WWW.MOTOMEDIA.CO.ZA
OCTOBER 2020
ITALIAN
AFFAIR
MV AGUSTA
SUPERVELOCE
3 Year Warranty and Service Plan Included
20010
October 2020 RSA R35.00
9 772075 405004
IN THIS ISSUE
BMW R1250RS - SUB 500CC MULTI TEST - TL1000 - APRILIA TUONO V4
MOTOGP NEWS - LOCAL RACING - ELECTRIC YAMAHA FZR AND MORE...
BMW M1000rr
WORLD LAUNCH
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, adrenalinefilled
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
CAPE PROVINCE
CRAIGS MOTORCYCLE FITMENT 021 939 8916
NEVES MOTORCYCLE WORLD 021 930 5917
TRAC MAC BELLVILLE 021 945 3725
TRAC MAC PAARDEN EILAND 021 510 2258
TRAC MAC WYNBURG 021 761 4220
WICKED CYCLES 021 510 2968
LIMPOPO
KR MOTORCYCLES 015 297 3291
MPUMALANGA
BIKE CITY 013 244 2143
DEALER LIST
Sportbike
GAUTENG
BIKERS WAREHOUSE 011 795 4122
BIKING ACCESSORIES 012 342 7474
FAST KTM 011 867 0092
GAME SERVICES 011 425 1081
MOTO MATE EDENVALE 011 027 0545
MOTO MATE RIVONIA 011 234 5275
PRIMROSE MOTORCYCLES 011 828 9091
RANDBURG MOTOCYCLES 011 792 6829
SILVERTON MIDAS 012 804 8888
ZEEMANS MOTORCYCLES 011 435 7177
FREE STATE
SALLEYS YAMAHA 051 430 3326
Specifically designed for application on high performance powered
bikes, these chains are able to offer exceptional performance thanks
to the patented Z-Ring.
Assembled with high alloy steel pins and plates, solid bushings and
rollers, shot-peening of plates, pins and rollers and pre stressed
for performance enhancement, assuring excellent resistance to
mechanical stresses of the latest superbikes.
KZN
PERRY MOTORCYCLES CC 031 566 7411
RBS YAMAHA 031 701 1311
RIDE HIGH WITH YAMAHA 035 789 1581
ROCKET RACING PMB 033 264 3240
ROCKET RACING PINETOWN 031 702 2606
UMPLEBY SUZUKI 031 303 8323
NORTHWEST
BIKERS PARADISE 018 297 4700
MOTOS KLERKSDORP 018 468 1800
WATERITE MOTORCYCLES 018 771 5050
Intro. Keeping the wheels turning...
October Issue 2020
Damn!
What a month it’s been - to all of the
detractors - what do you say about Darren
Binder now?
The SA boys racing overseas are really
doing or country proud - get behind them
- give them your support.
Moto GP is the most unpredictable that it has
been in the history of racing. What a show!
Absolutely fantastic! Who the hell knows how
it’s going to end this year.
Anyway. Quite a few great features in the
mag this month. We received quite a lot
of feedback from readers out there - an
everyone is chuffed to see RideFast back on
the shelves.
The plan is to keep it there - so if you cannot
find a copy in your town, please have a look
on www.motomedia.co.za for the full list of
stockists - or let us know...
Feedback? Suggestions?
foleyg@mweb.co.za
Have a great riding month!
The team
If you cannot find the magazine - please
drop the distributors a mail:
OTDAssistance@media24.com
and let us know too.
PUBLISHER:
Glenn Foley
foleyg@mweb.co.za
ADVERTISING AND EDITORIAL:
Sean Hendley
bestbikemagazines
@yahoo.com
071 684 4546
OFFICE &
SUBSCRIPTIONS:
Anette
anette.acc@ mweb.co.za
011 979 5035
ONLINE &
DESIGN LAYOUT:
Kyle Lawrenson
kyle.lawrenson@icloud.com
011 979 5035
PHOTOGRAPHY
Stefan van der Riet
CONTRIBUTORS
Shado Alston
Donovan Fourie
Michelle Leppan
Mieke Oelofse
Kurt Beine
Pic of the month:
Videos and more
available online...
WWW.MOTOMEDIA.CO.ZA
Copyright © RideFast Magazine: All rights reserved. No part of this publication may be reproduced, distributed,
or transmitted in any form or by any means, including photocopying, articles, or other methods, without the prior
written permission of the publisher.
All the NEWS proudly brought to
you by HJC HELMETS
All the NEWS proudly brought to
you by HJC HELMETS
HONDA WING CENTURION
NEW & USED
BIKE SALES
TRADE INS WELCOME
STILL ON THE
CORNER OF LENCHEN
AVE SOUTH & HEUWEL
STR CENTURION.
ABOVE
MAHINDRA
LOAN BIKES
AVAILABLE ON REQUEST
SAME OR SIMILAR TO YOUR
BIKE IN FOR SERVICE
Tork Craft Polishers and Sanders from Vermont Sales
So, you’re building a custom bike or restoring a classic or
just fixing up some blemishes or damage. You have rubbed
the skin off your fingers trying to remove old paint; or ‘flat’
a surface for repaint or polish back that shine into dull and
faded paintwork. Well here is how you can save time and the
skin on your fingers.
Tork Craft offers a great range of affordable, yet high quality,
electric combination polishers and sanders with various
power outputs and backing pad sizes. The entry level model,
the POL05, comes with a powerful 1200W brushed electric
motor, a large 180mm backing pad and polishing bonnet.
This is followed by the smaller, but equally capable, random
orbital POL04, which has an 800W motor and 150mm
backing pad. The most powerful in the range is the POL06,
which is powered by a huge 1500W motor, coupled with a
180mm backing pad. Last, but not least, is the most popular
POL02 model with a 180mm backing pad, a wool bonnet and
a 1200W motor.
The Tork Craft Polisher/Sander range offers the industry a
comprehensive range of power output options and backing
pad sizes. All the units offer a no-load speed specification
with the RPM changing, depending on the model, plus,
units such as the POL02, 05 and 06 have a variable speed
selector and variable speed feature. All the units are
corded, electric, power tools intended to be used in finishing
processes. Accessories such as sanding pads, polishing
buffs, compound sponges and polishing compounds produce
excellent finishes, yielding a dramatic difference on all
surfaces, and are all available from Tork Craft.
They are used to achieve different results and surface
finishes on a variety of materials such as wood, fibreglass,
and painted metals, however the possibilities do not end
there.
The objective of using these units is to remove imperfections
including swirls, scratches, water spots, etchings, oxidation,
and other contamination on a surface that may lead the finish
to look dull. The features and functionality of the models
are similar. They are professionally manufactured to cater
for the demands of the automotive paint care and detailing
industries, with sanding being an additional feature. They
are ergonomically designed to reduce user fatigue over long
periods of use. They offer various positions to hold the tool
as well as bolt-on handles which make it safer and more
comfortable to hold the polisher/sander at various angles.
Tork Craft have a full comprehensive range of polishing and
sanding accessories. To view them go to www.torkcraft.com
or to view additional products and accessories go to www.
vermontsales.co.za
Tork Craft is a leading brand of tools and accessories
provided by Vermont Sales. All their products are available
from leading specialist stores countrywide. For more
information talk to your nearest retail outlet or contact
Vermont Sales on 011 314 7711. Alternatively visit their web
site www.vermontsales.co.za, or go direct to www.torkcraft.
co.za
Trade enquiries welcome
CONTACT US
012 643 1017 - 012 663 8718
SALES: JACQUES@CENTURIONHONDA.CO.ZA
SERVICE: KENNETH@CENTURIONHONDA.CO.ZA
PARTS: PARTS@CENTURIONHONDA.CO.ZA
FULLY STOCKED
PARTS DEPARTMENT
FULLY EQUIPED
PROFESSIONAL WORKSHOP
WITH EXPERIENCED AND FRIENDLY SERVICE
WITH QUALIFIED TECHNICIANS
MOBILE FLEET SERVICES CENTRE COMING SOON
Honda Wing Centurion
083 275 9261
Cnr Heuwel & Lenchen South, Centurion
Find us on Facebook. Like our page.
All the NEWS proudly brought to
you by HJC HELMETS
All the NEWS proudly brought to
you by HJC HELMETS
Honda Wing
Tygerberg moves
The very well-known and extremely active Honda
Wing have moved to nicer premises, they are still
on Durban rd, Bellville just a little bit further along
at the junction with High street, Rosen Park with a
professional full workshop, parts department and
a well-stocked sales floor.
It is still the same friendly team with Johan at the
helm and as always the same great service !
Visit them at No.3 High st, Rosen Park or give
them a call on 021-910 8300.
Motul Rebrands their Powersport Range
The famous Motul Brand has unveiled the new look and feel
of the containers for their Powersport range. The redesign is
intended to communicate the benefits of each premium product
even more clearly, so that customers and end-users can choose
the right product for their needs and have complete confidence
that it will perform as required.
It’s all part part of Motul’s ongoing commitment to
#EmpowerYourRide.
“Our customers have always known they can have complete
confidence in the formulation of every Motul product,”
commented Mercia Jansen, Motul Area Manager for Southern
and Eastern Africa. “Now that our redesigned Powersport range
packaging has arrived, they can also enjoy the peace of mind
that comes with choosing the very best Motul product to meet
their needs,” she added.
The new skin designs convey a great deal of information about
the application, performance and customer benefits of each
product by using clear, streamlined graphic elements.
Each of the four classes of product (Mineral, HC-Tech®,
Technosynthese® and 100% Synthetic) have their own
assigned colour, making product selection simpler than ever.
These colours (blue for Mineral, yellow for HC-Tech®, green for
Technosynthese® and orange for 100% Synthetic) are shown
in bars that indicate the product performance, from Standard to
Maximum.
Selecting the correct product is made even easier by the
additional information on each container. Product use benefits
are indicated by immediately recognisable icons, with up to
four displayed on each product as part of a contrast colour strip
along the bottom of the label.
The essential information is completed by the volume of the
product. Bold, stylised photographic elements speak to the
application of each product. These illustrate the breadth of the
Motul Powersport range and reinforce how it contributes to
optimum performance.
The revamped Motul Powersport product range includes,
among many other products:
• Motul Powersport ATV/SxS Power 4T which offers hightemperature
resistance and stability, engine protection and low
oil consumption to users of ATV/UTV/SSV vehicles;
•Powerjet 4T which is engineered to deliver overall efficiency
at high engine speeds and protection from corrosion for jet
watercrafts;
•Powersport 7100 4T which helps off and on road motorcyclists
enjoy maximum torque output, engine and gearbox protection
with fuel economy;
•Scooter Expert 4T which enhances urban riding thanks to
improved high torque at low engine speeds, engine protection
and stop-and-go performance; and
•Motul Powersport 710 2T Pre-Mix/Oil Injection has been
specially developed for the latest generation of two-stroke
engines and is suitable for pre-mix or oil injector systems and
catalytic converters.
Motul has also taken this opportunity to incorporate bold QRcodes
into the new designs. When scanned with a smartphone,
these allow customers to take a digital dive into Motul’s online
ecosystem, where a world of information, promotions and
engaging and relevant content awaits. Ain’t technology cool!
For a full list of Motul Powersport products go to https://www.
motul.com/za/en and track #EmpowerYourRide on social media
to find out more about the product applications and benefits.
At motorcycle dealers nationwide…
Mike Hopkins Motorcycles moves to new premises.
Mike Hopkins Motorcycles’ new premises takes every aspect
of the art of the motorcycle to an obsessive level of care. From
the shop’s visage; a modern almost-museum to motorcycles, to
their dedicated classic bike restoration workshop (showcased
on the shop’s floor), Mike Hopkins Motorcycles exists as a sort
of temple: a shrine to any and everything motorcycle.
Their new shop is an accumulation of a 15-year long dream to
create the ultimate motorcycle destination. With Mike Hopkins
Motorcycles’ new look, feel, and service they hope to enhance
the experience of buying a motorcycle. From a young person
buying their first small scooter, to the experienced mature biker
splurging on a superbike, they treat each and every customer
as a friend, and want them to feel equally at home. Their
workshop is willing and able to work on most major brands
of motorcycle, and do treat each job with the utmost care
and precision. Additionally, Mike Hopkins Motorcycles has a
dedicated accessories floor, selling everything from helmets, to
drones, to a simple pair of protective gloves.
And, as if this wasn’t reason enough to swing by … Mike
Hopkins Motorcycle’s new premises also boasts the new Route
Cafe Coffee Shop, themed to celebrate all the fantastic South
African sites and motorcycle routes – and they ask that you
please do send in your own photos of your personal favorite
rides, which Routes will proudly display on their wall.
It really is a great place to get your motorcycle fix with all of
these great new features, get down to Baruch Park, Viro
Crescent, Stikland 7530, or give them a call on Tel: 021 910
0535
All the NEWS proudly brought to
you by HJC HELMETS
All the NEWS proudly brought to
you by HJC HELMETS
Not just a “Plot Shop”
Nick’s Cycles …
From humble beginnings working out of his garage in Witfield,
Boksburg 23 odd years ago and running around in a little 360cc
2stroke vintage Mazda bakkie to one of the mainstays of the
Motorcycle Industry. Nick’s Cycles has based there business
on good ethics, quality workmanship, fair pricing and excellent
after sales service.
About 10 years ago or so, they moved to the plot just off
Great North road in Benoni and have been there ever since.
But don’t think this was some big mega bucks relocation. The
current shop used to be a run-down chicken shed with mud
floors and no electricity. Nick and his crew literally had to build
and improve as they managed to get money in, and are still
improving as the money comes in. Nick tells us there are plans
afoot to put up a fancy big roof and extend the workshop to be
able to offer their customers even better services.
Nick is old school and his shop is old school, no impersonal
‘Hollywood palace’ with white tiled floors, acres of glass and the
boss sitting in an ivory tower somewhere. Here you can chat
directly to Nick who is mostly in the workshop, but is hand on
with everything in the shop or just take a walk around and find
what you are looking for. The shop is cozy with a friendly down
to earth vibe and if you happen to be there at ‘beer o’clock’ then
you are more than welcome to park off and shoot the breeze.
The shop is well stocked on most everything you need and if
they don’t have it in stock they will get it for you within a couple
of days or refer to somebody close by that might have what
you are looking for. Their workshop is capable and willing to
work on just about anything motorcycle related, from puncture
repairs, basic services and the like to major engine rebuilds,
accident repairs and even custom jobs.
Give them a call on 011 395 2553 or drop them a mail on info@
nickscycles.co.za or even WhatsApp them if you like on 082
756 1008.
Metalize launches 2021 Summer range
Metalize has launched their all new All Weather 404 jacket.
With many features such as zipped venting on the front
and rear as well as zipped venting on the arms. They have
removable inners as well as water proof seems. With lots
of pockets.
They have also released a new range of gloves. Ranging
from Street to Adventure type. They have hard knuckle
protection as well as venting between the fingers and
knuckle venting. They are also smart phone compatable
(Finger Touch).The gloves have high cuffs which allows
the glove to go over you jacket.
visit facebook.com/hendersonracingproducts
or call them on 011 708 5905 for your nearest stockist.
Just arrived Tork Craft’s new
Tradesmen and Mechanical
Cantilever Toolbox Sets.
A new introduction to the Tork Craft range is their Cantilever
TCTB172 a 172 piece Mechanical toolbox sets and the
TCTB088 an 88 piece Tradesmen set, also available are empty
toolboxes to build your own tailor made tool set.
172 piece Mechanical toolbox set TCTB172
This set is a tough steel construction toolbox guaranteeing
long life, measuring 220 mm x 470 mm x 230 mm deep, they
are lockable, with tough double centre carrying handle and
large opening with 6 spacious storage trays. Packed with an
excellent selection of 172 Tork Craft quality Chrome Vanadium
tools, professionally selected for the industry.
88 piece Tradesmen toolbox set TCTB088
An identical toolbox that is slightly smaller measuring 468
High Performance Endurance (HPE)
Which eliminates the periodic re-lubrication that motorcycle riders
must perform every 1,000 km.
Extensive lab and street testing demonstrate that the HPE chain
has a useful life that is at least equivalent, if not greater, than a
traditional regularly re-lubricated Z-Ring chain.
The hydrogen-free Tetrahedral Amorphous Carbon (ta-C) coating,
currently considered as the most advanced among DLC (Diamond
Like Carbon) coatings, is applied on the surface of the bushings
and rollers of the HPE chain.
The ta-C coating reduces energy dissipationand increases
efficiency in the secondary transmission, combining the very high
hardness of the coated surface with a low
coefficient of friction.The elimination of chain cleaning and
lubricant spatter during operation minimizes environmental impact.
mm x 200 mm x 203 mm deep, with the same features as the
Mechanical toolbox set, but with 5 tool trays and selection of
88 tools for the Tradesmen, professionally selected for the
tradesmen.
Empty toolboxes TCTB001
This unit is identical to the Tradesmen toolbox with the same
features. Allowing you to customize and build your own
personal tool set to suit your needs, it measures 468 mm x 200
mm x 203 mm deep, introduced at a special launch price
The new toolboxes are available from all leading outlets
countrywide call Vermont Sales for your nearest outlet
Tork Craft is a leading brand of accessories and tools at
Vermont Sales and all the products are available from leading
specialist stores countrywide for more information talk to your
retail outlet or contact, Vermont Sales on 011 314 7711 or their
web site www.vermontsales.co.za
Trade enquiries welcome
All new High Performance Endurance
Chain from Regina.
