MRW issue 5

MOTO RIDER WORLD ISSUE 5
WWW.MOTORIDERWORLD.COM
2
ISSUE #5
HEAD HEAD
ALL-NEW HONDA
CBR1000RR-R SP
TESTED: ICONIC SUPERBIKE
KAWASAKI
ZX-7R
THE END OF
EXCLUSIVE
TEST
ALL-NEW YAMAHA
YZF R1M
EXCLUSIVE
TEST
TRIDENT
MM93?
TRIUMPH
PLUS: THREE BMW’S TO DURBAN & BACK | TRIUMPH ROCKET 3 GT & BMW R18 | THE KTM MOTOGP VIEW

EDITOR’S
NOTE
It’s a fresh new year and with that
comes new ambition, drive and
motivation, but also stress, worry and
doubt. That’s pretty much how I am
feeling heading into 2021 with MRW.
In this first issue of 2021, we have
given you the reader so much
to enjoy - from the latest litre
superbikes, big cruisers, small
adventure bikes, to a new brand that
has just arrived in SA and could just
be your “HERO” to help survive the
uncertain year ahead. A jammed
packed issue with a great variety of
bikes tested and featured.
We’ve worked non-stop to bring you
nothing but the best and wanted to
help kick start your new year with a
good read along with quality design
and presentation.
We here at MRW feel the need to
give our SA market the quality they
deserve, an international magazine
filled with quality content that we
as South African’s can be proud
of. For so long we have been left
behind and have had to rely on
overseas magazines and media
sources for our news and reviews.
We are here to change all that and
bring you closer than ever
to it all, and all done right
here in SA! Proudly SA!
This year we want to do
more, bring you more,
and to do this we need
support from you our
readers and advertisers.
It’s a combination
we cannot do
without so I ask
you to please
spread the
word as far
and wide
as possible
and look
closely at
those who
are advertising and
supporting us in our magazines as
they are the ones that deserve your
support. Without this, there will
be no MRW and all the passionate
motorcycle fans here in SA,
including myself, will have to go
back to scanning the internet and
subscribing to overseas sites that
cost an arm and a leg.
My goal for 2021 is to carry on
delivering top quality to you all, but I
want to dig deeper and talk to more
MotoGP riders, do more exclusive
tests and features. I have managed
to build up some great contacts
over the years and I intend to put
them to good use once again.
MotoGP is a big passion and we
will be focussing on it as much as
possible, as we do in this issue with
great features on Marc Marquez and
Darryn Binder. I’ve been watching
some Marc Marquez documentaries
over the past few weeks and I must
say I miss seeing him in action. His
talent, his style, his entertainment
- just like Rossi who took MotoGP
to another level Marc did the same,
changing the way riders had to ride,
think, commit, upping the level even
more, making MotoGP more of a
spectacle than ever. Yes, in a way
it was nice not having him there in
2020 allowing others to shine, but I
must be honest, I miss MM93! Let’s
hope we do see him back in 2021 -
let’s just hope we see him come back!
One of the hottest riders heading
into 2021, and one that I am always
very excited to see in action, is
our very own Darryn Binder, who
makes the switch from KTM power
to Honda and in a team that knows
how to win. Donovan Fourie put
together a great little feature on
DB40 for us in this issue highlighting
just what a Rockstar he truly is.
Can’t wait to see Daz and Brad in
action this year and for sure will be
screaming for them at every single
race and supporting no matter what!
I hope the start to the new year
has gone well for you and we here
at MRW wish you nothing but the
best going forward. May you have a
blessed and safe 2021 and beyond!
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
Donovan Fourie
Mitchell Boyes
Brian Cheyne
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CONTACT
DETAILS
EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
ANYTHING & EVERYTHING
Shaun Portman
072 260 9525
shaun@motoriderworld.com
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NEWS
DESK
Photo: S. Romero
KTM PAARL
OPENS ITS DOORS
A new Orange experience is now open in the Western Cape.
KTM SA has monitored the dynamics within the
market over the last few years and an influx of
people moving to the Western Cape has led
to the opening of a new independently owned
dealership in the Cape Winelands - KTM Paarl has
officially opened its doors and are ready to serve
you with a full range of everything from KTM.
Miguel Lage, dealer principal and shareholder
at the existing RAD KTM dealership in Sunninghill,
has taken on this new adventure together with
his partners who have committed to opening a
brand new KTM store in the Western Cape. Run
by an expert team, clients can look forward to
the full KTM experience: “Our aim is to provide
our customers with the full ‘Essence of Orange’
through exceptional service and value.”, says
Miguel Lage.
“Broadening our footprint in the Western Cape
is the next step in capturing a broader client
base. We don’t just want to sell products, but
rather offer a sense of belonging and a way to
tap into the KTM lifestyle. With our diverse range
we have a motorcycle that suits everyone, from
beginner to expert, from junior rider to more
seasoned riders and for the rider who prefers to
explore the roads less travelled on their own or
as a group of adventurers and friends. By having
two dealerships in the Western Cape, KTM Cape
Town in Paarden Eiland on the outskirts of the
city centre of Cape Town, and KTM Paarl, catering
for the Cape Winelands clientele, we believe that
our dealerships are conveniently situated for our
Western Cape clients”, says Franziska Brandl,
Managing Director KTM Group South Africa.
URBAN
OUTLAW
OUTLAW
OUTLAW
You wouldn’t go so far as to call the KTM 690 SMC R single-minded,
but it is a supermoto in the purest form. Lightweight, agile, and
loaded with the latest tech, the KTM 690 SMC R offers extreme
handling and ability with a devastating punch.
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.

NEWS
DESK
APRILIA TUONO
660 REVEALED
This promises to be a much more approachable and
affordable naked bike from the Italian brand.
When Aprilia unveiled the RS 660 at EICMA 2019,
many presumed a middleweight Tuono would
follow in its wake. As expected, the House of
Noale confirmed suspicions the very next day,
revealing the Tuono 660 Concept at the Milan
trade show. After successfully launching the RS
660 in October, 2020, and garnering praise for
the versatile platform, the brand set its sights on
naked bike domination. Luckily, we won’t have
to wait long for the second offensive with Aprilia
officially announcing a middle of the year release
window here in SA for the Tuono 660.
Of course, Aprilia’s formula for turning an RS
into a Tuono isn’t exactly a secret: retune the
motor, relax the ergonomics, and expose that
exquisite engine. The “if it ain’t broke, don’t
fix it” trope generally applies here but the
mid-size model gets a few noteworthy
changes that make it more than just an
RS 660 with handlebars.
The Tuono shares the same liquidcooled,
DOHC 660cc parallel-twin
with its fully-faired relative but loses a
few ponies in the process. Most likely
a result of the shorter final drive (for
improved streetability), the naked
sportbike still manages to churn
out a class-leading 95 horsepower.
Aprilia hasn’t listed a torque figure
just yet but the wündermill retains
the same 270-degree firing order that
made the RS so visceral yet agreeable.
Like the RS, the Tuono’s powerplant
also acts as a stressed member, helping
to preserve the 183kg curb weight and
desirable power-to-weight ratio. Though
Aprilia carved away the body panels to
put the forward-facing twin on full display,
they still implement the RS 660’s double-fairing
aerodynamics to pull even more engine heat
away from the rider. The windscreen is shortened
proportionally but the Tuono keeps the distinct
triple LED design that made the RS so attractive.
Aprilia also does away with the yoke-integrated
clip-ons for a clamp-mounted high handlebar
that pushes the rider more upright. Beyond the
bars, the same full-color TFT found on the RS
660 makes the jump along with five ride modes,
wheelie control, adjustable engine braking, and
traction control.
The “be a racer” brand also carries over the RS
660’s Acid Gold colorway but the Concept Black
and Iridium Grey paint schemes are specific to
the model. The latter trims will retail for R210,000
while Acid Gold will command a few extra notes.
The junior Tuono was inevitable. It may have
been the worst kept secret this side of the
iPhone 4. Does that make us any less excited
for its arrival? No way. Are we clambering to see
Aprilia’s 660 take on a crowded middleweight
naked class? You betcha. Fortunately, the brand
is heeding the call and we can’t wait to see what
else is in store for the 660 family.

