RIDEFAST Magazine October 2020

foleyg

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.


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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.

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Trade enquiries welcome

CONTACT US

012 643 1017 - 012 663 8718

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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


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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,


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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

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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

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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

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The choice of champions.

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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?

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RSV4 RR 1100 Factory R479,311 Monster 821

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Tuono V4 1100

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G 310 R

G 310 GS

C 400 X Scooter

C 400 GT Scooter

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F 850 GS Adventure

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R NineT Pure

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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.

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