Unthinkable until today and unparalleled on the market;” said
Paolo Garbagnati, CEO of Regina. HPE chain transmission
does not need coated front and rear sprockets.
Dealer enquiries Auto Cycle on 011 879 6460
“The elimination of the periodic re-lubrication and the greater
efficiency of the transmission raise the HPE chain to an extremely
advanced technological level compared to traditional sealed
chains,
All the NEWS proudly brought to
you by HJC HELMETS
OUR SERVICE CENTRE IS OPEN 6 DAYS A WEEK - MONDAY TO SATURDAY!
All the NEWS proudly GIVE US brought A CALL to FOR ALL YOUR MOTORCYCLE NEEDS!
you by HJC HELMETS
SPROCKETS / CHAINS / TYRES / FILTERS / FITMENT CENTRE
avaIlable on
takealot.com
CHAiN ANd SpROCkET kiTS FOR
SupERbikES ANd ROAdS bikES
CHAiN ANd SpROCkET kiTS
FOR ATv’S
CHAiN ANd SpROCkET kiTS
FOR mx bIkES
DID 520 CHAIN AND SPROCKETS FROM R1795.00
DID 525 CHAIN AND SPROCKETS FROM R1995.00
DID 530 CHAIN AND SPROCKETS FROM R2195.00
DID 520 ATV CHAIN AND SPROCKETS
FROM R1390.00
iNCludES FiTmENT OR SHippiNG COuNTRy widE
SERVICE KITS AVAILABLE!
DIRTBIKES - ATV’S - ADVENTURES - TOURERS - CRUISERS
W E S H I P C O U N T R Y W I D E
www.wesellparts.co.za
011 088 9240/9251
38 Plantation Road, Eastleigh, Edenvale.
Open on Saturdays.
5 minutes from Edenvale Central.
Just off Terrace road.
At WeSellParts.co.za we have a passion for motorcycling. We have worked tirelessly to source the best brands available
at competitive market pricing. Our team of experts is available to provide advice on the best products for you.
DID 520 CHAIN AND SPROCKETS
FROM R1550.00
Distinguished Gentleman’s Ride
Due to the global wobble around the pandemic it is business
unusual everywhere and this year’s DGR was no exception. Instead
of the usual mass gathering and ride of all the coolest people and
bikes, individual smaller events were hosted around the country.
We went along to Triumph South Africa who kindly loaned us a
1200 Scrambler for the day.
The “Good Food Truck” was on hand serving brilliant coffee and
other beverages to warm the cockles of your heart along with some
very food that would have kept the fussiest foodie happy. Then,
the dapperly attired ladies and gents started arriving on some real
beauts.
Everything from a 19-voertsek “Sunbeam” to a bunch of 2 smokers
like a beautifully restored Suzuki GT 750 liquid cooled triple, to a
bunch of Yamaha RD & RZ 350’s and every kind of classic BMW,
Café Racer and retro looking bike you can imagine, but the “Belle’s
of the Ball” were a couple of meticulously restored Honda Chappy’s.
Out of all the gorgeous bikes on display, these two had the biggest
crowd and the most camera’s pointed at them.
A total of about 9 kays that we could ride to our hearts content
and most people did before everybody beetled off to go watch
Darryn Binder scoop his first win.
Congratulations and a big thank you to Bruce and his team at
Triumph South Africa for a fantastic Sunday morning with some
spectacular bikes and really nice people.
The guys from Triumph SA had set out a great circular route
through the leafy streets of Sandton and managed to include some
nice fast twisty bits, a few quick straights and some interesting
slaloms.
// New & Used Bike Sales
// Powerwear & Powerparts
// Workshop // Tyre Bay
Corner Rivonia and Witkoppen Road, Sandton | Phone: 011 234 5007 | Email: info@radmoto.co.za
The First M Motorcycle
BMW launches the M1000RR…
Take My Money!!!
BMW has announced its most powerful motorcycle ever – a lightweight,
steroid pumped version of its amazing S1000RR superbike that becomes
the first bike to wear the M badge.
M stands for BMW’s performance division in the car segment. And from
now on, the letter will be assigned to the bikes as well.
The M1000RR is only the first.
From the outset, the current-generation S1000RR has been available with an
"M Sport" package, but BMW Motorrad has opened the throttle wide with the
creation of the new M-RR bike.
The M comes with MORE. More power, more torque, more powerful brakes,
more carbon parts, and, of course, some winglets. Ah yes – less weight.
The company admits the M badge won't transform the bike as comprehensively
as it tends to in the car world, because the S-RR is already such a performer, but
the M bike sharpens things considerably and offers a new homologation base for
BMW's World Superbike efforts.
212 hp, 192 kg. Raised redline of 15,100 rpm.
Yup! According to BMW, the power output of the engine is raised to 212 hp
and the kerb weight is only 192 kg. The M RR engine has extensive technical
optimizations 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 optimizations on camshafts and intake area. The
lightweight exhaust system is made of titanium.
The new 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 riding
dynamics, but without losing its qualities as a very fast source of grins for fast
cross country trips.
Gives you wings…
BMW says that the winglets’ development took part on track and in BMW’s wind
tunnel, and they produce enough aerodynamic downforce to get faster lap times
with the new M1000RR. Carbon Fibre of course… We are not sure on these –
how many of us actually need to shave off.01 seconds per lap? A what the heck
we’ll give it a go.
New chassis:
The chassis of the new M RR is based on the RR with the bridge frame made
of aluminum at its centerpiece. It has an optimized 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. Special attention was paid to optimizing rideability,
braking, and anti-squat control as well as the best possible rider feel for the front
and rear wheel.
M brakes and carbon wheels as standard…
The M brakes are derived from World Superbike Championship experience and
they tell us that they are designed for “maximum fading stability and controllability.
Externally, the M brake calipers have a blue anodized coating in combination with
the M logo. Are they traditional Brembo’s or is BMW making their own brakes?
Who knows? With the M carbon wheels, the new M RR has more high-tech
components for maximum performance on the race track and road.
Svelte Dash…
The instrument cluster of the new M 1000 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 lap trigger and M GPS data logger (Original
BMW Motorrad Accessories) via the OBD interface of the instrument cluster.
Competition Package…
For those who want even more, the M competition package
provides a selection of classy components for the racing
technology aficionado and gives great looks at the same time.
In addition to the M GPS lap trigger software and the
corresponding activation code, the M competition package
includes the M milled parts package, the M carbon package as
well as a silver 220 g lighter swinging arm, the friction-optimized,
maintenance-free, and DLC-coated M Endurance chain and the
passenger package including a tail-hump cover.
The bike looks flippen amazing. No news at all from BMW South
Africa about expected costing (read LOTS) or whether any are
coming in.
In fact, the launch caught us kinda by surprise. But the bike does
look really amazing. More news as soon as we know – and you
can watch some bike porn at:
www.youtube.com/watch?v=8nIVE7gkwzc
www.motorrad.com for your BMW dealer
ITALIAN
AFFAIR
MV AGUSTA
SUPERVELOCE
3 Year Warranty and Service Plan Included
“A fusion of vintage and contemporary ensures that the
future incorporates the memories of good times gone
by.”
Certain motorcycles really tug at your heartstrings.
The KTM Super Duke yanks our inner child string, the
Aprilia Tuono V4 rips at our speed demon string, Harley-
Davidsons pluck our bad boy string, while bike like
BMW’s GS tow our adventurous spirit string.
The MV Agusta Superveloce tugs a string we very rarely
feel, a little string that gets lost in the barrage of our
subconscious and, every now and again, catches a
small flicker, filling our souls with rainbows and glorious
sunshine.
Story: Donovan Fourie
Pics: Stefan Van Der Riet.
In many ways, the Superveloce is riddled with problems,
starting with the looks.
Many people wandering through the importers
showroom of Fire It Up have gazed at it in curious
wonder, pointing at it and asking questions like:
"Why's it got a funny headlight?"
Well – we rather like it. In fact, we like it rather a lot.
There's classic racer mixed with UFO, like something from an
Italian version of Dr Who.
Naturally, it's all tastefully done with no fairing fasteners in sight,
giving the fairing a "floating" look. The single-seat uses course
leather with red stitching.
Both LED lights look cosmic, and the colour dash is tasteful and
straightforward to use.
There is also every electronic aid you'd expect, including phone
connectivity and cruise control.
Ride Impressions:
At low speeds, the Superveloce might not be in its riding
element, but the impression it leaves on everyone else is
something else. Every head, both bikers and non-bikers, will
turn as the Superveloce glides past. Every time it is parked, it
will get admirers of every creed and culture. It might not be to
everyone’s taste, but it will catch everyone’s attention.
Leave the claustrophobia of the city, and the rider receives the
same rewards as the admirers – open the throttle and as the
revs climb, the cement mixer magically transforms into a 1970s
race car at full song, massaging the eardrum with a cloth of
triple wail. Clip the quick-shifter up or down and be rewarded
by a new auricular wonder as the revs adjust, the song hitting a
new stride.
Like the F3, the Superveloce turns on a dime with a dry weight
of just 173kg and a tight chassis that remains stable with a
steel-trellis frame and a counter-rotating crank.
The suspension and brakes are quite happy on the public road,
yet might be overcome on a race track.
That leaves the question of why anyone would taint the majestic
gem by circulating on a race track. It's not a mere track tool –
although, it would not be far from out of depth should the need
arise.
The Superveloce is not designed to break lap-records, but
rather it will break hearts, the hearts of everyone that looks
upon it knowing it does not grace their garage.
As for Chosen Ones that will part with R400,000 for the honour
of owning one, who will look upon it every morning as they
saunter into their garages, see it parked outside their workplace
and listen to that ring as it climbs to 13,000rpm – you may just
discover that money does indeed buy happiness.
www.fire-it-up.co.za
Specs
To make that "funny headlight" a
permanent fixture in your garage will set
you back R400,000 – a hurdle not entirely
insurmountable but then the prize must
be well worth it. We would argue that it is,
but many would argue that it isn’t.
They would point out that beneath the
Superveloce’s glamorous exterior is
essentially an MV Agusta F3 800 – a rival
for the likes of the Ducati Panigale V2
and the Suzuki GSXR750, except that
the V2 can be relocated to your house for
the somewhat less taxing R268,000.
They would then point out that the
Superveloce pushes 148hp, 70 stables
less than the monstrous 1000cc demons
with similar asking prices. Suspension is
by Marzocchi up front and Sachs in the
rear with no sight of the glittery, semiactive
Ohlins that usually adorn machines
of this calibre. Meanwhile, the front brake
calipers are from Brembo.
To ride, they would turn their attention
to more problems – the back shock
is somewhat on the stiff side. At low
speed the neutral sits between first and
second like the Grand Canyon while the
exhaust note resembles a cement mixer.
It stalls quite easily, and the idiot lights
are somewhat dim meaning that, in the
bleak midday sunlight, you might ruin
the glamour of the Superveloce by riding
around with your indicator left on, and
that's if you don't first run out of petrol
because you missed the fuel light.
So far, the critics are making a strong
argument, and yet they are missing one
thing – that one heartstring, that very rare
heartstring, that makes up for any other
misdemeanours.
It's the Special Heartstring. The
heartstring that makes the rider feel like
a king.
The "funny headlight" look, spoken of by
those poor souls that have seemingly
never opened a book in their entire
lives, is a somewhat unique design that
MV cottoned on to. Usually, we scoff at
manufacturer blurbs because they are
nothing more than greased up marketing
blabber - however, in this case, MV has
summed it up pretty well:
“The Superveloce is a modern
interpretation of the iconic stylistic
concept of MV Agusta. A fusion of vintage
and contemporary ensures that the future
incorporates the memories of good times
gone by.”
That’s pretty damn good.
The Superveloce takes styling cues
from the Grand Prix machines ridden by
racing greats from the 60s and 70s like
Giacomo Agostini and Phil Read. These
cues are apparent – the incorporated
bucket-style of the main fairing from that
era, the small, single-seat capsule where
the rider sits, a minimalistic tailpiece and
the classic MV Agusta racing colours.
Had these cues been the only influence,
we would see nothing more than a retro
machine, but they have been merged
with futuristic tones creating something
genuinely unique.
Engine & Drivetrain:
Displacement:
Max power at the crankshaft:
Max. torque:
Transmission:
Frame:
Front Fork Travel:
Triple cylinder, 4 stroke, 12 valve, DOHC
798 cc
148 hp (108 kW) @ 13,000 rpm
(88 Nm) @ 10,600 rpm
Torque control with four maps,
Traction Control with eight levels of intervention
Electronic quick shift: Electronically Assisted
Shift Up & Down.
Cassette style; six speed, constant mesh
ALS Steel tubular trellis
43 mm (1.69 in.) Marzocchi “Upside Down”
telescopic hydraulic fork with reboundcompression
damping and spring
preload external and separate adjustment/ 4.92
in. (125 mm)
Rear Suspension/ Wheel Travel: Progressive Sachs, single shock absorber with
rebound and compression damping and spring
preload adjustment/ 4.84 in.(123 mm)
Single sided swing arm.
Front brakes: Brembo radial-type monobloc calipers with 4
pistons
Rear brake:
ABS System:
Wheelbase:
Overall width:
Saddle height:
Dry weight:
Fuel tank capacity:
Maximum speed:
Standard components:
Special Parts:
Warranty:
Brembo with 2 piston caliper.
Bosch 9 Plus with Race Mode and RLM (Rear
wheel Lift-up Mitigation)
1380 mm
730 mm
830 mm
173 kg
6.5 litres
240km/h
TFT 5”colour display. Cruise control - Bluetooth
- GPS - App MVride for navigation mirroring,
app-controlled engine, suspension and rider
aids setup
Racing 3 exit exhaust system + Dedicated
maps, Carbon fibre rear mudguard - Tracking
and Anti-theft protection –
Fuel Cap (with leather strap), Front/Rear spoke
wheels with aluminum rims.
New three-year warranty.
The Tuono
Effect
Super Naked never felt this good!
APRILIA TUONO
We flippen love Italian bikes – and this Tuono just reinforces
this opinion.
Here’s why…
“Sean! Hey Sean! You NEED to ride this bike – you are going to
love it!”
“Foley – every time I ride something you love we end up
arguing!”
“Sean – take it for a quick spin and come back and tell me what
you think.”
A bit of rumbling and grumbling about deadlines and adverts
and busy…. Mumble mumble – and the Akarapovic zorst roars
to life as he trundles off down our driveway.
Two hours later, we start to get a bit nervous. The phone has not
rung – and no sign of the Tuono… we start scrambling a search
party when the earth starts to shake and the gate slides open…
He nonchalantly climbs off shaking his head and shrugging his
shoulders “I don’t like it.”
Stunned silence greets that comment.
I @#*&^ing LOVE IT!
We just hope quite sincerely that all of the speed cameras were
out of commission.
Here is a short, sharp second opinion from our Kurt Beine. He
nailed it!
Game on! This is a bike that is absolutely comfortable in traffic.
Perfectly planted on the long fast roads and so racey through
the twisties. It doesn’t matter where you are in the rev range, all
that power is immediately on tap. The bottom-end grunt starts as
low as 4k, feeding directly into beautiful midrange, and quickly
accelerating into Superbike madness - realms of top-end power
and speed that won’t stop until you chicken out.
Given half the chance our lot would have loved to get it around
the track – but sadly, one day is simply not enough time to even
remotely explore this bike to its full potential… A full day of riding
and smiling. A glance over your shoulder just to take a quick
peek. This is like that exotic lover that you need to have.
Gorgeous. Fun. Fast.
Thankfully Glenn is good at twisting my arm. At first I didn’t
want to ride the Aprilia Tuono he had for testing, I’m more an
adventure bike guy, but boy, I’m glad he talked me into it. The
Tuono is simply mind blowing! It has the best quick shifter I’ve
ever felt, my previous best was the BMW XR 1000. Power
from that V4 motor is incredible and brakes and handling are
phenomenal. I am pretty tall but I found the sitting position really
comfortable. I only took the Aprilia for a short spin, but enjoyed
every second, I settled into the bike in no time…
Wow, what an amazing bike. Good to take on any bruiser out
there, yet good to ride as an everyday bike….
Go and check it out for yourself: www. italianmi.co.za
This bike has this effect on you. It really is
one of those machines that grabs you by
the ass, takes control of your entire being
and makes you grin all day long…
But best of all, it is a real world motorcycle
that is comfortable to ride in just about any
situation. A real performance Superbike
that you can literally ride all day long…
1100cc’s of stonking V4 power packed into
a comfortable chassis.
The Tuono traces its heritage back to
2002, when it was developed from the
Aprilia Mille. In 2012, Aprilia completely
redesigned the motor to change the
V-twin into a V4, in the form of the RSV4,
and in 2015 the Tuono’s engine capacity
increased from 999 cm³ to 1 077 cm³.
When we collected it from the Italian
Motorcycle Importers, the guys went
through the whole bike from front to back.