NEWS
DESK
HERO MOTORCYCLES
NOW IN SA!
The biggest selling 2-wheeled brand has arrived in SA.
Hero Moto Corp earlier also known as “Hero
Honda” is one of India’s first motorcycle
manufacturers. The company has seen many
ups and downs throughout their life span up till
now. It is clear that the motorcycles by Hero are
built to last. They are majorly known for their fuel
economy and cost.
In 1956 a still renowned brand “Hero Cycles”
came into power. Soon after Munjal brothers
founded the cycle company in 1975 it became the
largest manufacturer of bicycles in the entire nation.
Nobody could stop the attention of
international automakers “Hero Cycles” grabbed.
After that came the Honda of Japan in 1983. Both
of the brands were class-leading in their nations.
Hero and Honda had to come to a conclusion
and contracts where they collaborated. Soon
The Hero X Pulse 200 is
an adventure styled bike
packed with great tech
such as a fuel injected
4-stroke motor,
Bluetooth navigation
and LED lights.
after their alliance the very next year, in 1984 Hero
Honda was born.
Honda chose Hero in India because of its wide
network and the quality of the products produced
by the company. Well, Honda’s decision was spot
on and by 2001 Hero Honda motorcycles became
the largest motorcycle manufacture globally.
The Joint venture of Hero and Honda produces
some iconic motorcycles. One such motorcycle
was the CD100 which also the fist motorcycle
manufactured by the brand. Hero Honda was the
first company to introduce 4-stroke motorcycles in
India. The motorcycles from the giant brand were
renowned for their class-leading fuel efficiency, low
cost, and their manufacturing quality.
From the start of the 1900s, the company
introduced many motorcycles that became
The Hero X Pulse 200 T is another very exciting model
that will be coming into the SA market. Read the first
full test later on in this issue.
popular amongst every age group. Low cost and
high fuel economy along with high refinement
are what made the company what it is now.
Besides the new motorcycles launched over the
years Hero Honda got the tag of #1 motorcycle
manufacturer in the world in terms of the
number of bikes manufactured. The company still
maintains the standards to date.
Through the years both Hero and Honda
gave their everything. The result can be seen
now as the company still holds the crown of
the best motorcycle manufacturer in terms of
number. But the rising tension between the two
companies let to the fall of collaboration between
the two companies. In 2011 Honda the Japanese
motorcycle sold its 26% shares to the Munjal
family. This was the end of one of the successful
collaborations in the world.
On 29th July 2011, the name changed from Hero
Honda to Hero MotoCorp. The Hero got its new
identity form then and a British firm Wolff Olins
designed the new logo of the company which is
still in use. The logo was showcased on the 9th of
April in London to harmonize with the third test
cricket match between England and India.
After the joint venture got dissolved the Indian
motorcycle manufacturer came up with many
innovations that were produced in house. Some
of the achievements are the new 110cc engine, the
vertical 125cc engine, and the new I3s Tech. Hero
introduced the I3S or Idle start-stop function in
many of its motorcycles.
Today, Hero MotoCorp produces nearly 9,500
two-wheelers in a day. For instance, nearly 7
motorcycles roll down the production line every
minute. In 2017, Hero MotoCorp surpassed the
landmark seven million units in cumulative sales
in a calendar year. The company sold a record
7207363 units of two-wheelers in the calendar
year in 2017.
Hero MotoCorp continues to be the world’s
largest manufacturer of two-wheelers, in terms
of unit volumes sold by a single company in a
calendar year, for 19 years in a row. A position that
they cherish and celebrate with their nearly 100
million customers across the globe. They continue
to design and develop tech-laden, market relevant
products for our global customers, which now
includes the SA market.
Despite the tough 2020 due to COVID 19, total
sales is reported at a mighty 5,91,091 units in
November 2020, with a sales growth reported at
14.38 percent YoY.
For more information email info@
heromotorcycles.co.za - dealer enquiries welcome!
Hero MotoSports Team Rally
Hero MotoSports Team Rally, the rally-racing
team of Hero MotoCorp, continues to be the
ambassador of Indian motorsport at the global
stage. Since its inception in 2016, the Team
has captivated the sports’ enthusiasts with
its impressive performances at prestigious
motorsport events, including the world’s most
challenging ‘Dakar Rally’. The Team clinched
its first rally win of the year at the 2019 Pan
Africa Rally when its Portuguese rider, Joaquim
Rodrigues (JRod) emerged victorious in Morocco.
The entire Hero family suffered an immense loss
last year with the tragic demise of its legendary
rider, Paulo Gonçalves, during the Dakar Rally in
January 2020.

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NEWS
DESK
Words by Mitchell Boyes
IS THIS THE END OF
MARC MARQUEZ?
to his 300+ km/h crash at Mugello in his rookie
year, and come out relatively unscathed. This
time is different. This time Marc was really badly
hurt, and some painkillers and hard-headedness
weren’t enough to get back on the bike.
The question I think we need to be asking is,
Will Marc still be Marc after such a bad injury. To
answer this question, we must go back in time.
Towards the end of his 1st Moto2 season while
fighting for the title the number 93 was the
instigator of a rather awful crash. At the Sepang
international circuit while riders were on their
cool-down laps, Marc, true to sort, was trying to
get in one last flyer. He came around a corner
and because the other riders were on a cooldown
lap, he smashed into the back of another
rider. The result of this incident was a possible
career-ending injury for the promising young
rider. Marquez had damaged his eye and as a
result, could not look out of the top of his visor
when tucked in behind the screen. After surgery,
Marc regained his eyesight and came back and
we all know what happened after that.
To better understand the options that Marc has
let’s look at the different possible scenarios one
at a time.
Scenario 1 - Marquez returns at the beginning
of the 2021 season for the Sepang test that is
currently scheduled. If Marc Returns at Sepang the
chances of him being fully fit are slim at best. It’s a
risky option for the 8-time World champion as he
could risk causing further damage.
Scenario 2 – this is without a doubt the best option
for Marc, but not necessarily for his fans. Its simple,
Marc waits until he is fully fit and able to ride like
Marc Marquez. This might mean missing the first
test or maybe the first few races of the 2021 season
or maybe even more than that.
Things, however, are not looking great for Marquez
with recent rumours saying that the Spaniard
might have to undergo a fourth surgery due to the
infection that was found in the bone. This could
massively change the course of Marc’s recovery. At
this point though, this is just speculation.
Something we also need to think about is the time
he has now been away from racing. But before
we look at that lets first take a look back at Jorge
Lorenzo, less than a year after retiring from full
time racing the 5-time world champion took part
in a test at the Portimao circuit in Portugal on the
Factory Yamaha, finishing 4 seconds slower than
a class rookie who was on a production superbike.
This shows what time away can do to a seasoned
and very fast rider. This is probably a thought that
is running through the mind of Marc Marquez as
he sits at home with his sausage dogs cheering on
his brother.
There is another thing to take into account, my
meagre medical opinion aside, and that is the sheer
determination of the number 93 to get back onto
his Repsol Honda and remind the rest of the field
as well as all the fans that he is still the best rider
in the world. Marc has a drive like very few others.
It’s insatiable, like a rabid dog with a bone and he
wants one thing, to dominate.
Ever since he arrived in the MotoGP class,
and some cases even before, there have been
may words associated with him. Words like
unbreakable, unbeatable, and untouchable. For
me, there is only one word I associate with Marc
Marquez, Domination.
As we all know by now, at the beginning of the
2020 season at Jerez in Spain 8-time world
champion Marc Marquez, while absolutely
charging through the field like they were
standing still, had a massive high-side resulting
in a badly broken Humorous in his right arm. In
classic Marquez style, he was back the next week
to try and ride his RC213V. this resulted in further
damage to the champ’s right arm. After that,
it was decided that Marc would take the time
necessary to properly recover.
In recent weeks we found out that Marquez had
had a third surgery on his damaged right arm
after it was found that there was an infection
in the bone, to further improve the healing of
his damaged upper arm. This brought with it a
whole new wave of rumours. Will Marc retire?
Will he miss the 2021 season? Will Marc miss
some of the 2021 season? These and many other
questions were and will probably continue to be
asked until Marquez decides that the time has
come for him to teach some lessons.
In order to either clear things up or fan the
flames, we at Motor Rider World decided to have
a bit of a closer look at whether or not Marc
Marquez’s career is in jeopardy. Over his years
in the premier class we have seen Marc have
some pretty spectacular crashes, thinking back

