. We will see in Le
Mans. This result after winning last week is
difficult to swallow. The championship could go
any way. This weekend we made a mistake in
the qualifying and we paid the price.”
A very disappointed and confused Vinales after the recent Catalunya GP

BEAM PRODUCTIONS GALLERY

A BORROWED
BOOK AND A BIRD
Here at MRW we want to help give want-to-be writers,
bloggers and pundits their chance to tell their stories,
to showcase what they have to offer.
If you go to the website (www.motoriderworld.com)
you will find a FanZone section, where stories and
features from fans across the globe have been posted
up - a platform to help expose everyone’s experiences.
On top of that, we will also be selecting one FanZone
feature every month and publish it right here in the
digital mag.
Finally! I settled down on
the knee-high wall that
surrounds our little veggie
patch in front of the house,
armed with fresh cappuccino
and a borrowed copy of
Jon Ekerold’s book ‘The
Privateer’.
The house could be
mistaken for cold-storage
rooms; thus I fled outside
where I could absorb the
heat from the Great Fireball
in the sky as I read Ekerold’s
memoirs of the romantic era
of motorcycle racing. It was
not to be.
Content with the
placement of my posterior, I
opened the hardcover book,
noting it was number 2857
of a 4000-quantity Special
Edition. Cool. Best take
extremely good care of it. I
page beyond the three-word
dedication, which shares a
page with the standard ‘first
published’ date and all the
little informatives that get
bypassed almost certainly by
most readers of books, eager
to get into the meat of the
animal. Past ‘Contents’, until I
found the Introduction.
Book held open, rested on
my knee, I began to nibble at
the first words. My right hand
slowly lifted my Batman
mug; my taste buds could
already taste the blissful hot
liquid about to be poured
over their fleshy bumps.
BLAM! A shocked gasp
of air. Cappuccino flying
everywhere. What in
tarnation had happened?!
For moments that felt like
minutes, I sat there, startled
senseless - assessing the
crime scene which was my
current situation.
At first I was convinced
some hooligan had tossed
a stone at me, but no, the
mug was intact. Then I saw
the evidence left by the
ammunition (with only my left
eye, as the right lens of my
glasses had an impenetrable
haze covering it).
Trace amounts of
disintegrated bird shit.
Now I curse a healthy
amount on the daily, but
that bird would drop dead
if it could hear me then.
Frantically I dried off the
splatter that had hit the
book – the borrowed book!
- succeeding to a degree;
but it still left faint tan-spots
on the virgin-white pages. I
cussed some more, dumped
the remainder of what was
now crappuccino in the
veggie garden, then cursed
the bloody bird and its seed.
Once I had recollected my
sanity, I went inside where
I cleaned the crappuccino
from my black jeans, my
face, and my glasses. One
more Curse Lite just to make
certain every bird in the
same hemisphere knew I
was deeply dissatisfied with
this little prank, and I made a
fresh cappuccino.
I read the book in my
room, in front of the window,
mocking those feathered
bombers while sipping hot –
uncrapped – cappuccino.
Finished Jon
Ekerold’s book.
I know, I was slow. Shush
your yapping. And go read it
yourself.
Because it’ll have you
nose-to-glossy-paper.
Seriously. You live the life of
a late ‘70s privateer through
these pages. It reads like
a novel of sorts, until you
remind yourself that this is,
indeed, all based on facts.
Ekerold, being a
motorcycle racer through
some of the more perilous
and formative years of the
death-sport, tells his story
in surprisingly well-versed
prose. He gives the reader a
behind-the-pits glimpse at
the reality of racing. Of the
camaraderie, the struggles
of a privateer, and of - to
his mind - the unfairness
bestowed upon riders such
as himself.
And his take on the
murderous armcos and
catch-fences of the time.
But I won’t divulge any
more - read the book; you’ll
enjoy it. Action, romance,
rivalry, suspense, death,
survival, failure, success,
backstabbing, comedy,
heartache, friendship. There is
a little of everything, and it’s
all told by the man himself.
And as you read, bear in
mind - This guy used to be
one of those crazy people
racing around anything
resembling a track on
machines with no roll cages...
not a writer.
*Image borrowed from his
FB page.
**I thank Donovan Fourie
for letting me take this
priceless book home. (Er, do
I have to return it now?)
~ Karr
Want your story featured?
Simply email your
words and pics to rob@
motoriderworld.com