It has a suite of electronic aids that will
literally make your eyes water… We’ll run
through it all quickly. Pay attention:
The Tuono sports a gorgeous full-colour
TFT display that incorporates all the
information you might need, and also
serves as a control centre for the electronic
management system. The system includes
an advanced dynamic control package with
traction control, wheelie control, launch
control, cornering ABS, pit limiter, cruise
control and more. It even includes
a Throttle position display and the same
for lean angle. Three engine maps are
available in the form of Sport, Track, and
Race, all of which can be adjusted on the
fly by tapping the starter button while the
bike is running. Each map does change the
V4 1100’s personality, as engine braking
is reduced as you move from Sport to
Race. The logic there is that more engine
braking is suited for street riding, while less
engine braking is more suitable on track.
Even then, engine braking can be altered
manually with a quick dive into the menu.
The throttle profile is also adjusted when
moving through the selection of engine
maps. As you’d expect from the Italians - all
maps are pretty aggressive, designed to
make you smile. A lot!
This bike is absolutely up to date, with
every conceivable mod-con known to man.
The V4, 1077cc is Euro4 compliant but
Aprilia haven’t sacrificed any power or
torque. With the aftermarket pipe it sounds
amazing as it produces an impressive
175bhp.
Start the bike – (it has a key) and blip that
throttle. The ground shakes as gasses are
expelled through the gorgeous aftermarket
Akarapovic full system. Even at a standstill,
you can tell that this bike means business.
Stick her into first gear, silky smooth
clutch, Accelerate gently out the gate into
the frenetic William Nicol drive, eyes wide
for errant Taxi’s and the like. Trickle along
through some serious morning traffic.
Seating position is upright, natural and
really comfortable and the first thing we
pick up, winding through the traffic is
that there is not an excessive amount of
heat transmitted to your legs. The riding
position is quite sporty, but comfortable.
All of our guys are pretty big – Sean
especially, your legs might be in an attack
posture, but we were all were completely
happy to take more than just a short spin
in the saddle of the Tuono V4 1100.
Turn onto the freeway and gently open
the throttle. Lots of things start to happen
all at once. The revs pick up, the world
starts to blur a little and without a thought
you are at speeds well above the national
speed limit – and that’s without even
trying. At speeds in excess of 150KPH,
the bike is not even trying…
She is so quick and ridiculously smooth
through the gears. The quickshifter and
auto-blipper work so well together that
you’ll find yourself running up and down
the gearbox just for the hell of it. Even in
the nuts heavy traffic Fourways side, it
shifts so smoothly and just works so well.
Our route took us out on to the Ring road
around Jozi – all the way to the Far East
Rand. Guys – a bike like this just makes
you want to ride. And it was only natural
that we took the longest possible route.
Specs
Engine size
1077cc
Engine type
Liquid cooled V4
Frame type
Aluminium Deltabox
Fuel capacity
18.5 litres
Seat height
850mm
Bike weight
186kg
Front suspension 43mm Ohlins fully adjustable
Rear suspension Ohlins fully adjustable
Front tyre size 120/70x17
Rear tyre size 190/55x17
Max power
175 bhp
Max torque
89 ft-lb
Top speed
250 Kmph
MOTOGP
MOTOGP
ROUND UP
Moto GP and to all the Dee Bee detractors...
Story: Donovan Fourie
Last year was much like the modern remake of The Lion
King – it was good, pleasant and enjoyable, yet you knew
what was going to bloody happen!
Of course ya did.
Simba Marquez was going to win, and the only real talking
point was always "who, if anyone, will be able to put up a
challenge?"
The film, MotoGP 2020, is more like a collaboration
between Quintin Tarantino, Guy Richie and Wes Craven –
you will be holding onto your seat with white knuckles and
have no cooking clue what will happen next.
It is glorious, wonderful, fantastic and
soul-warming, all in one go.
And it's still far from over.
Misano – when the earth betrays you
Misano had been re-tarred resulting in a
strange phenomenon called "too much
grid".
"What"? Say us, mere mortals.
We touched on this briefly last month,
but to summarise – MotoGP bikes need
some slip, especially in the rear because
it helps the bike turn. On the brakes, the
rear wheel sliding takes some of the load
off the front allowing the rider to brake
harder without the front tyre caving, with
a similar effect when sliding under power.
The new Michelin rear tyre was already
causing issues with its increased grip,
and now Misano added to the dilemma
with nice, fresh grippy tar.
It's the likes of Yamaha and Suzuki
who benefit most from the grip as the
in-line layout of those machines lend
themselves to carrying more corner
speed and using more edge-grip than the
V-fours that prefer to point and squirt.
The KTMs suffered most in race one,
struggling for even a top ten position,
while Morbidelli stormed off for a win.
The only V-machine that managed to
overcome its grippy dilemma was that of
Pecco Bagnaia and his silky smooth riding
style.
Misano Two saw the KTMs find a new pace,
but the increased speed from all the riders
took its toll, with the likes of Rossi, Bagnaia,
Espargaro and Binder all meeting gravelly
ends.
The problem all encountered was, again, too
much grip causing the rear tyre to bite too
hard making the front go light and wash out.
Morbidelli took race one, but Vinales won a
race of attrition in the second Misano.
Catalunya – the French connection
Where Misano offered too much grip, the
older bumpy surface of Catalunya was a
complete U-turn. It was noticeable by the
way riders were locking up the front going
into corners instead of losing it when on the
power, like at Misano.
It takes some adjusting, but riders can
usually adapt to low grip through the
weekend. What becomes trickier is the
weather, particularly the temperature. In
Europe, winter has struck, and it struck first
at Catalunya that saw cooler than
usual temperatures, particularly on race day.
The problem here is that tyres need
to run at a specific temperature to grip
properly. When they cool down too
much, they bite, and they bite hard and
suddenly.
A rider will enter a corner the same as
the previous ten laps and then, without
warning, be on the floor.
During the race, Zarco, Dovizioso,
Rossi and Oliveira found this out to
their detriment. Other riders, like Binder,
discovered that cold weather means
they have no grip from the moment the
race starts. Still, that's better than losing
temperature suddenly halfway through
the race.
The main culprit was Michelin who, quite
frankly, didn't produce the right tyres.
The Medium and Hard options could
not get up to temperature, so the riders
were forced to use the Soft, regardless
of whether the flexible canvas worked on
their machines or not.
Quartararo handled the situation best
to win with the Suzuki's of Mir and Rins
finding their now trademark late pace to
snatch the last two spots on the podium
from Morbidelli.
Binder the Younger. Read This!
Darryn Binder has had his fair share of
criticism on social media this year – 'he's
not consistent enough", "he rides too
hard", "he keeps disappointing", and
one nitwit even suggested he fit training
wheels.
If these verbalisations were made
towards riders like Rossi or Marquez,
it's improbable that they would ever see
them and wouldn't care even if they did.
Remarks made by South Africans on
South African groups will very likely be
seen by friends and family of the Binders,
possibly even the Binders themselves.
It's the epitome of treachery.
And these guys do not deserve it.
Let's look at Dee Bee's year in a little
detail:
At Qatar, he ran a perfect race in every
way and was in just the right position
going into the last lap when he was
unceremoniously side-swiped by Arbolino.
At Red Bull, he had an overheating
problem, at Misano One he had a freak
accident after hitting the kerb wrong and at
Misano Two, he was squeezed outwardly
and then accidentally clipped the wrong
gear sending him skywards.
The only race where he genuinely
overcooked it was Jerez One. Otherwise,
he's run very mature and high-paced
races.
Then Catalunya happened, and bad luck
took a back seat. As big brother Brad put
it: "He ran a perfect race". He did.
The problem Dee Bee has is that he's
missing a few kays down the straight, so
when he's not leading, he can slip-steam
past maybe one rider and let his late
braking do the rest.
When he is leading and being slipstreamed,
he is very quickly sucked back
into fifth or sixth place.
Therefore, leading into the last lap
is racing suicide, and we saw Binder
restraining his usual aggressive self
during the penultimate lap to put himself
in second as they entered the pit straight.
With slip-streaming, he was able to hold
that position to the end of the straight
before using his late braking and quick
cornering to take the lead and keep it to
the chequered-flag.
It was a race that brought a tear to even
the greatest race tacticians. Binder was
fast, intelligent and conscientious, and did
not fall victim to any cruel misfortune.
Let's hope his share of curses is done for
2020, and we can look forward to seeing
more of the true Darryn Binder.
BMW R1250RS
Words: Sean Hendley
Pics: Black Rock Creative Studios & Bartman
Being shackled to a desk really starts to mess with a persons state of mind. So, a little
while ago, when the Boss was on one of his globetrotting escapades I managed to slip my
chains and nick a demo BMW R1250RS we had standing in the office garage and headed
for the beach to clear my head. Normal practice would be to aim south down the N3 and
hang on the gas to get there as quick as possible. Not only is that as boring as all hell, but
you miss out on some of the best riding roads we have on offer in South Africa...
The Bike
Last month you would have read how
my mate Trevor and I flirted with the law
and went for a bit of a wander around
the bushveld out past Beestekraal Stasie
on the other two member of the R1250R
family. Yes, we were actually allowed
to as we had media travel passes and
testing bikes and reviewing venues is
actually part of our day to day job. So
we are no strangers to the tech on these
bikes, also having had considerable
experience with them in their Adventure
form for our sister magazine Dirt & Trail.
The Ride
After a few U-turn's and back tracking,
We (The Beemer and I), got off the
freeway and headed down the old road
to Heidelberg from Brakpan, then it was
onto Dennysville, Heilbron, Petrus Steyn/
Lindley. I hooked a left to Bethlehem and
a right to Clarens and into the Golden
Gate National Park. After exploring some
of the scenic drives in Golden Gate, it
was out the other side to Phutadijaba
Then another right past Sterkfontein
dam, down Oliviershoek Pass past
Little Switzerland, through Bergville and
Winterton. We explored some back roads
into Mooirivier, down through Nottingham
road and eventually hooked up with the
N3 south for the final burn to my digs
for the night in Hillcrest. Two nights in
good old KZN calling on some of our
advertisers and then it was on to the N3
north back to Gauteng, The return trip
was a high speed burn all the way up the
N3 home.
Now don't get me wrong, KZN is very
lekker, but north of the Vaal is where my
heart is.
If you have never ridden the back roads
through southern Gauteng and the
Eastern Free State into the 'Berg' you
have missed out big time. Firstly, once
you get south of Alberton the roads start
getting quieter and once you pass the
Vaal dam, most of them are in really good
condition.
In the eastern Free State they are long,
twisty and have a low Spietkop factor and
the scenery is disturbingly beautiful.
Tall grey and green Poplars, with leaves
gently rustling in the breeze, green and gold
farmers fields, (now I understand the ''Boks''
kit), dotted with red barns, rusty sheds, old
sandstone farm houses with wrap around
stoeps. Livestock and their calves and
lambs grazing lazily in lush green fields,
farm dogs yapping in the distance, chicken
telling them to fokfokfokfokoff,
and dams sparkling in the sunlight like
jewels on a beautiful tapestry. Then it's
is into the Maluti mountains, with tall
cathedrals of yellow, orange and white
sandstone Jutting majestically against
the sapphire blue sky, overlooking the
picturesque town of Bethlehem and the
quaint little artists village of Clarens - and
everywhere I went was just coated in a
blanket of white butterflies.
I took a little detour along the scenic
routes in the Golden Gate National Park
which are all gloriously paved so you do
not need some knobbly shod dual purpose
bike to get up to all the view points.
Next time you ride your sports bike
through this part of the world, treat
yourself and head up the scenic route, not
only is it mind bendingly gorgeous, but
it is also some pretty fun riding - narrow,
tight and twisty roads with no run off, no
barriers and nowhere to go but down if
you get it wrong...
And it gets even better once you get into
the ''Berg'' proper.
Oliviershoek pass is sprinkled with so
many cool place to stop for a quick chow
or even stay for a few days, but I was
there for the corners which really give you
a proper workout, on the gas up through
the gears, on the brakes kicking back
down through the gears as you crank it
over into bends so tight you can inspect
your own exhaust pipe, then it is back on
the gas, up through the gears, hard on the
brakes, kick back down through the box,
chuck it over the other way and... Repeat,
repeat, repeat, repeat.
Riding enthusiastically is quite a work out.
The little road side stall is overrun by
cyclists but it serves some great ice cold
bevvies. A welcome sight.
Then, it was a a quick blitz back to top
and back down again - just because,
and then we wandered off down through
Nottingham Road, looking longingly at the
brewery but racing the sinking sun ...
Next time!
I am completely familiar with all the
features offered by BMW and how they
all work and affect your ride.
I am not a fan of fairings, so the RT
version of this motorcycle is not my cup
of tea, whereas the R-HP is right up my
alley. The fairing on the RS does actually
appeal to me, the bike is naked enough
to keep you out in the elements enough
to really enjoy the wind and bugs in your
beard, but it is protective enough to keep
some of the chill, debris and wind off your
upper body.
The seating position is aggressive
enough to make the RS fun to ride hard
down mountain passes or even on the
track, but comfy enough to knock out 750
kays in a day without needing a visit to
your chiropractor or physio.
I connected my cell phone to the dash
so I could keep an eye out for any
emergency calls, I'm personally not a fan
of comms kits mounted to helmets.
The TFT dash display is the usual BMW
excellence, with an instinctively easy
to use nav wheel to scroll through all
the info you would ever need ... Except
your frikkin ''range to empty'', which I
did eventually find a day or two later 3
menu's in.
professIonaL nano CoatIng hydrophoBIC produCts
Nasiol ZR53
High Water / Oil Repellency
Excellent Durabillity
Self-Cleaning Effect
9H Pencil Hardness
UV Resistance
Crystal Gloss
Nasiol Glasshield
Ensures Safe Driving
Effective Windscreen Protection
Easy Clean Effect
Stain-Free Effect
High Water Repellent
MetalCoat F2
Super Water / Oil Repellency
7H Scratch Resistance
Chemical Resistance
Stain / Dust Free Effect
Crystal Gloss
For your Kit
Leatherboost for all leathers
GoGlide for your helmet & visor
sticky. Heading back up the hill to Joey's a day
or two later, I opted to burn it straight up the N3.
I dialled the cruise control onto the double ton
mark and only came off that for the obligatory
fuel stops, 3 in total and toll gates. I adjusted the
screen as low as it would go so that I could get
my torso above it for a bit and let the force from
the wind carry my weight instead of my wrists,
shoulders and lower back and short before long
the JHB skyline came into view.
Why is this so important to me?
Well when you're in the zone, acutely
focused on tearing down a sublime
road somewhere between Heilbron and
Petrus Steyn when the TFT suddenly
starts flashing bright yellow and tells you
that the tank is dry and you had better
find a fuel station post haste, it does
tend to tighten your sphincter quite a bit,
especially when you are unfamiliar with
the area and have no idea how far away
the nearest fuel station is. I slowly limped
along to Petrus Steyn and turned in in
search of that golden fluid ... and guess
what, after limping around said little
dorpie for 15minutes I found out that they
do not have a fuel station in town and
had to stop and make inquiries as to the
availability of said essential product, only
to be told I have to head out the other
side of town back to the main drag to find
the only fuel stop in a 50 km radius.
And what an oasis it is, huge, new,
modern, clean, great shop with brilliant
fare at sensible prices and what seems
to be the only proper restaurant in the
area. All the local towns ''Tannies'' seem
to gather there and were all intent on
staring this bearded, bike mounted,
butterfly spattered intruder out of their
little hidey hole from the world. Needless
to say, I made a point of hanging around,
chewing on my pie, sipping my ice cold
milk and eyeballing all the pretty young
things. Eventually some quite broad
shouldered ''manne'' started pulling in
with their bakkies and tow trucks giving
me the hairy eyeball, so I just had to go
buy another pie and coke...
They were on special after all.
Small towns, lost in a 70's mindset are
great fun to hang around, but alas the
sun wasn't standing still, so I had to move
along. Only to have the TFT turn bright
yellow again on the way to Bergville.
Fortunately I am reasonably familiar
with the area and wasn't to concerned
this time, but it is a bit distracting when
cranked over in a bend at speed. Range
to empty should be the most prominently
displayed bit of info on the main part of
any dash, that way you can plan your
fill ups, especially when exploring new
routes in unfamiliar territory.
That is my only gripe with the R1250RS.
It really is a brilliant bike to ride fast or
slowly.
At a few points I engaged the cruise
control, moved onto the back seat and
tried not to fall off laughing at the other
road users. Keep an eye out on social
media, I think one lightie actually filmed
me for a bit on his phone, in complete
disbelief. Yes the RS is stable enough
to do stupid things like that, it is not
advisable, particularly if you are a 2m,
115kg wobbling bowl of jelly, because
things can go really wrong and you can
get really hurt or even very dead and so
can other road users, but no good story
ever began with ''so, there I was being
sensible and conservative''.
I really do enjoy the low down torque
from a big Boxer but was never really
happy with the way they revved ... or
more accurately ...didn't rev. But all the
liquid cooled Boxers have that sorted out
without losing any of their bottom
end grunt. The 1250 is no exception,
especially with the HP on the R model,
but the RS is also extremely competent.
Snapping off the line, hanging on the gas
cable and kicking through the gears with
the quick shifter quickly has you far north
of 240 kmh and still winding up through
the top of the speedo. I will also admit
at this point that this is possibly why the
dash board flashed that yellow warning
light at me so often. It is sensible on its
fuel consumption when ridden sensibly,
but man does it get thirsty when you
lay flat and make that big flat twin sing,
barking through the gears with every kick
on the power shifter, and on a bike as
good as this, on roads as good as these
I just couldn't help myself. The chassis
and suspension don't do anything to reel
you in either, keeping the RS planted in
corners and steady in straight line high
speed runs encouraging you to try harder.