NEWS
DESK
WORLD OF MOTORCYCLES
RACING SERIES
As is well known within the South African
motorcycle racing fraternity, over the past
year and a half, there has been the advent
of a new motorcycle racing series, titled the
Monocle Motorcycle Racing Series. This series
was started by an inner group of Battle of the
Twins (BOTTS) riders, most of whom have been
riding for many years on South African circuits.
The decision was made to create a non-profit
organisation (Motorcycle Racing Series NPC),
whose directors were myself – David Buckham,
CEO and founder of Monocle Solutions – Mick
Landi and Paul Carstensen. Aside from these
three directors, there was also an inclusive group
of other founding members and we met regularly
to design and launch the racing series. Monocle
Solutions gained the position of title sponsorship
of the NPC, owing to the contributions made on
a personal basis, by David Buckham.
This series – as was well documented through the
course of last year – has been highly successful
Pic by Eugene Liebenberg
in attracting riders from a variety of classes,
including the 300cc class, the junior lightweight
class, and the BOTTS class, as well as introducing
the new Streetbike class. Seven races, including
a race at the Kyalami Racetrack, were held
last year and the series was gaining significant
momentum in terms of entries and participation
at the various circuits. An affiliation was also
established with Motorsport South Africa.
However, in these unprecedented times, it is
regarded by the Monocle Solutions executive
team as being more prudent to withdraw from
the title sponsorship of the Motorcycle Racing
Series, for the foreseeable future. This is based
on a view that, at the present time, Monocle as a
firm needs to focus entirely on its core business
practices, given that this is a time to be cognisant
and respectful of the pressures that are borne
upon both their clients and staff.
David – and the other directors of the motorcycle
racing series – do, however, very respectfully
continue to support motorcycle racing in South
Africa, given their deep passion for the sport.
As such, the broader committee that makes
up the motorcycle racing series met and an
offer was made of title sponsorship to the
CEO and owner of the World of Motorcycles,
Jos Matthysen. He accepted this sponsorship
and Jos Matthysen has agreed to run the
motorcycle racing series going forward, with
the assistance of the original NPC committee,
as a private commercial venture that will
be called the World of Motorcycles Racing
Series. Every single person within the broader
motorcycle racing NPC committee agreed to
this change in sponsorship and has agreed to
have Jos Matthysen lead this new venture using
the proven format that was achieved over the
last 20 months. There has been a unanimous
decision therefore to continue the series with
new ownership and new title sponsorship, but
with the same objective – to get the fun back
into racing, to get more novice racers on the
track and to get the grids back to full capacity.
We as Moto Rider World have proudly come on
as official media partner to the new World of
Motorcycle Racing Series and as always will do
our best to help promote and grow the sport
we love so much.
For companies wanting to get involved and
support this great racing series, there is an
opportunity to get involved and have your
brand exposed to all the riders at every race
meeting with added branding exposure on the
website, social media platforms as well as Moto
Rider World print and digital magazine, social
media platforms and website.
Pirelli tyres have already come on board as an
official sponsor putting money back into the
sport along with World of Motorcycles and we
encourage all motorcycle-related companies
- importers, distributors, dealerships - as well
as other brands to join and help to once again
make motorcycle racing great here in SA, along
with helping support, nurture and grow our
future stars. Let’s not forget, this is where the
likes of Brad binder, Darryn binder, Sheridan
Morais, Cam Petersen and Steven Odendaal
started, so let’s give the new breed their chance!
For more information on the series and
how to get involved sponsorship wise, call
Antoinette Powell on 072 834 9665 or email
antoinette074@gmail.com.

NEWS
DESK
DAVIDE BRIVIO AND TEAM
SUZUKI PART WAYS
After eight years at the helm of Team Suzuki
Ecstar in the role of Team Manager, Davide Brivio
and Suzuki have announced an end to their
collaboration.
The Italian has been present in the MotoGP
World Championship paddock for more than 20
years and has been involved with Suzuki since
2013. He held the position of Team Manager
when Suzuki embarked on their new MotoGP
project, and has remained in place throughout
their rise to success, which was this year toppedoff
by the incredible World Championship
crown achieved by Joan Mir, and the Teams’
Championship title for Team Suzuki Ecstar.
Brivio is pleased with the milestones achieved
with Suzuki but now wishes to pursue new
challenges in his professional and personal life,
away from MotoGP.
Team Suzuki Ecstar appreciate the work done by
Davide Brivio, and the excellent goals achieved
together. The Suzuki squad now look to the
future with sights set high for the 2021 season.
Davide Brivio:
“A new professional challenge
and opportunity suddenly
came to me and in the end
I decided to take it. It has
been a difficult decision. The
hardest part will be to leave
this fabulous group of people,
whom I started this project
with when Suzuki rejoined the
Championship. And it’s hard
to say goodbye also to all the
people who have arrived over
the years to create this great
Team. {stop]I feel sad from this
point of view, but at the same
time I feel a lot of motivation
for this new challenge - which
was the key when I had to
decide between renewing my contract with
Suzuki or starting a completely new experi-ence.
“Achieving a MotoGP title is something that will
remain in the Suzuki history books and it will
always have a special place in my life memories.
I would like to deeply thank all the Suzuki
management for their trust and confidence in
me, which they had since the be-ginning. I would
like to thank every single member of our MotoGP
group in Japan and at the track, all the Suzuki
network, and of course all the riders who rode for
the Team in this period, especially Joan and Alex
who did a great 2020 season.
“Joan becoming World Champion was a dream
come true for me and for all the people who
worked hard and accompanied me on this
magnificent journey. I wish the best to Team
Suzuki MotoGP, I hope that the results in the
future will be better and better and I will always
be a Suzuki fan. Thanks very much Suzuki!”
Brivio is reported to make a surprise move to
Alpine Renault F1 to become its CEO as part of a
management restructure.

TESTED
HERO X
PUSLE 200 T
next few months we here at MRW have been
tasked with helping promote and expose the
brand to the market through our print and digital
mags plus all our social media platforms.
Hero MotorCorp is the brand I have been
blabbing on about and just like me, you’d
probably know them best as Hero Honda from
back in the day. That was when they were
building small capacity bikes for Honda and
selling millions helping make the Japanese
brand the biggest selling motorcycle brand in
the world for many years. But, Hero MotorCorp
soon realised that they could do it all themselves
and take what they have learnt from Honda and
produce affordable, fuel-efficient motorcycles
for the world to enjoy.
Fast Forward to 2021 and finally the brand is
here in SA with 4 models making their way into
the market. We start here with the X Pulse 200 T
model and will be highlighting the other models
in the coming months.
As mentioned, affordable and fuel-efficient are
keywords used when making Hero motorcycles
and this was very apparent from the word go
with the X Pulse 200 T. Build quality is great, for
a small capacity motorcycle made in India. You
can tell they have taken what they learnt from
building for a giant brand like Honda. Nothing
too fancy or spectacular, just nice and neat and
finished well all around.
Value-for-money was another phrase that
popped up when chatting to the crew from Hero
SA and I can’t argue with them when it comes
to the X Pulse 200 T. Priced at only R37,999,
you get a 200cc single 4-stroke, fuel-injected
machine that produces a nippy 18hp and 17Nm
of torque along with disc brakes front and rear
- one’s that actually work - 37 mm telescopic
front forks and a 7-step preload-adjustable
monoshock. Electric start, along with kick start
for those flat battery days, LED lights front and
rear and a decent little TFT dash that displays
more info than most modern-day sportbikes.
Like they said, proper value-for-money!
HEROIC
NATURE
H E R O X P U L S E 2 0 0 T
We are all looking for
something positive heading
into 2021, except for COVID,
and it might just be in the form
of a HERO, not with a cape, but
one with a 200cc engine.
Words Rob Portman | Pics by Beam Productions
It’s a brand new year and there is a brand new
motorcycle brand making its way into the SA market
- and it just happens to be the biggest selling twowheeled
motorcycle brand in the world. Over 90
million units sold to date, 5 million alone in 2020 -
remember that kak year? Not so kak for this brand
who was voted the Manufacturing Innovator of the
Year 2016 by Time Magazine.
It has been a long process getting this brand into
the country but it has finally arrived and over the