RACING PAGES
Dunlop team SERT crowned World
Champion at 12 Hours of Estoril
Suzuki Endurance Racing
Team, one of Dunlop’s
lead endurance racing
partner teams, was
crowned FIM Endurance
World Champion after a
thrilling 12 Hours of Estoril
in Portugal.
YART Yamaha and F.C.C.
TSR Honda France battled
it out until the last minute
of an action-packed race.
After a 12-hour thriller,
YART Yamaha won the
day thanks to riders Karel
Hanika, Marvin Fritz and
Niccolò Canepa, with a lessthan-25-second
lead over
F.C.C. TSR Honda France’s
Josh Hook, Freddy Foray
and Mike di Meglio.
The duel between the
two squads raged for the
entire second half of the
race. While it was smooth
sailing for the Japanese
Honda team, the Austrian
Yamaha team had some
issues, from Marvin Fritz’s
fluffed start from pole
position to two broken
footpegs. YART Yamaha
were head and shoulders
above the others today,
with Marvin Fritz posting a
1:39.353 fastest lap at the
end of the race to boot.
Another Dunlop partner,
Wójcik Racing Team
finished third after Gino
Rea, Broc Parkes and
Sheridan Morais ran a
spectacular race. The Polish
independent team crafted
their race strategy with
a podium in their sights.
They pulled it off at Estoril,
wrapping up the season in
fourth place in the overall
standings, sandwiched
between the factory teams.
16th world title for Suzuki
Endurance Racing Team
Competitive but careful
to seal their chance at
the world title, Suzuki
Endurance Racing
Team did battle in the
leading trio until twice
getting gear selector
shaft warning signs.
Etienne Masson, Gregg
Black and Xavier Simeon
were fourth over the
finish line at Estoril,
thereby clinching Suzuki
Endurance Racing Team
a 16th FIM EWC title –
their first since 2016 and
the first-ever for Damien
Saulnier, the new team
manager of the Suzuki
factory team.
Another challenge was
pulled off by VRD Igol
Pierret Experiences, who
were 5th at the finish
after a 12-hour battle with
the factory teams. In the
saddle of the Yamaha 333,
Florian Alt, Florian Marino
and Nico Terol finished
ahead of Webike SRC
Kawasaki France Trickstar
and BMW Motorrad World
Endurance Team. The
Kawasaki team lost out
on a podium due to a
broken chain. After leading
at the start of the race,
the factory BMW team
powered back up through
the field to 7th place
overall following a crash.