The brakes were put to the test up in the
hills of the Golden Gate National Park
and tearing up and down Oliviershoek
pass, and even though they did get a little
bit warm I never got any brake fade or
once thought that I wasn't going to make
it.
Spending a day or two running around
Maritzburg, Durban and Umhlanga in
traffic was a breeze. The RS is a bit wide,
so really tight gaps are a somewhat of
a challenge, but the bike is low slung
enough with plenty bottom end grunt to
putter around in traffic all day, and the
fairings do seem to do a pretty good job
of keeping the engine heat away from
the rider, especially in Durban's February
climate, which is always just hot and
Apart from the ''Range to empty'' gripe I cannot
really fault the BMW R1250RS on much, it
is a great touring bike, brilliant commuter, it is
fun in the bendy bits and it is a proper giggle
in a straight line laying flat on the tank with the
throttle pinned against the stops. Most BMW
dealers have them on their demo fleet, get
down to your local Motorrad and try out any of
the R1250R family and find the one that suits
you. Personally I like the R1250R-HP, followed
closely by the RS and trailing a distant 3rd is the
RT, but my mate Trevor rates them exactly the
opposite way around, (but then again he also
likes to paint his house beige), making the RS
the clear winner with two solid second spots.
www.motorrad.com
Specs
Capacity
Engine layout
Engine details
Power
Torque
Top speed
Average fuel consumption
Tank size
Max range to empty
Rider aids
Frame
Front tyre
Rear tyre
Seat height
Dry weight
1254cc
Horizontal flat twin
8v dohc, l/c
136bhp @ 7750rpm
106 lb.ft @ 6250rpm
250kmh (estimated)
20km/litre (estimated)
18 litres (inc 4l reserve)
350km (estimated)
Multi-level traction control and rider modes,
cornering ABS, hill hold, dynamic brake control,
Quickshifter/autoblipper (Sport spec and above)
Steel tube
120/70 ZR19
180/55 ZR17
820mm
243kg
SUZUKI TL1000S
Last of the
WIDOW-MAKERS
Blast from the Past, the Suzuki TL1000S –
Fire It Up is one of the largest motorcycle retailers
in the country and so a lot of stock passes through
their showroom doors, including some fascinating
specimens. Some are exotic, some are beautiful,
some are exciting, and then we get some that are
downright terrifying. And here we have one famous
for being the latter and probably the last of its
breed; the last of the Widow-Makers…
Story: Donovan Fourie
Pics: Meghan McCabe
The 70s was the decade of glory when men took to the
roads like Spartan warriors not knowing whether they
would return but, they set off nonetheless.
From 1969, the Japanese began a war of engines
starting with the Honda CB750, the first large-capacity,
four-cylinder motorcycle to be mass-produced, and
so the game was on. Naturally, the others soon
played catch-up and soon a game of one-upmanship,
producing more immense and more powerful motors
continually, and seeing speeds unheard of in the twowheeled
kingdom.
While extracting more power was as simple as squeezing
in bigger pistons, but controlling said power was a
somewhat trickier ordeal. Frames were still made out of
bits of steel piping that flexed so much that the rear wheel
very rarely followed the front, disk brakes were in their
infancy and sometimes sped the bike up more than slowed
it down, the suspension was made by dancing around a
cauldron in the nude and tyres were carved out of petrified
redwood.
Many would leave. Many never came back.It was the age
of Widow-Makers…
By the 80s, manufacturers began to figure out how a
chassis works, so the presence of the Widow-Makers
became a rarity, and by the 90s, they were gone entirely…
Except for one.
In 1997, Suzuki – the creator of the Water Buffalo twostroke
750, the Katana and, later, the Hayabusa – had
a go at building a production twin superbike. This was a
class that had become prevalent thanks to Ducati and the
916.
So they went full Suzuki.
It was called the TL1000S, and while the ducal Ducati
waltzed around in a matter that was elegant, dapper and
debonair, the TL1000S was like a coal miner swinging
massive hammers and growling at people in bars.
The motor was a 90º V-twin pushing 125hp and 105Nm
of torque. To put that into perspective, the Ducati 916
produced at the same time made just 114hp and 91Nm
of torque – it was a new step in mental.There was more
science thrown in the mix, especially the rear suspension
that utilised a system borrowed from Formula One. The
spring was side-mounted similar to a Panigale rear shock,
while damping was handled by a separate rotary-style
unit behind the motor. The reason for this complex system
was to make the bike shorter because the V-twin motor
is a good deal longer than the in-line four motor Suzuki
was used to dealing with.And so we had a high-powered
motorcycle that is tall and short.
What could possibly go wrong?
The bike causing fear on the Fire It Up showroom is an original
1997 model with only 13,700km on the clock and is going for a mere
R49,888. There are some signs of age – mostly light paint fade and
some metalware that has seen many winters but, mechanically it
feels good as new. Especially when we start it up in the Fire It Up
parking lot before heading off for a ride…
Some personal notes – I was at the pliable age of 15 when the
TL1000S was released, and a person that took it to heart at the time
was TG Grobler, the famous developer of Tornado Products. He
procured several TL’s, painted them all light blue and juiced them up
in such a way that only TG knew how.
He then raced them, using hard riders like the McCleod brothers,
Noel Haarhoff and Curt Yardley. On the track, they had something
about them that others did not – the in-line fours were fast and
explosive while the Ducatis were smooth and buttery.
The TL hammered the track with anger and malice. The sound
thumping out of its twin cylinders made the ground shake, the bike
looked bigger and more menacing than anything else, and the way
it moved and weaved fighting its rider, forced him to throw it around.
The other bikes carved out better lap-times, but the TL bullied awe.
We haven't felt that primordial anxiety in decades until that
bike started in the Fire It Up parking lot. Even while idling, it
sends lightning through the ground that resonates with your
inner monkey. Rev it and the monkey flees leaving your human
consciousness behind to fight the internal flight mechanism
using desperate logic and thumb holding. It looks massive, with
double-cans jutting out either side of the rear, a substantial
bulbous fairing and an exposed engine grasped by a trellis
frame. It feels massive as the rider tippy toes during pull-off.
Everything feels industrial with analogue clocks slightly
obscured by aluminium bars holding up the screen. The tank
is enormous, the handlebars are far apart, and it growls like a
bear getting being gradually vexed.
The 125hp was a giant leap in 1997 but it is just a little more
than a 600cc in modern-day circles. It may not punch forward
at the rate of a modern marvel, but it still has that anger, that
rage, that made it so beautifully fearful.Through the roads of
The Cradle, the short wheelbase and high stance meant it
tipped into turns on a dime making it a gem for road riders.
The problem comes when you lean it beyond normal road
angles and stray into racing territories. The TL is light and
passive at tip-in, but the bear comes out again at low lean,
fighting the rider, pushing back and causing the bars to move
and the bike to sway.
Even in a straight line, hit the wrong bump at the wrong time
during the wrong stage of acceleration and the bars will slap
wildly. It doesn’t happen often but people who have spent
enough time riding The Bear will know it’s lying in waiting.
Many would frown upon the logic of riding such a beast, but
then it is its wild side that makes the TL so appealing, that
makes its rider a true hero – the rider of the last Widow-Maker.
The Suzuki TL1000S
This one at Fire It Up.
ATTENTION
MOTOGP
MOTOGP
Darryn Binder
SEARCHING FOR THE
FOUNTAIN
MULTI MINI
BIKE TEST
OF YOUTH
“Come and join us for a day on some of the hottest
bikes in town. There is a free lunch in it for you – but
you need to share your thoughts on all of the bikes
that you get to ride.”
That was the invitation sent out to our guest riders
for this feature – and the last line read: “Oh yes!
Leave your ego at the door….”
For this story, we decided to take a slightly different
tack to what people have come to expect in RideFast
Magazine. The day wasn’t about getting knees or
elbows down, it was all about fun on most of the
motorcycle industries selection of starter road machines,
bikes developed for the masses of riders who are simply
not in the hyper-bike market. Every day bikes with
real world performance that make sense at relatively
sensible prices.
Bikes that will, hopefully hook new consumers and
introduce them to our favorite pastime and keep them in
the saddle for a long time to come.
Calls were made to all of our friends in the industry
and most came up with a bike that fits that category. 6
baby bikes in all – and an urban adventure of about 300
kilometres… all on the sniff of an oil rag.
Present for duty:
Suzuki: Gixxer 250.
Price R49 900
www.suzuki-motorcycles.co.za
Yamaha: The MT03.
Price R94 950.00
Linex Yamaha in Randburg.
www.linexyamaha.co.za
BMW: GS310.
Price R88.800
BMW West Rand
www.bmw-motorrad.co.za/clearwaterroodepoort
KTM: 390 Duke.
Price R79 999
Trax KTM in Silverlakes
www.traxktm.co.za
Kawasaki: Z400.
Price R 84995.00
www.kawasaki.co.za
Husqvarna: Vitpilen 401
Price R84 699.00
www.husqvarna-motorcycles.com
It is quite sad that we could not include
the Ducati Scrambler – it would have
been quite cool to see how that fared in
this illustrious company. The Svartpilen
that you might see in a couple of the
pics here is in fact the 701. We used
that for photo’s for the day – it is a magic
bike and we’ll run a full feature soon.
Husqvarna has a Svartpilen 401, but
sadly no demo models are available at
the moment. Honda does not import any
bikes in this category. We need to wonder
if they are not missing a trick, because
they have a few brilliant sub 500 road
bikes overseas.
Riders for the day were our usual Motley
Crew. Ryan Robertson and Shado Elston
were roped along and then we included
two lady riders in the forms of stunt and
all sorts rider Skinny van Schalkwyk and
her buddy Jolandi.
All very experienced riders who are
generally more accustomed to riding
bigger, sportier machines.
Our Route:
To be fair we kind of thumb sucked it
– and that’s the beauty of motorcycles –
you actually don’t really need a plan to
do something like this. We did, however
need to end in Melville for a lunch at a
new restaurant, Yummyness that friends
of ours have opened.
From our office near the airport, we hit
the fast sweeping roads out towards
Bapsfontein, stopping off at the famous
Broodblik en Koffiepit so that we could
use their driveway – AKA “The Drag
Strip,” to get some wheelie shots. It
was great! All the retired folks who had
stopped in for a cup of coffee or a quiet
breakfast soon wandered out to come
and watch the fun –and there were plenty
of yarns spun about – “I remember when
I was younger, we had….” Motorcycles
are great!
From the Broodblik (By the way, go
and visit sometime, one of our alltime
favourite breakfast venues @
broodblikenkoffiepit), we hit that back
road all the way around to Pretoria,
astutely ignoring the signs that, due to
a giant sinkhole, the road was closed…
Our noble leader assured us that it was
merely a small ditch that could easily
be bypassed. Well that was the plan.
If memory serves correctly, there was
much grunting and swearing as bikes
were carried over, under and around into
farmers fields so that we did not end up
crashing down to Australia.
It was a good thing that we were on small
bikes – it would not have been much fun
handling a ‘Busa or similar through that
lot.
Anyway… Like we said in the beginning.
Motorcycles are fun.
Once the bikes were all through safely,
we headed onwards Tshwane direction
– destination: Fort Klapperkop, where
the roads wind around the mountain, the
scenery is great and if you are lucky you
even get to race a cyclist or two.
Next problem (Read forward planning).
For reasons unknown, Klapperkop is now
closed to motorcyclists. So we begged
and pleaded while the girls batted their
eyelids and smiled prettily. We promised
not to make a noise or a nuisance of
ourselves, even revving the little bikes
to prove that they are not so noisy. The
gate guard, being the cool, upstanding
citizen that he is finally agreed and lifted
the boom…
It’s pretty sad that they have closed this
to bikes; it’s a great place to visit. An hour
was spent getting some pics, swapping
notes and having mini dices along the
passes.
Bikes are fun – and they don’t have to
be big at all. Stomachs were starting to
grumble, so we hit the N1 for Jozi, only
stopping off at the 1 stop to swap bikes
so that everyone got to ride every bike.
Our official mass ride ended at
Yummyness Belgian Wafflehouse in
Melville where people stopped to stare
as we free-wheeled the little bikes down
steep steps and ramps so that we could
park outside.
Guys and Gals.
For something a bit different – this is a
very cool spot! A young couple from the
Cape serve some of the greatest coffee
on the planet – and the waffles are really
fantastic. Get there sometime. You won’t
be sorry.
www.yummyness.co.za
While we ate, we discussed the bikes and
how good life is on the whole. We’ll give a
rundown on each machine with personal
opinions from each rider.
But one thing is for sure:
Big bikes are awesome, but the little ones
can be just as much fun! Each bike did
the whole ride on less than a tank of fuel.
That’s something!
All about the bikes: From the smallest, to
the biggest bike on the day…
OUR LUNCH STOP FOR THE DAY.
YUMMYNESS WAFFLE HOUSE
Suzuki’s Gixxer 250: Value for money.
The smallest capacity bike in this feature.
If dad rides or owns a Big Zuk, then this
Suzuki’s way of getting younger riders
involved. This bike is pure Suzuki with that
stunning blue paint job to match the bigger
1000’s that we rode in last months issue.
Suzuki is all about urban mobility and
to compliment the range of Suzuki
commercial vehicles, they recently started
importing this semi fared baby bike.
Serving as a commuter while remaining a
fun-to-ride motorcycle is tricky business,
but that is what most of these motorcycles
in this feature set out to do.
In terms of looks, the Suzuki Gixxer 250
SF hits the nail on the head, especially
with the iconic blue and yellow colours.
More often than not, people buying a
bike in this segment are looking for that
sporty “big bike” look and feel. And, with
the Suzuki Gixxer 250 SF, you get that.
The sharply designed LED headlight
seamlessly merges into the mini wind visor.
The fairings and tank are well sculpted and
emphasize the fresh look of the Gixxer SF
250. A couple of our lot felt that the Suzuki
is a bit confusing. Is it a fared bike – or is it
a naked? Some liked the sharp headlamp
styling. Others… not so much.
Out back, the tail section is sleek
with a cool LED tail light. Ergonomics are
sporty, but not uncomfortable. The clip-on
handlebars are set slightly higher so the
rider’s triangle is actually quite upright.
Techy stuff:
The bike is powered by a 249cc singlecylinder,
four-valve, oil cooled engine that
churns out 26bhp of maximum power at
9,000 rpm and 22.6 Nm of peak torque
at 7,500 rpm. All of those numbers are
smoothly transferred through to the rear
wheel. The SEP (Suzuki Eco Performance)
engine boasts great efficiency. Suzuki does
this by utilizing six sensors (O2 sensor,
Intake air pressure sensor,
Intake air temperature sensor, Throttle
position sensor, Engine
temperature sensor, Crankshaft sensor)
to optimize the ECM that commands the
Fuel Injector to inject the precise amount
of fuel for optimum combustion efficiency,
which in turn improves throttle response
which also gives great fuel efficiency. The
slick six-speed gearbox compliments all
the offerings of the new engine. If you’re
out on the freeway, the power, even
two up is sufficient to keep up with and
overtake most of the traffic.
Two-up we saw a top speed of 130KPH.
Solo she happily runs up to the 145 KPH
mark.
To keep things sporty, you get the clip-on
bars and beefy tyres—a 150 mm one at the
rear, and a 110 mm one on the front wheel.
In terms of handling, the Gixxer 250SF is
great. In city traffic and twisties it is pretty
nimble and easy to maneuver. If you ever
need to brake hard, the dual channel ABS
ensures there is very little drama.
On corners the bike feels safe and well
planted. The front suspension is quite
firm.
Suzuki have got the designing aspects
down to a tee and made a very appealing
motorcycle. And when you ride it, it
gives you what you look for in a 250cc
motorcycle. It is a great commuter and
gets you places, and efficiently. But when
you want to have a little fun on it, it’s up
to the challenge as well. And it is so very
easy to ride…
As a 250 it held it’s own admirably and
for the price it represents good value, but
the bigger, more expensive bikes were
just that much more fun to ride. Quite
honestly – this bike should have been
tested as a stand-alone model – or in the
company of other 250’s.
What our riders thought:
Ryan: @ R50k odd this was the best
bang for your buck bike in the line-up. A
great little faired commuter that will give
you phenomenal fuel consumption and
looks the part.
Yolandi: I love Suzuki and I love small
bikes, but this one is a little too big for
its shoes. And it feels heavy for a 250.
With a tested and retested top speed of
153km/h it’s a reliable way to eliminate
traffic fines from your household. You will
also not win any championships.
Stefan Says: I’d recommend this for
someone in high school just learning
to ride or something similar. Not very
fast but a fun bike to ride through the
neighbourhood. And the affordability of it
is a great bonus.
Sean Says: The Gixxer 250, a bike we
have ridden before on our local track in
Benoni and were pleasantly surprised at
how capable it was. It was the cheapest,
smallest and most entry level of the all
the bikes on the day and everybody
surreptitiously tried to avoid riding it
first. Any kid getting this as their first
bike will be a Gixxer fan for life and will
end up owning several 600’s, 750’s and
1000’s in his or her lifetime. This kind
of performance and handling and this
amount of hilarious fun for so little money
… Suzuki has a winner here.