Saddle time
While all that sounds very impressive, most
“small” capacity bike manufacturers are very
good at disguising their bikes with little gadgets
and tricks but when it comes to riding them they
fall flat and leave you feeling very disappointed
with your purchase, especially a few months
down the line when all those gadgets fail and the
bike starts slowly falling to pieces.
No, I can’t 100% confirm that this won’t happen
on any Hero motorcycle or the X Pulse 200 T I
tested here but what I can 100% confirm is that
this little 200cc gem took all the punishment I
threw at it and endured some tough times but
passed the test with flying colours!
Being a 200cc with only 18hp to play with
you do have to ring its neck a bit if you want to
get somewhere in a hurry, and I am always in a
hurry so its neck was well and truly rung with my
trigger happy, sportbike infused throttle hand. It
revs out at 9000rpm and that’s where it spent
most of its life over the 150km plus I did in the
couple of days I had the bike.
Not one hiccup or hesitation from the engine.
Not one item falling off, not one bit of brake
fade over that period. Despite my best efforts at
breaking it or making it falter - nothing!
This can’t be? It’s a cheapy that should fall
apart. I was waiting for something to go wrong,
waiting for the impressive TFT dash that displays
everything - fuel gauge, gear indicator, time, date
- to stop working and show an error code. I kept
looking for drops of oil or other fluid under the
bike but alas, nothing. “This is impossible” I kept
thinking, time and time again while riding the
bike and looking at it parked in my garage after a
very hard ride. I could not help but be impressed,
something I can’t say about many small capacity
bikes I have ridden in the past.
The 5-speed gearbox was easy to use both up
and down while the throttle, cable operated, did
take me back to my early days of racing Suzuki
Gamma’s and Yamaha RZ’s.
Typically, as here on SA roads, it did not take me
long before I had to put the front and rear brakes
to the test, as well as the ABS. Not 10km into my
test I was forced to jam on both brakes to avoid
We averaged a very decent
25-30km per litre and that was
thrashing the bike more often
than not. That’s very decent
for the 13 litre tank which only
costs around R180 to fill.
hitting a not very observant and disrespectful 4-wheeled
South African motorist. Thankfully, and luckily for me, the
disc brakes front (276mm) and rear 220mm) and front
ABS do actually work and got me out of what would have
no doubt been a very messy and painful situation.
After avoiding the situation and throwing the driver
the customary salute I happily continued my journey,
which took me onto the N3 Highway from William Nicol
Drive back home towards the East Rand. Out on the open
stretch, the 200cc motor was pushed and strained a bit,
but managed a top speed of 121kph on the rev limiter.
The bike spent most of its time there on the highway,
dropping to 100kph on the steep uphill past Edenvale
towards Boksburg.
The riding position is very comfortable and doesn’t
put any stress on the wrists and shoulders. The controls
are well placed and easy to operate while the seat is
comfortable on short bursts but does get a bit hard and
uncomfortable on longer spurts.
Thrashing the bike through corners is exciting thanks
to the decent suspension but mostly due to the fact the
bike comes fitted with Pirelli Angel GT tyres and not some
The XPulse 200 comes with a fullydigital
instrument cluster with Bluetooth
connectivity and turn-by-turn navigation.
One has to install the Hero Ride Guide app
from Playstore/App store. The app isn’t
heavy and takes minimum space on the
phone. It also requires one to switch on the
phone’s Bluetooth while it is being used.
There is also a neat storgae unit under the
seat with a USB port to store and charge
your phone while riding.

fong-kong things made from Horse snot. Yes,
you get proper tyres that offer great amounts of
grip and feel and work perfectly with the slightly
chubby 150kilo chassis.
Seat height is at a decent 799mm so you don’t
have to be put through an old school stretch
torture device to feel comfortable on the X Pulse
200 T. In fact, we had an 8-year old boy climb on
and take it for a ride and he managed just fine
(assisted by me, of course).
Now to the most impressive points of this
machine. For sure the fact that one can plug their
phone in using the USB device situated under the
seat to charge while riding is a big highlight, and
even more so the fact that you can download
the Hero riding app, connect your device up via
Bluetooth and have your navigation displayed on
the dash. Now that’s fancy and unheard of on a
motorcycle priced at under R40k. Admittingly it
is a process downloading the app and getting it
all set up but once done is an absolute treat and
perfect for the everyday commute.
Then there is the fuel efficiency from the 13litre
tank, which cost a mere R180 to fill up and felt
endless. While thrashing the bike around at full
tilt I kept looking down waiting for the fuel gauge
to show empty. This never happened, and
instead the X Pulse 200 T kept going and
going. Very impressive indeed. I’m pretty
sure this thing runs on fumes...
Overall
I can’t help but be impressed by this bike. It’s no
wonder Hero were voted Manufacturing Innovator
of 2016 and sell over 5million machines a year.
Their philosophy of creating affordable, well
built, fuel-efficient machines was very clear when
looking at and experiencing the X Pulse 200 T.
It’s ridiculously well-priced at only R37,999
and will be very easy and affordable to maintain
going forward - that’s probably an even bigger
highlight than what I have already mentioned.
We have been, and are faced with very
challenging times where choices must be made.
Affordable transport like the X Pulse 200 T is
now a serious option for most looking to just
make it to work and back without spending a ton
of money on fuel and maintenance. Many have
been left without work due to COVID and with
delivery services on the rise buying one of the
Hero machines that will be on offer here in SA
could just be a lifesaver. The Indian brand could
just be the “Hero” one needs to survive these
testing times!
The range of Hero motorcycles, including the X
Pulse 200 T, will be available in SA from Feb. For
more information, or dealer enquiries,
email info@heromotorcycles.co.za.
RATINGS
PRICE: 10/10
LOOKS: 6/10
QUALITY: 7/10
COMMUTE: 8/10
HANDLING: 6/10
POWER: 6/10
PRICE: R37,999
ENGINE: 200cc, Air cooled, 4 Stroke Single
POWER: 18 hP @ 8000 rpm
TORQUE: 17Nm @ 6500 rpm
SEAT HEIGHT: 799mm
WHEELBASE: 1392mm
WET WEIGHT: 150kg
FUEL CAPACITY: 13 litres