RACING PAGES
THE CHALLENGER:
DOMINIC DOYLE
Dominic Doyle is a young motorcycle racer born right
here in SA, out in Port Elizabeth to be exact, and he is
now racing over in the States where he is making a huge
name for himself.
Words by Paul Carruthers | Pics by Brian J. Nelson & others
Going into this year’s Liqui
Moly Junior Cup Series, not
many would have thrown
up their hand when asked
if they thought Rocco
Landers was going to be
beaten in 2020. After all,
the youngster from Oregon
won 14 races a year ago en
route to the title.
But then along came
Dominic Doyle and
suddenly Landers was not
only beaten but he was
beaten in three straight
races to start the 2020
season. Not one to panic,
Landers has righted the
ship with five straight wins
heading into this weekend’s
round five at the Ridge
Motorsports Park, but he
also knows that Doyle is a
force to be reckoned with
at each and every race and
one of the real surprises of
the 2020 season.
Doyle, who is originally
from South Africa but
has called Columbus,
Indiana home for the
past two years, has the
aforementioned three
wins thus far in 2020 with
four additional podium
finishes. The only hiccup
in his season was a crash
in race one at PittRace,
the only race he failed to
score points in. Battered
and bruised, Doyle
bounced back with a
second-place finish in race
two in Pittsburgh.
Based on what we saw
from Doyle at the end
of last season when he
finished second in the final
two races of the season on
his BARTCON Kawasaki
Ninja 400, we should
have known better. Now
we all expect it. And so
does Doyle. You can see it
on his face now when he
doesn’t win.
“For sure,” he said when
told that his face tells the
story of displeasure when
he finishes second. “Last
year I’d be happy with
a second or a third just
because I wasn’t finishing
up there all the time.
When you get that taste of
victory, you kind of want to
stay there. When you get
beaten, it doesn’t feel too
good. I’m not extremely
happy with a second, but
I’ll take it for now. We’re
just going to move on to
the next race and improve.”
So how did he get
here? How does a kid
from South Africa end
up in Indiana racing
MotoAmerica?
“I was racing full-time
in South Africa,” Doyle
explained. “I started racing
when I was five. I started
racing motocross around
then, and then I got into
Supermoto when I was
about 10 or 11. Then I got
a chance to ride a little

RACING PAGES
NSF100 bike on a go-kart
track for a while. After that,
I got a KTM 390. It was
kind of a spec class. Just
a little different to the one
over here. It was kind of
more stock, like suspension
and stuff. So, I was racing
that. My mom moved
over here because of my
stepdad’s job. That’s kind
of why we’re in Indiana.
I eventually got all my
paperwork sorted out and
I got over here. We did
the last three rounds of
the MotoAmerica season
(in 2018). Before that, I
did do two wildcard rides.
John Ulrich got me on
the Roadracing World
wildcard for the KTM RC
Cup (in 2017). That was
really great. I can’t thank
him enough for getting
me over here. So that was
kind of the start. When I
moved here full-time, we
started racing just as a
privateer. I raced the 2019
season as a privateer, up
until the last three rounds.
There was an opening at
BARTCON. I went and
did the last three rounds
for them and got some
strong finishes. We’re with
them this year again and
it’s working really great. I
can’t thank them enough
for having me on the team
this season and all their
support and hard work.”
One thing Doyle has
struggled with of late is
his starts, but he’s been
working on it with his crew
chief Dustin Apgar. Faced
with the unenviable task of
having to race Landers, the
start is crucial, and it’s also
led to some mistakes from
Doyle that have put him on
his back foot in races.
“I don’t really have the
best technique,” Doyle
admits. “Dustin’s kind of
worked that all out of
me and got a good, solid
technique that his dad
taught him. He said his
starts have always been
great with that technique
that his dad taught him, and he
passed it onto me. It’s really been
working good ever since I’ve been
trying it. So, we’ll try it out next
round. It definitely makes things
harder when you get a bike inbetween
you and (Landers) and
you’ve got to get around him. I
want to be in front of him into the
first turn, and definitely not have
anybody else blocking my way if
he’s in front of me.
“I’ve been making little mistakes
in the race. I think actually the
start kind of all contributes (to the
mistakes). Having a bad start and
you’re all flustered and trying to
get back up there and close that