Shado: This is a single cylinder typical
Japanese machine with applicable Suzuki
styling and performance, with the feel and
ride of a small single. It’s quick enough
around town to make the traffic a breeze,
and small enough to fit through most
gaps the other 5 bikes in the test would
have to be coaxed through on a
good day. I’ve ridden small capacity bikes
particularly to measure fuel consumption
and I reckon if I had the time with the
machine, I could probably get it close to
35ish km/l. IMO, the baby gixxer would
be better suited to a suburban commute,
the N1 only for the brave. It’s got great
road manners and brakes are sharp as
razors. The motor is quite torquey from
the bottom being a single cylinder and
holds its own. For the money I think It’s a
great starter machine for anyone to learn
with. The build quality is Suzuki and you
can probably take that to the bank, it’s
not just going to develop issues and die
randomly, things aren’t going to fall off
and you’re quite safe on the Marque.
You’d have read about this new machine
In our feature two months ago. Yamaha
expanded the MT lineup with an all-new,
entry-level model, the 2020 MT-03. It
joins the MT-07, 09 and 10, touted as the
“Dark Side of Japan.”
This model completes the tuning fork
company’s “Masters of Torque” lineup,
It is equipped with the same 321cc
parallel twin used in the YZF-R3
supersport model. The MT-03 takes after
its larger siblings with taller handlebars,
bar-mounted mirrors, and LED lighting,
as well as unique bodywork that includes
a wide-shouldered fuel tank with
lightweight air scoops. This is a hyper
naked in a compact package. The MT-03
shares a lot of components including the
frame, engine, ABS-equipped brakes,
and LCD dash with the R3 sport bike.
BUT, it also offers a more comfortable
seating position thanks to controls that
put your hands 19mm back and 39mm up
compared to the R3. This eases pressure
on your wrists and lets you sit up more
upright, giving you a better view of the
traffic that you’ll be slicing through. The
front suspension has also been revised
for better behavior and increased comfort
in the city to help you cope if you’re not
able to dodge every pothole.
Where the MT-03 truly differs from the
R3 is the styling, shedding the raceinspired
fairings and replacing them
with one of the most aggressive faces
we’ve ever seen on a small-displacement
motorcycle. We love it!
They have packed the bike with quality
components, and a buttery smoothshifting
gearbox, competent KYB
suspension with inverted forks, LED
lighting, and a quality paint job.
The free revving engine gives linear,
unintimidating power. It loves to be
revved and it gets better and better as
you get close to the 14000 RPM redline…
The two-piston front and single-piston
rear calipers are spot-on, stopping the
bike in a controlled manner, without any
intrusion from the ABS.
The MT-03 is quite unique with its
minimalist appointments that waste not
an ounce of unnecessary extras. Power
delivery is both smooth and predictable to
reinforce its rider-friendly nature.
Our opinion:
Yamaha has included a fantastic little
entry level bike to the SA market.
Here is what our riders thought:
Ryan says: The most confidence
inspiring bike of the lot. Easy to ride
with a great little motor, it is everything
we have come to expect from Yamaha.
You sit in the bike rather than on top of it
keeping the centre of gravity a little lower
making it easy to ride in slower traffic but
extremely confidence inspiring at speed.
Yolandi says: One of my favourites, but
that’s perhaps because I have expensive
taste in streetfighters. A smooth, engaging
ride from a slick, narrow bike –first-class
for lane splitting. Futuristic façade and
gleaming blue paintjob seals the deal.
Skinny says: Surprized, as I didn’t expect
much of this mini Japanese bike. Though,
I’ve always had a weak spot for a blue bike.
What fun to split in traffic with a solid pull
from the start of the throttle to all the way
round. You won’t regret it. JIP!
Stefan says: My favourite of the bunch I got
to ride. Quick and nimble and fun to twist
on the throttle. The gears are extremely
smooth and it›s got plenty of power for
its size. The overall build and ride quality
is great and the seating position is pretty
comfortable as well.
Sean Says: Another bike we have had the
pleasure of riding quite recently. Bigger in
physical size and engine capacity than the
Suz, but completely naked and similarly
specc’d to the Gixxer. Firstly lets chat about
the looks. Oooohhh
my greatness!!! It is very, very pretty,
you could stick that headlight on any old
banger and it would be gorgeous. The
MT03 is a beautifully sculpted work of
art with the performance to match, even
unfaired and with my bulk on it it quite
happily wandered over 160kmh with a bit of
encouragement.
This was also one of the bikes that
everybody tried to spend as much time on
as possible, just because it is so willing and
capable and it is also very comfortable.
This will be one of those classics a few
years from now, when all the current crop
of youngsters will be in their late 40’ or early
50’s and feeling a bit nostalgic will be sitting
back scouring the smalls looking to relive
their youth.
Shado Says: Of the naked machines,
I have this to say. The one particular
machine that still stands out to me,
because of that immediate feeling in the
seat of your pants feeling or bond or
connection or whatever you call it, was the
Yamaha MT03.
It was my first ride for the day and remains
the one machine that would provide a
comparison constant for me through the
day. I felt engaged from the get go and
couldn’t find fault with the Yamaha, at all.
With the MT, I saw also speeds noteworthy
of a 300 parallel twin, possibly encroaching
on the 400cc territory, but with guts and
know-how. The machine turns easy, is very
planted in its lines, slow or fast. The ABS
isn’t too intrusive and it wasn’t too much
of a mission to get it into stoppie-mode.
Getting the front up is possible and needs
a zesty dose of throttle to achieve it. Well
balanced as the little 300 is, it was easy to
keep the feet up at the stops.
More than the others, I felt.
The motor comes alive around 8000rpm
and peaks nicely as it winds up. At 120
you’re revving around 7500rpm and will
almost finish its top gear on a level road.
Great little bike!
BMW’s G 310R: Conservative.
Comfortable.
BMW understands the value of the small
capacity motorcycle market. A few years
ago, they introduced the G310R to grab
a piece of this lucrative segment. We
borrowed a demo unit from the guys at
Clearwater BMW.
There’s little to point to the fact this is a
budget Beemer. The paint finishes are
pretty, the plastics are nicely finished and
you get some great equipment for your
money like the a multifunction LCD dash,
an S1000R-lookalike front end, including
non-adjustable upside down forks, Bybre
radial four-piston calipers and Michelin
Pilot Street radial tyres….
The G 310 R has a friendly riding position
and with a seat height of 758mm it’s
easy for the short riders to get their feet
flat on the floor at a standstill. It offers
a spacious riding position, so if you’re
coming from a bigger bike, it doesn’t feel
like you’re downsizing. The softly padded
seat is quite comfy.
Looking down at the controls it’s clear
you’re on a BMW. There’s the iconic
propeller badge on the tank and a cockpit
that, dash aside, could be from an
S1000R super naked. The switchgear is
very familiar, as are the straight bars and
handlebar grips. The mirrors are small,
but give a decent view of where you’ve
just been.
Popping the motor right up the front of
the bike has allowed BMW to fit a long
die-cast aluminium swingarm for better
handling. The front end features nonadjustable
upside down forks and an
ABS-equipped radial-mount four-piston
Bybre caliper, chomping on a 300mm
disc. The single rear shock is nonadjustable.
The 34bhp, 313cc, 4v single-cylinder
power plant is fitted backwards, so the
inlet is at the front and the exhaust at
the back. BMW says the design allows
a straighter, more efficient flow of air
into the engine and lets the motor fit
closer to the front wheel for better weight
distribution.
Here is what our riders thought:
Ryan says: This is a solid little commuter
and BMW’s first attempt to break into this
market segment.
Jolandi says: It does everything it’s
meant to do – even wheelie, but it has
less character than one would hope. This
particular demo made a grating mechanical
noise but luckily when you buy BMW you’re
buying a lifestyle, which includes some
form of roadside assistance (I think). It’s
easy to forget how ugly it is once you’re
immersed in your commute, just try to avoid
reflective shop windows!
It will get you to point B but it really needs
a drop of personality and a bucket load of
pizzazz.
Stefan says: It can get up to decent
speeds but it won’t knock your socks off by
any sense of the word.
I imagine it being a great commuter though,
as it had the most comfortable seat out of
them all.
Sean says: GS310, The black sheep that
turned out to be a bit of a dark horse on the
day. Make no mistake, it is good looking,
comfortable, reliable and comes with a 5
year warranty and a dealership on every
corner and when you twist its ear and give
it a moment to gather itself it will get you up
around the 160kmh mark but it did come
across as a little bit soulless. As a day to
day commuter it is solid and unfaltering,
the low seat height will suit the shorter
rider and the 5 year warranty with country
wide back up will make it popular to the
commuter market. So yeah, it might not
blow your hair back but it will get the job
done and keep on getting the job done for
a long time to come.
C
M
Y
CM
MY
SEP MAG AD 2020.pdf 1 2020/09/21 14:41:48
The G 310 R doesn’t have the most
exciting exhaust note in the world, but the
power delivery is smooth and vibe-free.
At low speeds there’s a decent amount
of grunt and you can easily keep up with
city traffic, but when you want to turn up
the fun, the motor turns from sensible
commuter to a fairly sporty BMW.
One of the advantages of a singlecylinder
design is its low weight. Tipping
the scales at 158.5kg ready-to-go, the G
310 R is light and manoeuvrable around
town and on the open road.
CY
CMY
K
KTM 390 Duke: Built for Fun!
If one of these bikes has truly kept to
its genetic background, it has to be this
little KTM. It is one company that does
not do “boring” or – “conservative” and
just opening the throttle lets you know
that… Trax KTM loaned us their brand
new unit.
This bike has legions of fans around
the globe. A combination of exciting
performance and handling, combined
with a reasonable price tag in this
class.
It›s 160kg. It makes 43hp. The space
age styling just looks like a barrel of
fun! Trax KTM put a brand new model
into demo for us – and we were asked
very nicely to behave while it ran in.
Naah they were only kidding!
The very nature of this little bike
means that it loves to be ridden
properly.
It is packed with performance
components too – fitting of its Ready
to Race mantra. Its 43mm inverted WP
fork with adjustable preload. When it
comes to braking, the KTM brings the
heat yet again – its four-piston, radially
mounted ByBre caliper bites a single
320mm disc, ABS, and the Duke allows
you to turn it off at the rear, meaning
rear wheel slides are a thing!
High spec, this was the only bike on
this test with a full spec TFT display,
complete with Bluetooth compatibility
so you can listen to music and all sorts
as you go. People love tech and that is
a big plus on this bike.
Gear shifts are nice and crisp – the bike
is equipped with gear position indicator,
so you always know where you are. It
also has a slip-assist clutch, so even if
you do botch a downshift or two, the
consequences will be minimal.
The rider triangle on the Duke is really
quite relaxed. Despite the lack of any
real wind protection, the 390 Duke is not
overly punishing on the highway. She
happily cruises along at the Cruising
along at 130-140KPH mark.
And she doesn’t feel slow with good
throttle response and great midrange.
Like all KTM motorcycles, she has a raw
edge that many riders love.
Such good fun to ride, with real world
performance.
Here’s what our riders thought:
Ryan: This little naked is for the
individual that wants to have loads of
fun getting where they’re going but
stay connected… with BT connectivity
you can manage calls all of the
bikes display. It is everything we
have come to expect from KTM with
futuristic aggressive lines and great
performance.
Jolandi: If the 790 is a scalpel and
orange is the new black then this is
one potent little shiv – light, versatile
and fits any purse. Actually, I’m not
sure about affordability but it’ll be
absolutely worth the bail money.
Impressive build quality from India
except only for the chanting brakes,
it’s the funkiest, most animated bike
on the grid. The perfect start to a life
behind bars.
We took the long way back to the office
when we collected it just to put a few
extra km’s on it to make sure it stood a
chance against the abuse it was surely
going to be subjected to. We had to
keep reeling the test riders in on the day,
reminding them that it was still achingly
brand new, but the 390 Duke never
missed a beat all day long.
It did spend most of the day on the back
wheel or cranked over in a bend. The full
WP cartridge technology forks up front
make the Duke possibly one of the best
handling of little bike around. I really
enjoyed the seating position. The high
handle bars and the slightly forward bias
seating position really put you in almost
a super motard riding position which
encouraged the more talented amongst
us to put it on its back wheel at every
opportunity or jam on the brakes putting
it into a stoppie. The whole feeling of the
390 Duke brings alive KTM’s ‘Ready to
Race’ philosophy. This is a bike you can
have crazy amounts of fun on during your
daily commute, but then you just as easily
bomb it around a track on the weekends
or carve up a couple of mountain passes,
and I promise you, you will not stop
smiling...
Shado Says: This machine is a hose and
wants to be ridden! As with any KTM, it
sees a host of top-shelf OEM suspension
and brakes. The single cylinder power
plant is a winner and fulfils its duty in
the Duke with ease. Power to weight is
definitely a hoon-mode enhancer.
Responsive and engaging, it is,
but not as planted as the Yamaha. It has
a Super-Moto mode that you have to
select specifically to go riding like that.
The default mode it starts up with is like
a general road-riding setup. No locking
the wheels up at will and that other stuff
people on motards do.
I enjoyed the ride on the KTM around
the turns of Fort Klapperkop and could
enjoy some saddle time on the machine
to hone a different skill set. It’s light and
the geometry is perfect, also a given
constant. I didn’t enjoy the sound the
motor was making when it was at high
speed on the open road, but I suppose
that's the KTM thing.
Skinny says: Funky! It looks young,
feels nippy, handles zippy and just fun
to ride. If I’ve never had a bike before,
I would have taken this one after just
one ride. Ja!
Sean Says: we got this bike with 32
kays on the clock and promptly stuck
it on its back wheel and then spent
the rest of the day trying to get it away
from the other riders. This is the most
highly specc’d bike on this test and it
was definitely high on the popularity
scale.
Kawasaki Z400 Ninja: Mini Sportsbike
extraordinary.
This is RideFast. The traditional home of
pure bred sports machines. Dad has an
H2 – junior needs to ride one of these. It
looks the part and is packed with lots of
great performance. Kawasaki has placed
this one in their ‘Supersport’ family. That
means it’s in the same company as
the ZX-10R, ZX-6R and the awesome
supercharged Ninja H2, while the old
300 sits in the ‘Sport’ category.
Of the bikes that we had for the day…
this was undoubtedly the sportiest most
superbikey looking of the lot.
The Ninja 400 is a genuine sportsbike
with lots of performance and great
handling. It is also very comfortable and
we could happily ride it every day.
It is not over the top tech wise - the
suspension is non-adjustable (barring
rear preload) but Kawasaki has got the
set-up spot on. Even for some of our
larger riders. Beefy 41mm forks give
a firm and precise ride that verges on
plush around town even two up - and the
overall balance is excellent thanks to the
new weight saving trellis frame. The 400
is fitted with beefy 310mm front brake
discs, which Kawasaki are claiming is
the largest in its class. ABS is standard.
In the cockpit, Kawasaki supplies
comprehensive instrumentation for a
smaller bike and is actually the same
dash unit from the Ninja 650,
with an analogue tacho, gear position
indicator and shift light in the central
display,
flanked by a large, easy-to-read digital
speedo to the right with functions like
the fuel gauge, tripmeter and engine
temperature, while the warning lights are
on the left.. Seating is very comfortable
and the whole front and cockpit area
has a very spacious big-bike feel to
it. Overall, the Ninja 400 design is
aggressive, masculine and very cool…
Engine wise, the feisty little 399cc
engine is a proper little beauty. 44.3
BHP with 38 NM of torque is what
Kawasaki claims, but we love the way
she runs. Initially, for the start of this
feature we kind of doddered along a
bit stopping to take snaps, eat pies
and all that, but on the home run, we
actually got the chance to open her up
properly.
Open the throttle and she shifts quickly
through the very slick gearbox and
starts making real world power. She
loves to rev – and two up, we got to
the 170 KPH mark.
Some guys flying solo (and weighing a
bit less) got speeds higher than that.
A few of our testers commented that
it was, perhaps a little bit too refined
after riding some of the more naked
machines – but that is the way that
sports machines are going these days.
Smooth, fast, refined.
Ryan Says: The Bell of the ball. This was
the best dressed in the line-up. It has a
strong motor, positive steering and great
build quality. This little bike looks and
feels like it will be just as comfortable
on a race track as it will on your daily
commute.
Jolandi Says: Being an adventure rider,
sport bikes feel a little foreign to me but I
admit this thing is swift and stealthy, living
up to its baby Ninja name. I managed
only a very short ride down a very straight
strip but it flows like water and packs a
mean karate chop. I would choose it over
taking the bus.
Skinny says: If you are planning to grow
up to be a big bad ZX10 biker – start
here. It looks the part and almost rides it
too. Your mom (that doesn’t know much
about ‘scooters’) might think you got
yourself a litre bike. Sitting on it made
me feel like I was overcompensating for
something.
Stefan says: Quick, smooth, easy to ride
and very sporty. It goes when you want it
to without throwing you back too much,
and fun enough on the highway without
potentially getting into too much trouble.
The brakes are also on point, it rides and
feels like a mini superbike.
Sean says: Ninja 400 SE, the serious
and refined ‘superbike’ of the lot. Soft,
smooth, focused, predictable …
WTF?!?! … This is a serious 400cc
superbike and the price I have just
seen on the Kawasaki SA website
would suggest it to be a little commuter
in the same class as much lesser
machines.