REFUSE TO LOSE
& MRW CAPS
Be part of the MRW team and
get yourself one of our official
caps from our clothing label
called Refuse to Lose.
Caps are adjustable and peaks
can be curved.
R350 each
Contact Rob 082 782 8240
ALPINESTARS CHROME SPORT
HOODIE & REEF GLOVES
For 2021 you will see both Rob and Shaun sporting some
new road riding gear in all the tests. Langston Motorsports
are the official importer and distributor of Alpinestars here
in SA and have kitted both our boys out for the year with
new riding jackets/hoodies and gloves.
Rob is pictured here wearing the riding hoodie he has
always loved from a distance - the Chrome Sport Hoodie -
A lightweight textile riding hoodie that is constructed
from knitted main shell with strategically
positioned abrasion resistant aramidic
reinforcements, the Chrome Sport Hoodie
offers excellent wind proofing and water
repellence, making it a convenient urban
riding jacket for city living.
The gloves are the new Reef style and
Rob being Rob he went for the camo
design. The Reef Glove features
a stretch fabric construction for
low weight and high levels of
breathability and a synthetic
suede palm for enhanced
abrasion resistance; perfect
for urban riding. This glove
also boasts a wealth of riderfriendly
touches including a
slim wrist construction for an
optimized fit within the sleeves
of a jacket, a covered hard
knuckle for effective protection
against impacts and a touchscreen
compatible index finger for use with
GPS systems and smartphones.
Chrome Sport Hoodie - R3800
Reef Gloves - R800
From: Bike Kings stores (www.bikekings.co.za)
SC PROJECT S1 EXHAUST
KTM 1290 SUPERDUKE R
If you are a big MotoGP fan then you will kknow
this brasnd very well as it’s the exhaust brand
that has helped Marc Marquez and Repsol Honda
dominate the class over the past couple of years.
SC-Project is a race tested and race proven Italian
exhaust manufacturer. SC-Project uses their
MotoGP, Moto3, Moto2 and Superbike racing
experience to push the limits and develop the
highest level of exhaust performance.
The CR-T, a multiple World-Champion muffler,
is the most widely recognized design of the SC-
Project exhaust range. This iconic muffler offers
performance gains and weight savings, due to
direct research and development gained in MotoGP
and Moto2 Championships.
Alongside its racing look, the CR-T combines some
of the most technologically advanced materials in
the world. Proven to withstand the intense heat of
race engines, the CR-T is ready to race. The CR-T
Exhaust is a race replica exhaust that is designed
for the aggressive rider that likes it light and loud.
CAPIT TYRE
WARMERS FOR
MOTARD &
SUPERBIKES
R15,999inc vat - Available from 300 Plus
065 365 1362 | info@300plus.co.za Capit’s Suprema Vision tyrewarmers
are the best on the market today.
The Suprema Vision is equipped
with a controlbox integrated in the
tyrewarmer, it is ultra-compact (only
8mm thick) and made of impactresistant
material.
With only 2 keys it is possible to view
the initial set-up temperature (T set)
and the actual set-point temperature
on the tyres (T run), in addition to
being able to choose the displayed
temperature in °C o °F.
With the new integrated Timer you
will also know at a glance if the tyre
is ready to be used on track thanks
to the display that will blink after
10 minutes that tyrewarmers has
reached the set temperature.
Sizes for motard and superbikes are
available and in a variety of colours.
Available from 300 Plus
065 365 1362 | info@300plus.co.za

EXCLUSIVE
TEST
TRIUMPH
TRIDENT 660
THREE
FORALL
Triumph’s all-new entry-level Trident is powered by a 660cc triple and
is taking on the top-selling competition head-on with British style, a
charismatic engine and, according to Triumph, class leading handling
and value for money. We travel to Tenerife, Spain to find out.
Words by Adam Child | Pics by Kingdom creative / Triumph
You can’t underestimate the importance of
this bike for Triumph. The Trident jumps into
the entry-level naked market as an attractive,
punchy middleweight to take on the strong
and established competition such as Yamaha’s
MT-07, Kawasaki’s Z650 and Honda’s CB650R
who all have new models for 2021. This
segment counts for an increasing number of
sales and is key for manufacturers hoping to
attract new riders; getting them on-board
with their brand as soon as possible. The
British brand hopes the all-new Trident
wil feature highly in their sales
chart in 2021 – but have they got it
right? Two days of testing in should
uncover some answers.
Does it have the power?
The capacity of the triple engine is 660cc,
therefore some may assume it’s an
electronically de-tuned Street Triple S, but
that’s not so. It is based on the older 660 unit
and is furnished with 67 new components. This
obviously means a serious re-design: new crank,
clutch and gearbox with different ratios.

too many gears. But, if you should want to have
fun, go down a gear or two on the smooth
gearbox and the Trident will deliver – even to
experienced hands. Turn off the traction control
and you can have some mono-wheel fun, too,
all the while accompanied by that charismatic
triple soundtrack. This is not a lackluster ‘entry
level’ bike.
I did hit the rev limiter on a few occasions, whilst
getting a little too carried away. But, to be fair,
most of my two days of test riding was at altitude
around the main volcano in Tenerife, which
drained power and didn’t do the new Trident
justice. The point is that this ‘entry-level’ bike is far
from being boring. I covered over 200km on day
one and didn’t want to give it back come evening,
in fact I was already looking forward to day two –
and I couldn’t say that about many other bikes in
this market.
But does it go around corners?
Quoted wet weight is 189kg, just about on-par
with the twin-cylinder machines in this field,
which in theory should be lighter, and the
Trident is considerably lighter than Honda’s
208kg CB650R. The weight isn’t intimidating
for small and inexperienced riders, while
the 805mm (soft) seat is low and narrows
towards the fuel tank. I’m 172cm tall and was
flat-footed on both sides. There is a nice
balance at low speeds and, once restricted to
A2 licence conformity, the Trident shouldn’t
be overpowering for new riders, despite its
masculine image.
Showa suspension rules the springs at each
end; there’s no adjustment on the front and only
pre-load on the rear. Again, Triumph has done a
notable job: they haven’t thrown budget, softly
sprung and underdamped suspension at the
Trident. For new riders, the suspension is forgiving,
easy to get along with and takes on 90% of road
surfaces with ease – it’s even happy bouncing over
speed humps like an excitable puppy.
Let the engine shout, up the pace… and
even at speed the set-up works well. Ground
clearance is abundant, the Trident doesn’t drag
its pegs like some of the competition, and holds
a confident, smooth line. The natural riding
position allows you to control and throw the
bike around with relative ease, quality Michelin
Compared to the Street Triple S, first, second,
third and fourth gears are shorter, fifth and sixth
taller. As you’d expect the cams are redesigned
to give more low and midrange torque.
Peak power is 80bhp at 10,250rpm, with peak
torque 64Nm at 6250rpm. That’s more power
than the Yamaha MT-07 and Kawasaki Z650,
and more torque than the Honda CB650R. Only
the Honda has superior power, and the Yamaha
slightly more torque – the Triumph sits perfectly
in the middle. Crucially, 90% of that torque is
produced from 3600rpm to 9750rpm.
The new Trident is available in A2
configuration (done electronically and via a
restricted throttle). This can be added and
removed by any Triumph dealer and isn’t an
added extra when purchasing the bike new.
Interestingly, Triumph don’t list an aftermarket
exhaust in their accessories list – evidently, an
aftermarket Euro-5 exhaust couldn’t add any
tangible performance and chorus. Luckily, the
stock system sounds excellent for a standard
bike. I’m unsure how Triumph has managed it but,
despite being Euro-5 and an ‘entry-level’ bike in a
relatively mild state of tune, it sounds fantastic. At
low revs there is a nice burble, and then a slight
change around 3000rpm that is more charismatic
– and unmistakably a Triumph Triple – before it
cries into the rev-range’s upper reaches. I would
love to try it with the optional quick-shifter.
Power is soft and sympathetic on the first 10-
15% of the throttle, almost like there is a slight
lag if it had a throttle cable as opposed to flyby-wire
I’d want to adjust it, but this softness is
ideal for new and inexperienced riders. After the
initial turn of the throttle, it is more direct but
still smoother than Barry White’s chat-up lines.
There is a fluid feel to the Trident, and the Rain
mode softens the power delivery further.
The Trident’s performance is strong for
this class. The triple layout is the best of both
worlds, having the torque of a twin with the
free-revving exhilaration of an inline-four. With
90% of peak torque on tap from 3600rpm, it
drives positively from low down. You can make
quick and easy progress without tapping back