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distance. I tend to make
mistakes when I’m a little
hot and trying to push.
Mistakes have kind of been
the downfall these last
few rounds. The starts will
be better, and I think the
mistakes will be minimized.”
Doyle’s team owner
is Colin Barton, one
of the larger-than-life
personalities in the
MotoAmerica paddock.
“He makes for fun and
interesting weekends,”
Doyle says of his team
owner. “That’s what I can
say. There’s never a dull
moment in the pits. He
always keeps it entertaining.
He’s really in it for the love
of racing. He’s just trying to
grow the sport and do as
much as he can.”
Although it’s too early
to announce his plans for
2021, it sounds as though
Doyle wants to remain in
the MotoAmerica Series
and will move up to a
different class next year.
“We’ve got some plans
for next year that we’re still
working on,” Doyle said.
“I’m definitely looking at
staying in the US. I’m not
going to leave you guys
just yet.”
As for his class of
choice? Supersport?
Twins Cup?
“We’re still working
through a few things,” he
said, playing his cards close
to his chest. “I don’t think it
will be a Twin, but we’ll see.
I’ll keep you guys posted.”
For more on Doyle, give
a listen to last week’s Off
Track With Carruthers And
Bice as Doyle was their
guest. You can access the
podcast via your favorite
method or by visiting
https://motoamerica.
com/off-track-podcastdominic-doyle/

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OUR OTHER SA STARS
SHINE BRIGHT
Apart from Dominic doing well over in the U.S, we also have Mathew Scholtz, Cam Peterson and
Sam Lochoff doing really well, here is what Mathew and Cam had to say after their recent races.
Mathew Scholtz: MotoAmerica Superbike
class: 3rd in overall championship
Westby Racing’s Scholtz earned his 10th
podium of the season and moved to just
one point behind Beaubier’s teammate
Jake Gagne in the battle for second in
the HONOS Superbike title chase. Gagne
was in the battle early but ran into clutch
trouble that slowed him to an eventual
fifth-place finish. Here is what he had to
say after the recent round at the Barber
Motorsports Park:
“It was pretty good,” Scholtz said of his
race. “I don’t really know what happened
with the start. I got shuffled back to fourth
or fifth place and I had to make a sketchy
move to get up to second. I knew that
Cam (Beaubier) had a really good pace.
Jake (Gagne) passed me and with his
warm-up time I knew he would be quick
too. So, I didn’t really try to fight him too
much. I was hoping I would go with him
and try to maybe get up to Cam. But then
I saw something happen to Jake’s bike,
which was unfortunate. Then I kind of put
in a few decent laps. I saw that the gap
back to third was actually getting bigger
so I kind of started chilling out. Then I
noticed that Bobby (Fong) was sort of
catching me at a pretty drastic pace, so I
had to stir things back up. I will definitely
take the second place. I think we have our
work cut out for us, but we made pretty
decent steps forward today.”
Cam Petersen: MotoAmerica Superstock
class: 1st in overall championship
Sunday’s Stock 1000 race two was
another command performance by Altus
Motorsports Suzuki’s Cameron Petersen,
who started from the pole and built a big
lead until the race was red-flagged by a
crash and restarted with a six-lap sprint to
the checkers. In an effort to build another
gap, Petersen was at the front again, but
a mistake almost put him out of the race.
The South African used his knee and
elbow to lever the bike off the ground, and
he continued on to take the checkers and
record his seventh victory of the season
with a comfortable gap of nearly five-anda-half
seconds at the finish line. Here is
Cam’s comments after the round at the
Barber Motorsports Park:
“My dad is here this weekend, and he came
up to me yesterday and said that was
probably the best he’s ever seen me ride,”
Petersen said. “So, that means something
to me. Just another great weekend. The
race I had here last year was kind of the
same. I came here and for whatever reason
I just ride well on this track. When the team
puts a machine like that underneath you
each weekend, it’s fun. When you’re having
fun, you go fast. I can’t thank them enough.
I got to give this one to the team. They’re
busting their butts. I honestly believe we
have one of the best bikes out there in the
paddock at the moment. I was saying a
little bit different a few rounds ago. They
put their heads down. They’ve gone to
work. They’ve done their homework. The
bike’s unreal. These guys, it’s super fun
racing with them. I’m looking forward to
the rest of the season. Obviously, I have a
little bit of a points gap now with two more
races to go. Time to start thinking about
the championship a little bit. Stoked to
open up some eyes and see if I can catch
a nice seat next year on a Superbike. Once
again, thanks to everybody and looking
forward to Indy.”