Yes, you can commute on it, yes it is
comfortable with one of the softest
clutches and smoothest gearboxes I
have ever felt on any bike, but this is a
bike that loves to be ridden properly.
I can tell you this, if you want to get
into track days and the odd club race
and want to start with a new bike
but don’t have the budget for a 600
or 1000, you wont go wrong getting
yourself a Ninja 400.
Not only do they look the part but definitely
have the performance, brakes and handling
to put you high up in the ‘C’ groups and if you
have the balls you might even make the lap
times be hang around the bottom of the ‘B’
groups.
The little 399cc motors spins like a windmill on
acid and the induction howl makes you smile
and suddenly you become Johnny Rea and
want to race everything with a motor and out
brake them into any corner or bend, or at least
that is what I felt like behind the windshield of
the 400 Ninja chucking it into a long tightening
right hander before cranking over the other
way into a left hander just below St. Georges
hotel and forcing myself to keep on the gas
no matter how loudly my Guardian Angel was
squealing at me to “slow the F@#k down!!”.
Shado: Well… Being the fastest machine
out on the test and faired too, I don’t think
there was anything to compare it to from
the selection that was available. The ZX
is I think, a unique Jewel in the Kawasaki
jewellery box. The parallel twin 400cc
is a pearler and you feel it as soon as it
comes to life between your legs.
The 400 will carry you to speeds at which
could put you in precarious situations, if
not kept checked. The bike rides great
and wants you to wind it up and enjoy
the revs. The handling is sport-bike and
it handles accordingly. You could have
fun with it on a racetrack, as well as in
the twisties. I would opt for this as a PTA
JHB commute, above all of the other
bikes in the group.
One of the biggest factors. It is a real little
head turner, something very unique that
will set you apart from the crowd…
Ryan Says: if you are looking for
something different that gets loads of
attention and has a huge grin factor…
this is the bike!! With what feels like
the zippiest engine in class and a rigid
chassis this is definitely the most fun way
to get to your local coffee shop!! And it
looks pretty cool too! You can customise
it to suit your personality with easily
interchangeable panels. This great little
machine was my personal favorite!
The Husqvarna Vitpilen 401:
Husqvarna has two small capacity
road machines in their lineup, both
powered by the famous Husqvarna
401cc engine. It would be a lie if we
did not point out that of all the bikes
present, this is the most unusually
styled of the lot. With its angular
styling, futuristic digital display, retro
style headlamp, the bike is quite
quirky and futuristic. We like! This
one had the slightly more upswept
Svartpilen bars mounted which makes
it so comfortable to ride over greater
distances.
The one that we had for this test
was well used. In fact, if we are not
mistaken, this particular model is
the bike that was originally launched
two years ago. It has been ridden by
everyone and had a fair amount of
smileage (we think about 8500 odd
kilometres) on the clock – and it runs
beautifully.
The 401 Vitpilen makes 44hp at
9000rpm and 37Nm of torque. The
engine feels exciting and torquey and
will lift the front wheel if asked; it’s
perfectly suited to blitzing between the
lights in town. Once the torque tails
off there’s a lekker amount of topend
to pull the roadster up to freeway
speeds and beyond. It feels much
quicker than a bike of this capacity
should!
The gearbox is slick and easy to use with
reassuring clicks to remind newer riders
where they are in the range. The clutch is
cable-operated, smooth and light to use,
again ideal for urban cruisin. The clutch is
progressive and allows you plenty of feel
and feedback, and it’s really easy on the
hand . Out on the open road the gears
are nicely spaced and make it easy to get
the jump on pretty much everything else
away from the lights.
The stoppers on the 401 are ByBre
(ByBrembo) units front and rear with a
320mm single disc up front and a 230mm
disc at the rear. ABS is fitted as standard
and can be switched off via the dash.
The brakes are great, with loads of feel
and not being too sharp.
The ABS on the Husky cuts in smoothly
when you hit the brakes hard.
The exhaust on the Husky is pretty
much the same as that of the donor 390
Duke’s, except for the end-can which
is a pretty cool oval unit, and it sounds
great!
The Vitpilen is so much fun to ride it is
a capable little bike that, when the road
conditions improve, allows you to ride
quickly but well within the speed limit.
The WP suspension is plush enough
to smooth out the rough and tumble of
our sometimes shoddy roads yet, it’s
planted enough to let you go out and
chase those twisties.
Yolanda says: This one’s going home
with me! Clearly designed to be a
pageant winner with its sharp styling.
Confident and perky! Equally satisfying to
ride as it is to admire when parked. The
dials are strangely dull compared to all
the attention they’ve put into other details
and the shaped seat is not quite to my
posterior specifications but its playfulness
more than makes up for it.
Skinny says: Different from all the
others, with grunge styling, and
popping with spark. It runs as if
nobody ever told it that it’s a small
bike. Smiling in your helmet hurts
after a while. Giving your cheeks
a break, you’ll have to stop often
to give other people the chance to
admire it. HELL JIP!
Sean Says: Vitpilen 401. Now, after
waxing so lyrically about the Ninja
you might expect that it had been the
favourite bike on the day, but alas!
It did come in a fine 2nd . This retro,
futuristic
weird looking bit of engineering
ingenuity seemed to capture all
our hearts and we can absolutely
not understand why there are not
millions of them out on the roads. I
really have some serious misgivings
about the South African biking public.
Guys, you are missing an absolute,
absolute gem here.
I have always maintained that a bike
must move your soul, capture your
imagination, invade all your dreams
and waking thoughts and the entire
“Pilen” range does that. Running a
similar 373cc mill to the 390 Duke,
it has plenty of performance but is
more organic than the 390. It feels
alive under you, so you are not
riding it but riding with it… if that
makes sense. It snorts and grumbles,
shivers with anticipation at your next
command and then pours its heart
and soul into the ride. Ride a ‘Pilen’,
any ‘Pilen’ properly for a day or two
and I promise you you will fall in love
with it.
Shado Says: The 401-Pilen is just like
the Duke in its motor and such, but the
spokes, geometry and suspension are
more like a 419-honey scam; It’s an
exciting engagement that is somewhere
between that of a traditional naked bike
and that of a scrambler clad with ice
skates. It’s super responsive to your
input into the chassis. I found it a little on
the twitchy side at highway speed, but it
is manageable and fun, let’s not forget
that factor.
The actual purpose of the Pilen is as yet
unknown to me, other than the fun factor.
It enjoys a very similar kind of power to
weight as the duke but a bit more rowdy
in the pants. But its Serious fun. Not a
commuter, not a naked and not a sport
bike, it’s the oddly attractive patient
at your local mental health or anger
management group. You have to speak
to the machine, and the chances of it
speaking the same crazy back is about
101%. Did I tell you it’s fun already?
Specs
Displacement 313 cc
Engine type Liquid Cooled, 4 Stroke
Maximum Power 34 bhp @ 9500 rpm
Stroke 62 mm
Fuel Economy 200km
Wheel base 1374 mm
Specs
Displacement 399 cc
Engine type liquid-cooled 4-stroke
8-valve DOHC parallel-twin
Maximum Power 49 hp @ 10,000 rpm
Stroke 70mm
Fuel Economy 340km
Wheel base 1990mm
Displacement 373 cc
Engine type 4-stroke, liquid-cooled single
DOHC, 4 Valve
Maximum Power 43 hp @ 9600 rpm
Stroke 89mm
Fuel Economy 200km
Wheel base 1357mm
Displacement 321 cc
Engine type 2-cylinder, liquid-cooled,
4-stroke, DOHC, 4-valves
Maximum Power 41.4 bhp @ 10750 rpm
Stroke 44.1 mm
Fuel Economy 24.4 Km/pl
Wheel base 1380 mm
Displacement 248 cc
Engine type 4-stroke, liquid-cooled,
SOHC, parallel-twin
Maximum Power 25 PS @ 8000 rpm
Stroke 55.2
Fuel Economy 200km
Wheel base 1430
Displacement 373 cc
Engine type 4-stroke, liquid-cooled single
DOHC, 4 Valve
Maximum Power 43 hp @ 9000 rpm
Stroke 89mm
Fuel Economy 200km
Wheel base 1357mm
South Africa’s first home built
Roadworthy Electric Superbike?
Words: Sean Hendley & Justin Cox
Pics: Black Rock Creative Studios & Justin Cox
So, how much beer and pizza do you need to convert
a petrol engine bike into a useable real world daily
commuter?
Well, according to Benoni Boy, Justin Cox …”A moer of a
lot!” would seem to be the round about the correct amount.
It took Justin about 10 years, several thousand litres of
beer and countless pizzas to convert an old Yamaha FZR
250 to a fully functioning electric motorcycle … The first
home built electric bike legally registered for road use in
South Africa.
“Why so long?” you may ask. Well, there
was the small matter of finances, Justin
had to work his way up through the ranks
at his job to be able to afford to buy all
the bits and bobs he needed to do the
build, which are expensive. Then he had
absolutely no idea what he was doing,
no electrical or electronics degree or
background, no mechanical background,
no engineering degree or background…
flip he barely had any motorcycle
experience either. Then to top all of that
off, he did not and still does not have a
fancy workshop or specialised tools at his
disposal.
Basically he had an idea in his head,
a garage to work in, a jig-saw, a cup
saw, an angle grinder and a hand drill,
(not even a drill press), limited finances,
google and a mate with the same
passion. That was 10 years ago …
talking to him a few days ago though,
he sounds like a flippin’ professor and
most of what he was explaining just went
straight over our heads, so we got him to
send us a bunch of pics and explain the
process in his own words.
We just wanted to know how well it
goes and can we ride it?
That was a bit easier said than
done … the riding part that is - and
understandably so. This bike is quite
literally his baby, 10 years of much
swearing in frustration, missed social
events, big hangovers and lots of money
and time, so beside Justin and his mate,
we are the only other people who have
ridden his creation. To date Justin has
spent around R70k in total.
That includes buying the donor bike, the
electric motor, the batteries, the controller
and all the relevant electronic wizardry to
make the whole lot work.
All the drill bits, jig saw blades, cup saws
and everything else was sourced from
his local hardware. And don’t forget all
the beers to stand in for the batteries in
the mock-up of the box. He also required
several hundred pizza boxes for his
CAD program (no, not COMPUTER
AIDED DESIGN program, but rather
CARDBOARD AIDED DESIGN program).
And pizza boxes come filled with pizza.
Here is the skinny on his homebuilt
electric bike …
This is where is all started. Just before
this pic the bike was just a frame. I had no
idea what I was doing. To my amazement
I was able to make the first version of the
motor plate and get the motor installed, I
had no idea it was completely incorrectly
aligned and not where the old pinion was.
This was in about 2010. It didn›t matter
though I found my donor bike and I had
my components. Let the fun begin.
I built this battery box for the bike back
in 2010 with threaded rod and angle
iron, using an arc welder, (my welding
was awful) but this design was more for
lead acid and didn›t protect the batteries.
Important since you have to keep safety
in mind - and the batteries are such a big
investment. Can›t have them getting wet
either. Notice the CAD (cardboard aided
design) pizza boxes I made to mimic cell
size.... This was a failure in design and
was corrected later.
Eventually, after installing the electronics
which is very basic (a contactor, a motor,
a DC to DC convertor and a bit of wiring)
I gave up on this project due to the
cost of the batteries, they were MORE
expensive than everything that I had
already bought and back in 2010 I just
didn›t have the cash to buy them and I
couldn›t take a second loan. I already
had one for the current components. I
gave up… notice the dust on the parts
10 years later from being stored in my
garage.
The beginning of 2019. I got fed up with
myself and looking at this project just
gathering dust in my garage. It really tore
me up inside that I might never finish
my dream of building a elmoto (electric
motorcycle). I vowed that come hell or
high-water, I would finish. I couldn›t stop
now. So I dusted her off and cleaned
everything. I took off the fairings and
investigated what I could improve (now
that I'm a little older and somewhat
wiser).
I decided to call her EVlyn. The EV
means electric vehicle and she is female
because she was a pain in the arse some
days.
Now that I was back in the mindset of
completing EVlyn, I needed to fix the
original motor plate. The motor plate is
a thick piece of aluminium that acts as
a bracket for the motor to attach to and
then the chain attaches to the motor via
the front pinion. The motor plate also
needs to attach to the bike using as many
of the original old engine›s mounting
holes which were hopefully in a usable
location. The issue with the original motor
plate was it mounted the motor too low
and would cause the chain to drag on the
chain slider. In order to fix this I needed
to get my custom sprocket and pinion
1st and then try to fabricate the plate.
Above is my 1st pinion and sprocket. 12
tooth front and 72 tooth rear. This setup
scared the sh#t out of me, the torque
was ridiculous but the while the 6:1 ratio
was so much fun, it did limit top speed to
around 80kmh or so... I needed more.
The big DC brushed motor capable of
11KW and 23KW peak.
Next, I needed to design the battery box.
I'm no engineer, so a friend suggested
a free version of CAD. Based on the
batteries I wanted to use, I did a simple
drawing (not very good) of the space I
had to work with so that the box would
mount in the bike and also not touch the
fairings.
Based on the drawing, I made some
cardboard mock-ups of the battery box to
see if the cylindrical cells would fit.
Mock-up battery box complete, it fits in
the bike perfectly! Ironically, a long-tom
beer can is the same size as one of the
Lithium cells. All I can say is that for
about a week or so I had an extended
hangover in trying to get enough cans to
test to see whether all the cells would fit.
This part just turns on and off the motor
at very high speed which results in a
motor that can turn faster or slower
depending on how much the throttle is
twisted. It works just like a dimmer light
switch in a house. They call this PWM or
pulse width modulation.
Picture of the motor speed controller. It
can handle up to 90 volts and 450 amps
so it›s a pretty beefy controller for a
motorcycle. This was installed under the
seat so I›m sure you can understand my
concern for the family jewels.
While waiting for my batteries and battery
box to be delivered, I decided to do some
cleanup on the bike, namely removing
rust from the already hollowed out tank
and priming it so it doesn›t rust again. I
also cleaned up EVlyn›s wiring and made
sure everything was still working.
Later on, I used the bikes original
54 tooth rear sprocket and a custom
15 tooth front getting me up to
about 120kmh. This varies slightly
depending on battery voltage. Electric
motors spin faster at higher voltages.
I started by cutting out some
hardboard in the rough shape I need
and for the mounting holes on the
bike. I›m also checking the chain has
enough clearance for the swing arm.
The mock up motor plate took about 3
attempts.
Once I was happy with the hardboard
mockup, I started fabricating the
motor plate out of the 10mm thick
aluminium using the hardboard as my
template. I used a drill, a hole saw
and Q20. It took some patience and a
few beers but I got it done. This was
now ready to be fastened to the bike.
Motor plate installed, motor installed,
chain installed, everything lines up
and correct tension on chain. Happy
days.
Once I confirmed the battery box design
worked, I asked an engineering company
to make a box from aluminium and
powder coat it only after I have tested it. I
then moved onto the next part, the motor
controller that controls the speed of the
motor.
Battery cells arrive! These are 40ah
Lithium titanate cells. They are not the
most energy dense Lithium cell but they
are incredibly safe (no fires from short
circuits or over charges) and they have
a ridiculously high cycle count. 20 000
cycles or 54 years. Lithium phosphate
has a cycle life of about 2000 cycles but
is more energy dense.
I chose these cells because a battery is a
big investment and while Lithium titanate
gives less range, they should last a very,
very long time. In the last picture I›ve put
all cells in parallel to equal the voltages
on all cells, very important for a healthy
battery
The most dangerous part of the build
is complete. This was a turning point in
EVlyn›s journey. I taped all spanners to
make them safe and worked slowly and
carefully. I was so happy to have gotten
it complete, the battery being finished
meant I was 80% complete. I only
realized after that the busbars needed
heat shrink on each on to make them
safer. Oh well, I did that next, I was just
so happy to have come so far.
I added heat shrink to every busbar to
make the battery safer.
I was still waiting for my 2kw charger
to arrive so had to use temp one in the
mean-time. It took 2 full days to charge
100%! While waiting for the charger to
arrive, I added a fan to the motor for
forced air cooling and to stop debris from
getting inside. I also added a chain guard
from aluminium sheet to prevent any
mishaps
Finally EVlyn was complete and the
bike she is today... Well apart from
small things like adding a tablet display
instead of a phone. Adding an alarm and
motor temperature sensor. I guess when
something is a passion, do you ever
complete it? There are always upgrades
to be done. This was one of the best
things I've ever done and I recommend
converting a bike to electric. It takes
perseverance, time, the occasional
accidental burnt finger and a whole lot of
swearing when you›re battling but worth
every second!
I Added some of the balance wires from
the BMS while I was installing the heat
shrinked bus back into the bike. It's
because of these wires that I can read all
32 cells voltage.
Battery box arrives, not powder coated
yet and some test fitting of the cells in
case the beer cans weren›t accurate.
Everything fits so far.
Test fitting the battery box in the bike,
things starting to come together now
and the box fits. In the second picture
you can see how cramped it can get,
there is so little space in a bike for all the
components and making sure everything
is safe. The most important aspect on
any build is safety!