Road 5 tyres performing reassuringly in the cold
and damp we encountered on the test (despite
being in Tenerife). Stability is also superb.
When you really push on, the forks lack a little
control under heavy braking but, overall, when
comparing its sporty ability to the competition,
the Trident’s handling is hard to fault. Yes,
the Showa suspension lacks adjustability but
99% of riders won’t feel the need to twiddle
anything, and there is all-important rear spring
preload adjustment for when you are adding
a pillion or luggage. Arguably, trick multiadjustable
suspension will only confuse new or
inexperienced riders – which is where the bike is
aimed at.
Up front, Nissin two-piston calipers, grabbing
twin 310 discs, are just about up for the job.
They have a progressive feel, the lever is span
adjustable, and again are ideal for new riders.
ABS comes as standard, of course, but without
an IMU they are not lean-sensitive. The ABS isn’t
too intrusive, you can feel the rear working in
extreme situations as the slipper clutch controls
the rear wheel during aggressive down changes,
but not the front.
Experienced riders opting for the Trident,
perhaps as a second bike or moving down in
capacity, will soon learn that while one-finger
braking is fine in normal riding, extreme situations
demand more than one finger on the lever. The
stoppers are on par with the competition, possibly
stronger than some, but will seem underwhelming
for those moving down from more expensive
brake set-ups. This isn’t a slow bike, and the
stoppers are just about sufficient.
Market leading technology
There are two rider modes, Road and Rain,
which is class-leading in this class, and easily
accessible via the new switchgear and fullcolour
TFT dash. Each mode changes the power
characteristics via the fly-by-wire throttle as
well as traction control. In Rain mode the rider
aids are set higher. As mentioned, both TC and
ABS are conventional and not lean-sensitive.
In theory, the TC is switchable from Road to
Rain, which can be done whilst riding, but you
can’t switch off or turn on the TC on the move.
For example, if you switch off the TC, it is off
in both Road and Rain modes, therefore if you
deactivate the TC and ride into a rain shower
SOME DECENT BELLS & WHISTLES
Chassis – The chassis is all-new, tubular steel construction.
Showa suspension front and back, with pre-load
adjustment on the rear.
Rider aids – Two rider modes; Road, and Rain. Each mode
changes the throttle map, and traction control intervention
– ABS is the same in both modes. TC can be deactivated at
a standstill.
Accessories - Triumph list 45 accessories, including heated
grips, fitted to our test bike. The optional My Triumph
connectivity system enables connectivity to the new TFT
clocks, which allow navigation, GoPro controls, plus phone
and music controlled by the new switchgear.
Brakes – The brakes are relatively basic, but up for the job.
Two piston sliding front calipers trying their best to grab
twin 310mm discs. The rear is a single-piston caliper onto a
255mm disc. ABS is standard, but not lean-sensitive.
you have to pull over and reactivate the TC. A
small gripe, but worth mentioning.
When active, the TC is smooth and not
too intrusive. In the Road mode, it holds the
power back when it senses wheelspin, while
the re-intervention of the power after a slide
is equally smooth – impressive for an entry
level bike. I felt the system working on several
occasions, holding back the power, perfect or
inexperienced and experienced riders alike.
My test bike was fitted with optional heated
grips, and there are 44 further items to
choose from. From the tech side, you have
My Triumph Connectivity System, which
connects to the new TFT clocks, allowing
phone/music, navigation, and GoPro
access. There is also an optional USB
charger, tyre monitor system and scrolling
indicators. There is a list of cosmetic
accessories, the billet belly pan looks nice,
plus luggage and security. Personally Id’ be
opting for the quick-shifter, which enhances
every other Triumph fitted with it.
The handling is
excellent, its low
weight unintimidating
while the brakes are
just about up for the
job. Well thought out
electronic rider aids
give it an extra tick
above the competition.

Verdict
I personally like the looks and image, which
are slightly more mature than the competition,
and not as aggressive. There are some nice
touches like the cutaway fuel tank and neat
TFT clocks with Bluetooth connectivity. The
engine is soft low down, then delivers enough
road performance to have pleasure on the road,
even for experienced hands, and it is backed
up by a lovely Triple soundtrack that gives it
soul and character. The handling is excellent,
its low weight unintimidating while the brakes
are just about up for the job. Well thought out
electronic rider aids give it an extra tick above
the competition.
Even after two days of riding the Trident
was still rewarding and making me smile; it
really is hard to fault when you compare to the
competition and consider its low price. Triumph
has entered a extremely competitive market, so
the Trident needed to hit the mark – and it does.
But with a new Z650, CB650R and MT-07 for
2021, this category is more competitive than ever.
The new Trident is set to arrive here in SA
March 2021 with a starting price of R150,000.
For more information contact Triumph SA on
011 444-4444 or email info@triumphbikes.co.za
NEW PRICE
R150,000
ENGINE
660 TRIPLE
POWER FIGURES
80 HP | 64NM
SEAT HEIGHT
805MM
DRY WEIGHT
189KG

UN
BREAK
ABLE
THE STORY OF THE
HIGHWAY-HUNGRY HAYABUSA
“My Dad’s got a Busa with over 100,000km on it.” Holy
crap, that is a lot of mileage, has it ever been rebuilt or
anything? “No, never.” Ok then, tell us about it.
Words & pics by Mitchell Boyes

very large fan base due to its combination
of comfort and unrivalled performance
- officially claiming the title of fastest
production bike in history. The Hayabusa
isn’t just fast and comfortable. It’s also
reliable, relatively fuel-efficient and if
looked after well, as we have found out,
can reach 100 000km.
This particular bike was bought by its
current owner, Gavin Boyes, in 2000 and
has been used on the track for the odd
track day and the road both for short
and long-distance leisure rides. It was
even used as a commuter on and off
throughout the years.
At this point, some readers might be
thinking that this ‘Busa has probably had
an engine rebuild and then some, but you
would be wrong. The bike has had work
done, but the work done has purely been
maintenance based, more specifically, its’
had regular services. THAT’S IT.
The Suzuki Hayabusa has become one
of the most popular bikes to customise.
This specific bike has gone through
several different iterations over the years
going from the original Gunmetal grey
and candy apple red to candy apple
red and black with red flake. The bike is
currently a homage to the Suzuki MotoGP
There are several different types of road
riders; some riders get a new bike every
year, you get riders who have more than
one bike at a time, and then you get the
rider who bought a bike years ago and still
loves it as much as the day they bought
it. This story is about the last kind of rider
and the machine he loves.
It’s not every day you see a hyperbike
with over 100 000 km’s on the clock,
but we have found one. In this case, it is
a 21-year-old, 1st generation, 1999 Suzuki
GSX-1300R Hayabusa. Before we get into
the details about this specific bike, let’s
look at a bit of Hayabusa History.
The Hayabusa was put into production
by Suzuki in 1999 as the manufacturers
answer to Hondas Blackbird - a bike that
at the time was seen as the pinnacle
of production motorcycles. The Word
Hayabusa translates to “Peregrine
Falcon” a bird that can fly at speeds
of up to 325km/h. Perhaps more
importantly, the Hayabusa (Peregrine
Falcon) preys upon and eats blackbirds.
It was designed by Koji Yoshiura to
be grotesque while having a powerful
enough look to last through the ages.
Despite many saying that the Hayabusa
was hard to look at, it quickly gained a
A lot has changed on this
bike from when it was
purchased back in 2000.
The Hayabusa isn’t just fast and
comfortable. It’s also reliable,
relatively fuel efficient and if
looked after well, as we have
found out, can reach 100 000km.

team with a paint job based on that of the
Suzuki Ecstar Colours.
Since Suzuki launched the Hayabusa
in ’99 they have updated it over the
years but in my opinion, none have had
the impact that the original Busa had.
Lately, it seems that Suzuki has given up
on the Busa, but there are talks that they
are working on something to replace the
Cult classic.
This is a special bike; not only to Gavin
but to me as well. This is a bike I’ve known
for 20 years because Gavin is my dad.
I learnt to ride “big” bikes riding this
motorcycle. I grew up riding pillion on this
bike, it taught me how exciting the world
of performance motorcycles could be, and
I was hooked. It’s a special machine full of
a sort of magic essence.
Yes, there are bikes nowadays that
handle better, ride smoother, have better
acceleration and, with more modern
bikes, even better top speeds but, I can
pretty much guarantee that none of
those bikes has the character of this Gen
1 ’99 Hayabusa.
People seem to either love or hate
the Hayabusa, and that’s fine because
everyone is entitled to their opinion
but, whether you like it or not, you can’t
deny that more than 100 000km on a
hyperbike is pretty damn epic!
Gavin Boyes with his
pride and joy - this Busa
proves just what robust,
bulletproof machines
Suzuki were able to create
all those years ago.
Yes, there are bikes nowadays
that handle better, ride smoother,
have better acceleration and, with
more modern bikes, even better
top speeds, but I can pretty much
guarantee that none of those
bikes have the character of this
Gen 1 ’99 Hayabusa.