The busbars (thick aluminium piece
between cells) fit perfectly. At this point I
send the battery box back to be powder
coated. Once it is finished I'll start
building the battery. A very dangerous
thing to do as an amateur due to the
massive current the batteries can deliver
(up to 1000amps in split seconds). Also
anything below 48 volts is deemed safe
for human skin contact. I was working
with 84 volts.
Battery management system (known as a
BMS for obvious reasons) arrives. I now
need to make an enclosure for it with fans
to keep it cool and protected. The BMS is
a device that sits inline the main negative
cable and passes all current to the
controller. It has multiple wires coming
from it. These are known as the balance
wires, which monitors every cell in the
battery. If there›s a problem with either,
charging, discharging, temperature, it will
cut power on the main negative cable to
the controller. It also keeps all the battery
voltages the same by beading off power
on the cells that are too high in voltage
by using resistors. The BMS is a MUST
in any Lithium battery. It ensures system
safety. This BMS can also communicate
via Bluetooth all stats to your phone or
tablet.
The bms enclosure fabrication is
complete. It's just an electrical box from
ACDC with 2 fans, one sucking cool air
and one exhausting the hot air. The BMS
can get warm when you put 300amps
through it.
I Neatened everything up with cable wrap
on both sides, time to close the battery
up with the rubber insulated side covers.
Completed battery that needs to be
installed in the bike.
Battery installed in the bike, it weighs
about 40kgs. I had to use a car lift jack
borrowed from a friend to lift and bolt it
into the frame.
Time to go for a test ride, not the
excitement, I've been waiting many years
for this day. Just took it for a slow test
drive but I noticed one of the cells kept
reading low under acceleration so I had
to drop the battery pack and investigate.
It turned out to be a nut that I hadn't
properly fastened on one of the cells. I
have the test ride on YouTube which I›ll
share at the end.
The 2KW charger arrives and I install it in
the bike under the tank. EVlyn gets her
1st proper charge and instead of 2 days,
it now takes just less than an hour. She
is fully charged and ready to ride. I also
fabricated a small plate and installed a
computer plug where the old choke used
to be.
It took 3 days of paperwork and trips
back and forth between the various
law officials to complete the paperwork
required to get the bike legal but it was
worth it.At the roadworthy a pic is of me
and Leo my good friend at the police
station getting police clearance (not a fun
3 days). Leo is also an enthusiast and is
currently converting an Aprilia to electric,
he is almost finished, it›s epic, you should
see and hear this bike. It's fantastic!
The batteries are very similar in size and
weight to 440ml long tom beer cans,
which I couldn’t let go to waste, so my
R&D was accompanied by some very
serious hangovers.
Who needs fancy tools, some ingenious
application of standard day to day run of
the mill tools can work just as well.
Charging at a Jaguar car charging
station. I can't even begin to tell you the
confused looks I received.
Charging at a BMW charging station. The
security guards thought it was great.
Powder coated battery box arrives back
and the cells look awesome inside, you›ll
notice the rubber on the sides of the box
which I didn›t end up using because the
cells wouldn’t fit. When creating a battery
box, keeping every snug so nothing
moves around is vital.
All cells fit, it's so tight you can see the
top curves slightly which is good for a
snug fit. I added a thin protective layer on
the sides of the box to stop chafe)
Bms is now attached to the top of the
battery box ready for the next part,
connecting it to the cells and connecting
all the cells to each other.
EVlyn with her front fairings and no tank.
Finally registered, I went back to a lot of
the small businesses to say thank you,
this is our local hardware store, I got a lot
of the nuts bolts etc from them. Holeshot
Motorcycles was amazing too, they helped
me get new tyres, brakes, fork seals. Garith
is also a legend. He helped me getting this
awesome helmet and the bluetooth comms
device for the helmet. Awesome bunch and
I only ever shop there.
https://www.youtube.com/user/
Zer0phobia My YouTube channel (some
more technical info on there and for
anyone who wants to follow. Some videos
may contain offensive language
Stopping Power
Galfer Brake Components
Galfer brake discs, pads and brake lines are a feature
of many off road motorcycles, race teams and world
championships as OEM.
Here’s an interesting story about the firm and their
products,
Fitted as original equipment to more enduro and off road
bikes than you might know, Galfer is a braking component
manufacturer that most of us using any form of two bike
are familiar with – whether we know it or not.
Galfer has been making brake materials and components for
everything from Enduro to MTB, TrialGP, WSBK and MotoGP
for more than fifty years, since the company was founded in
1952.
The discs, pads and brake lines are all designed and
manufactured in a 6000 sq. metre factory at Granollers next
to the Circuit de Catalunya, north of Barcelona. The history of
Galfer stretches back decades to a time when bikes needed
brake shoes… ask anyone who rides a CRF230.
Galfer currently supplies original equipment for many brands:
• KTM (Road and Off-Road): 100% of
production
• Husqvarna (Road and Off-Road): 100% of
production
• Beta (Enduro and Trial): 85% of production
• Sherco (Enduro and Trial): 50% of production
• TM Racing (Enduro): 90% of production
• Rieju (Road and Off-Road): 100% of
production
• Montesa (Trial): 100% of production
• TRS (Trial): 100% of production
• Vertigo (Trial): 100% of production.
World Championship racing leading development
Off road sport is a tough environment and Galfer knows that to
keep improving its products and performance it needs to work
with the best riders and teams in the world.
A close collaboration with factory race teams helps development
and the result is championship titles in MotoGP, WSBK, MXGP,
AMA SX, EnduroGP, TrialGP, Supermotard and globally many
national level championships.
Galfer riders have won more than 45 world titles in different
disciplines including Marc Márquez, Alex Márquez, Jorge
Lorenzo, Maverick Viñales, Joan Mir, Jorge Martin, Steve
Holcombe, Jason Anderson, Kiara Fontanesi, Toni Bou, Laia
Sanz and Emma Bristow.
At EnduroGP, riders using Galfer components include the Beta
Factory Racing team and World Champion Steve Holcombe.
In Extreme and Hard Enduro Mario Roman leads the way.
Galfer Moto products overview:
Brake Pads
As we all know, brake pads are a fundamental element in any
brake system. They›re directly responsible for transmitting
the power of the caliper to the brake disc. Galfer has developed
specifics compounds for each type and model of motorcycle,
looking to offer top performances in all conditions.
Features:
• Powerful, progressive & smooth brake
• Low wear rate and minimum noise
• Maximum resistance to the fade effect
• Efficiency in wet conditions
• No wear on brake disc
• 12 different compounds to choose in semimetal
and/or sintered metal
Brake Discs
The “Wave Disc” represents the best example of research and
development by Galfer. Laser cut, stainless steel with a high
carbon content, they are a direct replacement component and
bolts on just like a stock disc.
Features:
• Lower weight of the unsprung masses
• More braking power
• Better heat dissipation
• Excellent resistance to corrosion
• Less tendency to warp
• Maintains cleaner the contact surface paddisc
• Improve and personalize the motorcycle
aesthetic
• Anodized or chromed high resistance
aluminium (7075 T6 - 6082 T6) or stainless
steel (AISI 420) carrier
• 14 different types of Disc Wave
• All “Disc Wave” models with the same original
disc size of the motorcycle are certified by TÜV.
Brake Lines
Galfer braided brake hoses claim an improved performance
of more than 30% over stock parts as they have a much lower
expansion coefficient. They are made of materials of the highest
quality: braided stainless steel coated with PVC on the outside.
Features:
• Improves direct touch: strong, consistent and
more accurate.
• Direct connection to the brake pump caliper.
• Increased speed of response.
• Do not corrode and resist the highest
temperatures.
• Complete kits brake and clutch with 1, 2 or 3
tubes for each specific motorcycle model.
@trickbitzz
LOGO PARA USO ENRECAMBIO Y COMPETICIÓN
LOGO FOR USE IN AFTERMARKET & COMPETITION
Trickbitz_cc
• (tubes for off-road motorcycles include a
protective sheath).
• Fittings and reusable supplied exploded.
• Tubes available in three colours (transparent,
black and carbon) and fittings available in
silver brass quality.
More information about Galfer brake hose product range here:
Galfer.eu
Imported and distributed locally by
Trickbitz – www.trickbitz.co.za
Chat to your dealer.
LOGO ORIGINAL
ORIGINAL LOGO
LOGO INVERSO
INVERSE LOGO
The choice of champions.
G1054 compound.
Semi metal
compound
G1370 compound.
Sinter compound
G1375 Compound.
Sinter Sport
compound
G1300 Compound.
Full GP Spec. GP.
Competition only
Trade Enquiries: (011) 672-6599
Email: mark@trickbitz.co.za
COLORES Enquire CORPORATIVOS
at your local dealer
CORPORATE Office Hours COLOURS Mon-Fri 8am-5pm
www.trickbitz.co.za
Redstar Racing Extreme Festival
National Superbikes. Zx10 Cup
In Friday’s qualifying sessions, it was Seller,
riding with an injured hand, who set the early
pace. He led the way from the first of the
Bridgestone SuperBikes piloted by Damion
Purificati (Andalaft Racing/Amalgum Welding
BMW S1000RR). Seller’s closest rival in the
championship race, David McFadden (RPM
Center/Stunt SA/Lights by Linea Yamaha R1)
ended the first session in third with Blaze Baker
(JBR/Rapid Bike Kawasaki ZX10R) in fourth.
Otto was the fastest of the 600s, just over half
a second quicker than Iozzo. Conditions were
slightly better in the second session, with all
the riders improving their times. Again, Seller
led the way, this time from Vlok with Purificati
in third and leading the Bridgestone SuperBike
brigade. Iozzo got the better of Otto to lead the
way in the 600 class. The wind had picked up
in the final session, making things difficult for
the riders. Seller elected not to go out, trusting
that the time he set in Qualifying 2 would be
good enough to keep him at the top of the
combined timesheets.
Although Vlok went quicker in the final session,
he couldn’t get the better of Seller and had
to settle for second place on Saturday’s grid.
Purificati ended in third with McFadden, Baker
and Iozzo filling the second row. Otto was
next up ahead of Luca Bertolini (Izinga Worx/
Willcom Racing Yamaha R1) and Brett Roberts
(Lights by Linea/RPM Center Yamaha R6).
Nicole van Aswegen (Gem Auto/Andalaft
Racing Ducat) headed the fourth row of the
grid with Sifiso Themba (King Price Extreme
Kawasaki ZX10R) and Ian Thomas (SA
Compressor Hire Kawasaki ZX10R) alongside
her.
Blaze Baker 3rd in both nationals.
Smit and Bezuidenhout.
Otto claims 600 title
Words by: Paul Bedford
Pics by: Neil Phillipson www.racetrackpics.co.za
• Otto wraps up the 2020 SuperSport 600 championship.
• Vlok takes his first national SuperBike win.
• Iozzo takes both SuperSport 600 heats.
• Seller extends his lead at the top of the SuperBike
championship standings.
In a season shortened by the Covid-19 pandemic, Ricardo Otto
(RAW Projects Yamaha R6) claimed the 2020 NGK Spark Plugs
South African SuperSport 600 title at Red Star Raceway on
Saturday, 26 September. Otto took two second places behind Dino
Iozzo (King Price Extreme Yamaha R6) to take the crown with one
round left to run. In the SuperBike category, Clint Seller (King Price
Xtreme Yamaha R1) shared the victories with Garrick Vlok (DCCS
Coring, Cutting and Sealing Yamaha R1) to extend his lead at the
top of the championship standings.
Jacques Ackerman.
Ian Harwood and Nigel Brandt through turn 3.
In the opening race, Vlok and Seller opened a
gap from the start, with the defending champion
leading the way. The pair were never separated
by more than a couple of bike lengths, but the
defending champion was just able to hold off
Vlok’s bright yellow Yamaha. Behind them,
Baker, who got a great start, occupied third
ahead of the early dice between McFadden,
Iozzo and Purificati. A couple of laps into the
race, Purificati had moved up to fourth but
then lost the front of his BMW and crashed into
retirement. Just as it looked like McFadden was
starting to close the gap to the leaders, an old
nerve injury returned to spoil his chances of
a good result. The Capetonian was unable to
exert much power with his right hand, making
it difficult to brake. Because of this, Iozzo was
able to get away and when McFadden ran
off the track, Otto was able to get through.
McFadden was able to get back past Otto but
couldn’t do anything about the gap to Iozzo.
Bertolini, Roberts and van Aswegen were
having a battle a little bit further back before
Roberts and van Aswegen clashed, sending
both of them into retirement. Behind the leading
duo, Baker had a lonely race to third with
Iozzo the leading 600 in fourth. McFadden
managed to hang on to take fifth ahead of Otto
with Bertolini, the second of the Bridgestone
SuperBike competitors, in seventh. Thomas
just managed to get the better of Themba in
their race-long duel to take eighth.
Sanjiv Singh - ZX 10 cup.
Ricardo Otto.
Garrick Vlok.
Nigel Brandt
In Race 2, Vlok grabbed the lead from the
start with Seller, Baker and McFadden tucking
in behind him. As they did in the first race,
Vlok and Seller soon opened a gap over the
rest of the pack. Seller got through into the
lead after a couple of laps in Vlok’s wheel
tracks, but could not pull away with Vlok
looking for a way through almost every lap.
While they were running away at the front,
Baker again settled into a lonely third place
ahead of McFadden, Purificati and Iozzo.
McFadden’s nerve problems returned and he
pulled into the pits after running off the track
again, leaving Purificati and Iozzo battling
for fourth on the road. Behind them, Otto led
Berlotini until the halfway mark, when the
bigger bike was able to find a way through and
pull away. Roberts, whose crew worked hard
between races to get his bike back together
after his crash, was just ahead of Themba
and Thomas, who had resumed their first
race battle. This, unfortunately, came to an
end when the clutch on Themba’s Kawasaki
cried enough. Just after the start of the final
lap, Seller had opened up a gap that looked
like he might be able to hold until the flag but
then disaster struck for the King Price Extreme
man when his bike stopped on the exit of Turn
6. Vlok just avoided running into the back
of the slowing bike to take the lead and his
first national SuperBike win half a lap later.
Baker crossed the line in second ahead of
Iozzo, who got past Purificati on the final lap.
Bertolini took fifth ahead of Otto and Roberts
with Thomas in eighth. Despite not finishing,
Seller had done enough to be classified in
ninth.
Vlok took the overall SuperBike class win
from Baker and Seller. Iozzo ran away with
the SuperSport 600 class ahead of Otto
and Roberts while Bertolini took another
Bridgestone SuperBike win from Thomas and
Themba…
The final round of the NGK SA SuperBike
series supported by Bridgestone will take
place at Port Elizabeth’s Aldo Scribante
Racetrack on 30 & 31 October 2020.
18 bikes in the ZX10 cup. Great turnout all considered. Dino Lozzo.
Henk Schuiling leads Ackerman. Michael Smit took race 1.
Jonty Collard and Teddy Brooke.
National racing is back.
Keith Agliotti.
Ruan Oberholser.
Clint Sellar.
Dave Mc Fadden.
eaders ride
bikers united
against farm murders
and racism in south africa
August 2020 29
By Zybrand Grundlingh
It was a Monday morning and with many surprises, I did not
expect that I would join such a massive ride. I am an everyday
commuter with my motorcycle from home to work and vice versa.
I finished settling at work, ready to start the day when I received a
WhatsApp message from my boss. It was the invite link to join the
telegram group for Bikers United Against Farm Murders and Racism
in South Africa. So, I decided to download Telegram and join
.the group as I wanted to make a difference as a concerned citizen
Throughout the week the planning went ahead on the group and
the route was shared so that we could familiarise ourselves with
it. I am not a rider that is part of a motorcycle club so I decided to
ask if I could join a group for the day of the ride. The motorcycle
club allowed me to join them without hesitation. This is where the
excitement started kicking. I took my helmet and at the back of it,
I attached three crosses. On my motorcycle, I had three crosses
in the front and also one on each side of my bike. Already for the
.ride, I went to bed
The next morning when I woke up I had this feeling in my stomach
that today was going to be a big day, needless to say, I was
in for a surprise. At the meeting point, the group I was riding with
was already big. We got ready and off we went to get onto the
highway. We stopped on the side of the off-ramp as one group
of motorcyclists passed on the highway and immediately I had
tears in my eyes. We had a circle route from the N14 to the Union
Buildings and joining the N14 again via the N1. Getting onto the
highway when the first group passed us, looking ahead seeing so
many motorcycles gave me this feeling in my body that I cannot
find words to explain. All I can say is it was a mixture of feelings,
.although it was for a greater cause
Riding along the route everywhere people came out of the buildings
to see what was going on, cars stopped next to the road,
on the bridges to view what was busy happening. Banners were
hanged from the bridges, pictures taken, and videos. Just before
twelve midday all the bikers stopped, helmets were raised in the
air and all of us joined in prayer for farm murders and racism in
.SA
Then I had tears in my eyes again and goosebumps. After the
prayer, bikers started revving their motorcycles and it has been
done throughout the ride. I was amazed, on the group, the number
was continuously updated and the final estimation was that we
.were around 40 000 bikers
I am glad that I could be apart of it. It is a feeling that I will never
be able to describe with words. South Africa has so much potential
– and to be a part of this initiative was almost indescribable.
.Lets hope that we made a difference
TYRE TECH TALK
by Bruce de Kock, owner of Bike Tyre Warehouse Group
ALL THE PREMIUM BRANDS
THAT COUNT UNDER ONE ROOF
Motorcycle Tyre Basics
Diagram – Liner to seal the air inside & the bead to make sure the tyre stays firmly secured to the rim.
TYRE FUNCTIONS
Hello Peeps, September smashed in a second at least for me
it has been the fastest month of the year, the riding community
is back in full force with sales of new bikes; accessories and in
our case rubber on the increase with record sales since march
being reported across most segments of our industry which is
great for the traders and the public as the competition between
the traders ensures the most competitive prices in stores
country wide.
As promised in the September issue I would focus on tyre
basics moving onto the more advanced aspects of tyre
technology so let’s start at the very beginning with the definition
of a motorcycle tyre;
A pneumatic motorcycle tyre is a flexible component of the
wheel assembly made of rubber and reinforcing materials.
TYRE FUNCTIONS
Inflated with compressed air or nitrogen it enables the wheel to
carry the load and to transmit longitudinal and transversal forces
to the rim and thus to the motorcycle.
Tyre functions – the tyre performs 6 main functions that need
to be assured in all circumstances of weather, temperature and
road conditions long term as well as being as puncture resistant
a possible.
So if we want to put them into a numbered order then
Supporting the Load of the motorcycle, the rider, the pillion
and luggage would be number 1; vehicle suspension like a
spring, with shock absorbing qualities and the ability to damp
unnecessary motions, moving onto 3 would be road holding
and braking, the tyre transmits braking forces to the road
surface through the footprint’s ability to match to road surface
irregularities and to provide a high level of friction.
1 Support the load
of the motorcycle, the rider, the
passenger and luggage.
Liner:
To seal the air inside
Bead
Makes sure the tyre is firmly secured to the rim
7
The tyre performs 6 main functions that need to be assured in all
circumstances of wheather, temperature and road conditions, over a
long term and puncture-resitant
Vehicle Suspension like a spring, with a shock absorbing quality with the ability to reduce unnecessary motion.
TYRE FUNCTIONS
1
Support the load
of the motorcycle, the rider, the
passenger and luggage.
4
Lean and steer
Change and maintain trajectory through the footprint to
provide stability and steering response.
2
Vehicle suspension
Like a spring, with a shock absorbing quality and the
ability to reduce unnecessary motion.
2
Vehicle suspension
Like a spring, with a shock absorbing quality and the
ability to damp unnecessary motions.
5
Traction
It ensures the transmission of the engine
torque to the ground.
3
Road holding and braking
It transmits braking forces to the road surface
through the footprint’s ability to match to road
surface irregularities and to provide a high level of
friction.
6
Handling
It enables lean and trajectory transitions
Like a spring, with a shock absorbing quality and the
ability to reduce unnecessary motion
5
Moving onto 4 would be lean & steer i.e. change and maintain
trajectory through the footprint to provide stability and steering
response, 5 is one most understand traction it ensures the
transmission of engine torque to the ground, lastly handling
which enables lean and trajectory transitions.
1.Support the Load of the motorcycle, the rider, the
pillion and luggage is achieved by containing compressed air
in a sealed volume, higher air pressure supports higher loads
(within the prescribed inflation limits) bearing in mind the higher
the air volume the higher the bearable load.
11
Tel: 011 205 0216 • Cell: 073 777 9269 / 083 467 1349
Unit 9 Sable Park, 997 Richards Drive, Midrand
Facebook @BikeTyreWarehouse • Twitter @biketyrewhse
www.biketyrewarehouse.com
TYRE TECH TALK
by Bruce de Kock, owner of Bike Tyre Warehouse Group
ALL THE PREMIUM BRANDS
THAT COUNT UNDER ONE ROOF
Road Holding & Braking the tyre transmits braking forces to the road surface through the footprint’s ability to match to road surface
irregularities and to provide a high level of friction.
Diagram – Motorbike with rider on showing braking force
3
Road holding and braking
Transmit braking forces to the road surface through
the footprint’s ability to conform to road surface
irregularities and provide a high level of friction.
TYRE FUNCTIONS
Traction ensure the transmission of engine power to the ground.
5
Traction
Ensure the transmission of the engine
power to the ground.
TYRE FUNCTIONS
Transmit Braking Forces to the Road Surface
Ensure the transmission
of the engine power to the ground
Through the footprint’s ability to conforms to road surface
irregularities and provided high friction
Lean & Steer change and maintain trajectory through the footprint to provide stability and steering response.
12
TYRE FUNCTIONS
Handling enables quick changes of lean angles and trajectory.
6
Handling
Enables quick changes of lean angles and trajectory.
14
TYRE FUNCTIONS
4
Lean and steer
Change and maintain trajectory through the footprint to
provide stability and steering response.
Change and Maintain trajectory
Through the footprint to provide stability
and steering response
«the corchscrew»; Laguna Seca,
USA.
13
So that’s a brief wrap on the 6 main functions of a motorcycle
tyre, obviously each one of these points is a story on its own
which we can look at in the future as promised for now its just
the basics.
I am off the computer and back to work as we are busy setting
up the work shop in our Cape Town store which opens on the
1st October, but I am sure Sean & the chaps here at Ride Fast
/ Dirt & Trail mag will be giving a heads up on all that in the
15 November issues.
Take care out there, roll on the sunshine and open roads.
Bruce de Kock – Bike Tyre Warehouse Group Holdings
Tel: 011 205 0216 • Cell: 073 777 9269 / 083 467 1349
Unit 9 Sable Park, 997 Richards Drive, Midrand
Facebook @BikeTyreWarehouse • Twitter @biketyrewhse
www.biketyrewarehouse.com
BUYER’S GUIDE
SELLING
YOURBIKE?
FIRE IT UP IS THE MOST TRUSTED PURCHASER IN SA!
WE PAY INSTANTLY, WE COLLECT, WE COME TO YOU!
www.fireitup.co.za
MODEL PRICE MODEL PRICE MODEL
PRICE
MODEL PRICE
MODEL
PRICE MODEL
PRICE
RSV4 RR 1000 R325,000 Monster 797
R151,900
RSV4 RR 1100 Factory R479,311 Monster 821
R189,900
Tuono V4 1100
Tuono V4 1100 Factory
RSV4 1100 FACTORY
G 310 R
G 310 GS
C 400 X Scooter
C 400 GT Scooter
F 750 GS
F 850 GS
F 850 GS Adventure
R 1250 GS
R 1250 GS Adventure
R 1250 R
R 1250 RS
R 1250 RT
R NineT Pure
R NineT
R NineT Scrambler
R NineT Urban GS
R NineT Racer
K 1600 GT
K 1600 GTL
K 1600 B
S 1000 R
S 1000 RR Red
S 1000 RR M Sport
HP4 Race
APRILIA
DUCATI
BMW
R289,000 Monster 821 Stealth R202,900
R315,000 Monster 1200
R224,900
Monster 1200 S
R262,900
Monster 1200 R
Monster 1200 Black
R257,900
R248,600
Hypermotard 950
R203,900
Hypermotard 950 SP R241,900
Supersport
Supersport S
R204,900
R226,900
Multistrada 950
R217,900
R69,300 Multistrada 950 S
R243,900
R80,400 Multistrada 1260
R243,900
R125,000 Multistrada 1260 S
R298,900
R136,000 Multistrada 1260 Enduro R297,900
R190,500 Multistrada Pikes Peak R362,900
R202,500 Multistrada Grand Tour R328,900
R223,300 Diavel 1260
R313,900
R269,300
R288,900
Diavel 1260 S
X Diavel
R352,900
R331,900
R212,000 X Diavel S
R381,900
R227,000 959 Panigale
R229,900
R252,400
R175,300
959 Panigale Corse
Panigale V2
R264,900
R267,900
R196,700 Panigale V4 base
R351,900
R204,000 Panigale V4 S
R418,900
R180,350 Panigale V4 Speciale R669,900
R180,200 Panigale V4 R (2019) R712,900
R288,700 Panigale V4 25° 916 R755,900
R311,900 Panigale Superleggera R1,774m
R348,100 1299 Panigale R FE
R669,900
R213,600 Streetfighter V4
R307,900
R311,400 Streetfighter V4 S
R359,900
R352,400
R1,3m
STREETFIGHTER V4
Sixty 2 Scrambler
Icon Scrambler
R128,900
R155,900
Full Throttle Scrambler R184,900
Classic Scrambler
R164,900
Desert Sled Scrambler R200,900
Cafe Racer
R2000,900
1100 Scrambler
R199,900
1100 Scrambler Special R216,900
1100 Scrambler Sport R251,900
HARLEY-DAVIDSON
Street 750
Street Rod
R109,000
R120,000
Iron 1200
R153,000
Superlow
R147,500
Iron 833
1200 Custom
R151,500
R163,900
Superlow 1200T
R169,000
FortyEight Special
R163,000
FortyEight
Roadster
R163,000
R171,500
StreetBob
R191,000
LowRider
R218,500
Deluxe
Sport Glide
R276,900
R234,500
Fat Bob
R229,500
Fat Bob 114
R263,000
Soft Tail Slim
R249,900
Fat Boy
R280,500
Fat Boy 114
R316,500
Brak Out 114
R316,000
Break Out
Heritage Classic 114
R281,000
R319,500
Heritage Classic
R286,900
Ultra Limited Low
R385,000
Road King
R323,500
Road King Classic
R281,000
Road King Classic
R323,500
Road King Special
R344,500
Street Glide
R354,000
Street Glide Special
Road Glide Special
Road Glide
Road Glide Ultra
Ultra Limited
CVO Street Glide
CVO Limited
Free Wheeler
TRI Glide Ultra
FXDR114
HONDA
ACE 125
Elite 125 Scooter
NC750X
NC750X DCT
Africa Twin 1100 Manual
Africa Twin 1100 DCT
Africa Twin 1100 AS Man
Africa Twin 1100 AS ES
XR190
XR150L
XR125L
CRF250L
CRF250 Rally
CBR 1000 RR 2019
CBR 1000 RR-R 2020
CBR 1000 RR-R SP 2020
GL1800 Goldwing M
GL 1800 Goldwinh DCT
HUSQVARNA
R371,000
R375,000
R355,000
R379,000
R385,000
R510,000
R544,000
R407,000
R514,000
R299,900
R24,300
R23,399
R114,480
R123,120
R210,000
R222,499
R236,000
R269,000
R49,620
R32,960
R30,000
R74,999
R85,000
R209,999
TBA
TBA
R367,000
R432,200
FS 450
R122,699
701 Enduro
R141,699
701 Supermotard
R141,699
Vitpilen 401
R89,699
Svartpilen 401
R89,699
Vitpilen 701
R129,699
Svartpilen 701
R149,699
FTR 1200
R209,900 125 DUKE
R58,999
FTR 1200 Race Replica R269,900 RC 125
R59,999
Scout Sixty
R169,900 390 DUKE
R76,999
Scout 1133 R199,900 RC 390
R74,999
Scout Bobber
Chief Dark Horse
Chief Classic
Chief Vintage
Springfield
Springfield Darkhorse
Chieftan Dark Horse
Chieftan
Roadmaster
Z300
Z400 ABS
Ninja 400 ABS
Z650
Z900 ABS
Z900 RS
Z900 Cafe Racer
Z1000R
Z1000SX
Ninja 650
Versys X300
Versys 650
Versys 1000
ZX10R WSB 2018
ZX10R WSB 2019
Z H2
H2 SX SE
ZZR1400 Ohlins
INDIAN
KTM
KAWASAKI
R199,900
R299,900
R419,900
R379,900
R389,900
R369,900
R399,900
R399,900
R449,900
R61,995
R72,995
R99,995
R122,995
R155,995
R175,995
R168,995
R179,995
R179,995
R124,995
R85,995
R115,995
R159,995
R229,995
R259,995
R329,888
R310,995
R259,995
Z H2 Hypernaked
390 Adventure
790 DUKE
790 Adventure
790 Adventure R
690 Enduro R
890 DUKE R
1090 Adventure R
1290 Super Adventure S
1290 Super Adventure R
1290 Super Duke R
1290 Super Duke GT
1290 SUPER DUKE R
Agility RS 125
Like 125l ABS
G-Dink 300l
Xciting 400l
AK550
KYMCO
MOTOGUZZI
R85,999
R155,999
R181,999
R194,999
R159,999
R189,999
R198,999
R234,999
R249,999
R265,999
R248,999
R22,950
R44,950
R59,950
R119,950
R159,950
V85 TT Evocative E5 R234,850
V85 TT Travel Pack
R249,850
Audace Carbon E4
R430,895
MGX 21 Flying Fortress E4 R575,296
V7 III Carbon E4
R210,750
V7 III Racer ABS E4
R224,750
V7 III Stone S
R228,420
V7 III Milano E4
R220,460
All pricing correct as at time of publishing, but may vary due to exchange rates etc.
All pricing correct as at time of publishing, but may vary due to exchange rates etc.
FASTRACK
YOUR MOTORCYCLE
BUYING EXPERIENCE!
MODEL PRICE MODEL PRICE MODEL
PRICE
Dragster Pirelli LE
Dragster 800RR
Dragster 800 RC Limited
Super Veloce 800RR
MV AGUSTA
Brutale 1000RR 208HP
RUSH 1000RR 212hp
Turismo Veloce 800 160HP
R329,900
R299,900
R359,900
R379,900
R479,900
R549,900
R299,900
GTS 300l EV
Max Sym 600l ABS
Crox 125
Fiddle ll 150
Jet14 200
Orbit ii 125
Symphony 150
X-Pro 125
R63,995
R121,995
R19,995
R20,495
R26,995
R16,995
R19,995
R21,995
FJR1300
XMax 300 Scooter
YZF R3
YZF R6
YZF R1 2020
YZF R1M 2020
Niken 3-wheeler
NIKEN 3-WHEELER
R229,950
R94,950
R84,950
R219,950
R349,950
R424,950
R275,000
UR110
SUZUKI
R19,100
Street Triple RS
TRIUMPH
R170,000
UB125
R21,300
Speed Triple RS
R219,000
GSX150
R31,250
Street Twin
R144,000
GSX150F
R33,850
Bonneville T100
R145,000
GIXXER 250SF
R49,900
Bonneville T120
R169,000
DL650XA
R131,500
Bonneville Bobber
R169,000
DL1050XA
R221,950
Bonneville Bobber Black
R184,000
SV650A
GSXR750
GSXR1000 A
GSXS1000 R A
GSXS1000 A
GSXS1000 ZA
Katana
VZR1800
VZR1800BZL9
R101,900
R161,950
R237,500
R273,900
R163,500
R175,500
R188,900
R199,900
R204,900
Bonneville Speed Master
Street Scrambler
Thruxton 1200 R
Tiger 800 XCX
Tiger 800 XCA
Tiger 1200 XCX
Tiger 1200 XCA
Tiger 900
Tiger 900 Rally Pro
Rocket R
R179,000
R169,000
R192,000
R186,000
R205,000
R226,000
R260,000
R192,000
R215,000
R299,000
ZT250 R
ZT310R
ZT310X
ZT310T
ZONTES
R44,900
R63,900
R68,900
R74,900
DEALERS CONTACTS WHO
ADVERTISE WITH US
GIXXER SF 250
XS125 K Delivery
NH125
XS200 Blaze
XS200 Trail Blaze
Citycom 300l
SYM
R18,995
R29,995
R18,495
R10,995
R59,995
Rocket GT
XTZ125
YBR125G
TW200
XT250
XT1200Z
XT1200ZE
MT07 ABS
MT09 ABS
MT07 Tracer
MT09 Tracer
MT09 Tracer GT
YAMAHA
R315,000
R43,950
R31,950
R74,950
R77,950
R224,950
R249,950
R134,950
R169,950
R144,950
R179,950
R199,950
Aprilia SA (IMI) Tel: 010 443 4596
BMW West Rand Tel: 011 761 3500
SMG Motorrad Umhlanga Tel: 031 502 9800
SMG Motorrad Noth Coast Tel: 035 426 0020
Daly Motorrad Klerksdorp Tel: 018 011 1888
Ducati SA
Tel:0127650600
Honda East Tel: 011 826 4444
Holeshot Husqvarna Tel: 011823 5830
Indian Motorcycles SA Tel: 010 020 6195
TRD Kawasaki Tel: 011 051 9104
Fire it Up Kawasaki Tel: 011 467 0737
RAD KTM Tel: 011 234 5007
TRAX KTM Tel: 012 111 0190
KTM Centurion Tel: 012 643 1110
Moto Guzzi SA (IMI) Tel: 010443 4596
Fire it Up MV Agusta Tel: 011 467 0737
KCR Suzuki Tel: 011 975 5545
SYM TRD Motorcycles Tel: 011 051 9104
Zontes SA
Tel:0125656730
All pricing correct as at time of publishing, but may vary due to exchange rates etc.
ROAD
TRACK
DIRT
GET A GRIP ON 2020!
///RACE
///TRACK
KR451
D213 PRO
///TRACK
///ROAD
GPR 300
ROADSMART 3 ROADSPORT 2
Q3+ Q4
S594/A
///OFFROAD
///TRAIL
AT81 & AT81EX
MX33 MX53 EN91 TRAILMAX MISSION
50/50
DUNLOPTYRESSA
Get a Grip on 2020! Email Nicole Swanepoel at
nicole.swanepoel@srigroup.co.za or contact our call centre on 011 418 3088.
Change language