EXCLUSIVE
TEST
HONDA SP VS
YAMAHA R1M
FASTHONDA CBR1000RR-R SP
FORWARD
VS YAMAHA R1M
We recently got invited to test
the new Honda CBR1000RR-R
SP at Kyalami and instead of
just sampling the new top Blade
on its own we decided to put it
up against one of its Japanese
rivals - Yamaha’s R1M.
Words by Rob Portman | Pics by Beam Productions
Two of the best new production superbikes
on the market today around one of the best
tracks in the world - now that’s what I call a
good time!
I got an invite from Honda SA to attend
the recent Track-Daze event at Kyalami to
once again sample the new range of Blades.
It was also a chance for Honda SA to give
the first customers a chance to ride their
new machines around the best track in
the land - something that we don’t get to
experience enough of, to be honest.
Now, in a situation like this, I like to take
full advantage, so instead of just rocking up
to the track and riding the Blades on offer,
like others do, I decided to give our reader’s

against each other on a playground where they
would be tested to the max. I’ve tested the new
CBR1000RR-R SP on a few occasions now, both
road and track, and loved it every time. The same
can be said for my time on the R1M, but going
head-to-head it was time to see which rising sun
has more bragging rights...
The SPecial Blade
Arriving at the track the first thing I noticed on
the SP was it being covered in King Price Extreme
stickers and a giant number 1 on the front. Then I
saw a Mr Clint Seller rock up. So, looks like Honda
will be back in SA National superbike racing
for 2021 then and who better to have on your
machine that a 6-time, and current SA champ.
Looking forward to seeing what Clint and the new
Honda can do in this year’s championship.
Apart from the new livery, the SP was pretty
much in stock trim, except for shorter gearing
being fitted as the stock gearing is very long and
does hold the bike back somewhat at low rpm.
Allow me now to take you through a lap of
Kyalami on the new SP.
Starting from the exit of the final turn where
the gearing, although shorter, was still not short
enough for Kyalami, so 1st gear out of the final
turn. Shifting up through to 5th gear before the
flat out kink and the bike started losing rpm. We
later found out that due to the gearing being
changed the ECU got a bit confused so the bike
was thinking it was at 299kph, where it’s restricted
to, and cutting revs. This also hampered the bikes
overall power, making it a bit more sluggish out of
the turns we later realised, after riding a very fast
R1M. More on that just now.
Hard on the brakes for turn one and great
stability and feel from both the electronically
controlled Ohlins front suspension and the always
trustworthy and responsive Brembo Stylema
brakes. The ABS did kick in a bit but nothing too
serious. Still baffles me why the ABS can’t be
turned off on modern-day superbikes for track
use. It does interfere and in the wrong hands
could be more fatal than safe.
Down from 5th to 2nd gear, trail braking deep
into turn one sacrificing speed to line up turns
2, 3 and 4. The SP flicked through this tricky
section with ease. Holding 2nd gear, screaming
the Blade to the limit. Like an obedient dog on a
leash, the front end did exactly what I wanted it
to. Accelerating hard onto the short back straight
before Sunset corner the bike behaved well with
great rear-end grip and stability. Shifting up
through the gears using the quick shifter was a
breeze before shifting down using the smooth
auto blip and attacking Sunset bend. Down 2
YAMAHA
YZF R1M
NEW PRICE
R424,950
POWER FIGURES
200 HP
112 NM
SEAT HEIGHT
861 MM
WHEELBASE
1405 MM
WET WEIGHT
204 KG
more and do another SA exclusive test, thanks to
the resources I have at my disposal. It’s not what
you know, but rather who you know and I very
much live by this.
So, I got on the phone to one of our loyal fans,
Zolile Gwagwa, who has since become a good
friend of mine and asked if we could use his brand
new Yamaha R1M to get against the Blade SP.
Being the fantastic human he is he agreed and met
us at Kyalami along with his brand new Yamaha
R1M machine.
One can’t help but drool at the sight of a fully
dressed in carbon big bang Yamaha R1M machine.
It’s breathtaking in every sense of the word! I
had been lucky enough to test the new R1M at
Raceway Raceway a few months back, but that
was on its own and it wasn’t around Kyalami, a
track where superbikes come alive and can release
their full potential.
This was was about putting two of the latest
and greatest Japanese top-spec production bikes
HONDA CBR
1000RR-R SP
NEW PRICE
R460,000
POWER FIGURES
215 HP
113 NM
SEAT HEIGHT
828 MM
WHEELBASE
1455 MM
WET WEIGHT
201 KG

gears from 5th to 3rd, off the brakes
and the front end once again fell to
the apex perfectly. Holding the line
through Sunset was a breeze - the
SP was enjoying every second. Hard
on the brakes, trail braking deep into
Clubhouse to scrub off speed and line up
the exit. Squaring the turn-off and jamming on
the gas in 2nd gear. A big thrust out of the turn
with good, solid grip from the front and rear.
No unwanted wheelies or fighting the bars, just
point and go.
Holding 2nd gear, long gearing, into the essays
and again nothing but a sharp, direct feel from
the front end. Agility is key in this section and the
SP has it in abundance. That iconic good handling
chassis still very apparent on the new Blade.
Solid, stable, steadfast through the esses and up
the hill to the tricky Wesbank corner - or Leeukop
as it’s now known. Shifting up from 2nd to 4th
before hard braking and down to 2nd gear. This is
where things get really exciting as the combination
of hard front braking and banging down the gears
means a light, loose rear wheel that comes around
and slides into the corner. I’ve always felt better
approaching this corner this way as it just lines up
the turn better. Feeling like Shez Morais and Brad
Binder in full flight, I tipped the bike in while the
rear was still loose. Like my wife on a good day, the
SP agreed with everything I was asking it to do and
fell into the turn with ease and helped me line-up
the exit to perfection. 2nd gear and full gas down
the hill up through the gears into 4th screaming the
living hell out of the 4-cylinder engine. The engine
The CBR1000RR-R is a brand-new motorcycle, built with an unwavering
focus on circuit riding, with unprecedented levels of performance and
control. Its inline four-cylinder engine draws heavily on the RC213V-S’s
combustion efficiency and low friction technologies.
Visit your nearest Honda Dealer for full range:
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note coming out of the Akro pipe is seductive and
get’s me so excited!
Off the gas slightly to help get the bike into
the fast Mine Shaft bend at full tilt. 200kph plus
through there and back on the gas as hard as
possible to the Bowl. Another very tricky, offcamber
turn that pushes the front end. The SP
laughed and took me through with no problems.
Again, agility and stability are needed to flick
from right to left and right again. Easy stuff for
the well behaved SP that ate up that section.
Hard on the brakes again and back down to 1st
gear with the rear wheel locking once again.
Easy to handle and tip into
the bumpy final turn. Solid,
RATINGS
PRICE: 6/10
LOOKS: 9/10
TRACK: 9/10
COMMUTE: 7/10
HANDLING: 9/10
POWER: 8/10
stable front and rear
into and out of the final
corner. Across the line
and nothing but fast lap
times and a big smile.
The SP loved every second out on the Kyalami
track - I could feel it smiling and laughing louder
than I was. That front end is just so good and
with the sticky Pirelli SC2 cut slick fitted was a
dream to handle. The same can be said for the
rear. The stock setting from the Ohlins electronic
suspension was great but could have used a bit
more stiffness just to settle the bike a bit more on
the brakes.
The gearbox was great, but once or twice going
from 2nd to 3rd up the hill did skip a beat. The
ABS didn’t interfere too much but was there and
could be felt at times.
After 6 hard laps, a bit of brake fade did creep
in which was unsettling. Not sure why Honda did
not fit braided hoses to their top-of-the-range
SP model? Should be one of the first things on
a top-spec bike. No worries though, a good set
of race pads and better brake fluid will sort this
problem out.

The Big Bang Master
Before heading out on track I was a bit worried
that the standard fitted Bridgestone R11 roadbased
tyres were going to hamper the R1M’s
performance a bit, as the Honda SP was fitted
with proper Pirelli cut slicks. When I was on the
SP my mate Shez Morais went out on the R1M.
He has loads of experience with Yamaha R1
machines, including the new R1M having raced
one overseas. After the first session, Shez was
mighty impressed with the bike in stock trim. He
did go on to make one or two adjustments to the
electronic Ohlins suspension which seemed to
make a big difference.
Heading out on the SP behind Shez and with
no tyre warmers on the bike, he threw it into turn
one straight out of pit lane. Fully sideways into
turn one with full lean angle. I could not watch
and closed my eyes expecting Shez to go flying.
But when I did open my eyes again out of turn
one Shez was very much upright and going fast.
Very impressive and scary at the same time.
That’s pretty much the experience riding behind
Shez, scary and exciting!
Let me now take you for a lap on the R1M.
Out of the final turn, also using 1st gear due
to tall stock gearing, and effortlessly up through
the gears using the silky smooth quick shifter. Up
to 5th gear and 287kph - 10kph more than the
SP, which was hampered by the confused ECU.
Slamming on the brakes for turn one, down to
2nd gear - ultra-smooth auto blip - and just like
the SP just show the bike where you want it to
go and it goes. Hug turn one, hold 2nd gear and
attach 2, 3 and 4. That symphony of the big bang
at full tilt is sensational!
Available and in stock
for most bike from
2019 onwards.
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tyre warmers in stock!
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parts in stock.
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Curb to curb through the first section like a
hot knife through butter, then hard on the gas
onto the back straight. There is a bit more punch
from the big bang motor at low rpm and carries
the speed a bit better. 5th gear, down to 3rd for
Sunset, hug the inside, positive throttle - love
fly-by-wire - and rolling on hard and fast all the
way through. Stable, predictable grip all the way
through. Flickicking into Clubhouse while hard
on the brakes and the front just steers, almost
guiding me to the perfect line. 2nd gear blasting
out of the turn, this thing has plenty of power
at the bottom and delivers it so smoothly. Hold
2nd gear, short shift 3rd through the esses, which
the R1M handles with ease and power up the hill.
Up to 4th gear before banging down 2 gears
and again, just like the SP, rear-wheel sliding into
Wesbank corner. The R1M does not mind trailbraking,
the front end steers perfectly even with
the front brake firmly applied. Curb-to-curb once
again, short-shifting 2nd to 3rd before 4th down
the hill. Easy as pie getting the R1M into the fast
Mine Shaft sweeper before hard on the brakes for
the Bowl. 2nd gear, lots of front and rear brake,
which helps steer the bike a bit more, and through
we go. Flicking the R1M from left to right and
RATINGS
PRICE: 7/10
LOOKS: 9/10
TRACK: 9/10
COMMUTE: 6/10
right again felt like a 600cc HANDLING: 9/10
POWER: 9/10
supersport - so easy and
unintimidating.
Keeping momentum through
the last few corners before hard braking into the
final turn. Front end soaking up the bumps, rear
following precisely, electronics lending a helping
hand as I hammer on the throttle in 1st gear and
onto the front straight. Through the gears and
across the line - another phenomenal experience!
Holy moly. That was awesome. Just when I
thought it could not get any better than the SP,
the R1M goes and upsets the apple cart.
So easy to go fast. While the SP was also easy,
there was a bit more aggression involved. The R1M
simply breezed around the track, even with more
road-based tyres fitted.
Brake fade did get bad, worse than the SP, and
the ABS did interfere a bit more than the Honda’s.
I did have 2 false neutrals heading into the Bowl,
going down fast from 4th to 2nd gear, that was a
bit of a worry.
The R1M has massive power, bottom to top,
and carried it better than the SP. The way you
can control the power is brilliant. So smooth, so
effortless, so easy!

And the winner is...
F@#k me I don’t know...
This was a question I got asked a lot on the day
and ever since and it’s really hard to answer.
Both bikes were sublime, both did have a few
blemishes, but nothing serious.
Both did exactly what I asked them to do
and it’s very hard to separate them. Even the
lap times were similar, with my fastest time on
the SP being a 1, 51.2 and the R1M a 1,51.3. Lots
to take into consideration though, with the
SP having the advantage of sticky Pirelli race
rubber and tyre warmers, while the R1M was on
road-based Bridgestone R11’s and no warmers.
The Blade was set back a bit by the ECU, which
like our government was a bit confused with
current affairs.
Overall power goes to the R1M, but the Blade is
still stupid fast. Handling is tough, but for me the
SP just takes it. Braking goes to the SP, although
both bikes could be better - the Ducati Panigale
V4 still reigns supreme in this regard. The R1M and
base R1 come standard with braided hoses, which
is a big plus over their rivals, like the SP which
doesn’t have, but sadly there is still brake fade
problems on both models, so more money will
have to be spent on better pads and fluid.
Riding position goes to the SP, which is slightly
more comfortable and accommodating. The R1M
feels very stiff and uncomfortable when out on
the road and even just waiting in pit lane, but
seems to get more comfortable the faster you go.
Both bikes are incredibly good looking, but the
added wings on the SP do help it stand out a bit
more. But then again, the R1M covered
in all that carbon, along with the more
aggressive-looking facelift just looks so good.
Yamaha gets a few extra points for splashing
carbon fibre all over their “top” R1 model. It does
irritate me a bit when manufacturers release their
top-spec bikes without one piece of carbon on.
Ducati has done it with their Panigale S and R
models, Suzuki with their GSXR1000R and now
Honda with their SP model. Not a good thing
when customers are splashing out top dollar on
the top-spec machines and then have to still go
out and spend more money on dressing them
with some tasty carbon and other parts. Yamaha
and Aprilia have got it right with their top models,
which come well dressed in carbon bits, although
Aprilia’s RSV41100 Factory still takes the prize
for the top model in this regard, as the R1M
dispassionately comes with a plastic mudguard,
while the RSV has a carbon one from standard.
So who takes the cake? For me, on this day and
for this test, it has to be the Yamaha R1M. Priced
at R425,000, it’s R35 cheaper than the SP, which
doesn’t have one piece of carbon fibre or braided
hoses on. The Honda does have wings, so Yamaha
missed a trick there.
Both bikes are very evenly matched and I can
100% confirm that you can’t go wrong having
either parked in your garage. In fact, the best
thing to do is just sell both kidneys, a lung, a bit
of your heart and soul, your bladder, part of your
brain and donate some sperm and just buy both
and have the best of both worlds!
P.S. I am very upset with Father Christmas, as I
made it quite clear I wanted one of each under my
Christmas tree this year but no, I got undies, soap
on a rope and bloody socks again... Damn you
Santa, damn you!

EXCLUSIVE
FEATURE
KTM MOTOGP
BIKE VIEW
Here you can see a lot
of information can be
delivered via the dash.
Each rider has different
preferences on what info
they need when on track.
THEMOTOGP
What do Pol
Espargaro and
Brad Binder see
and use on their
dashboard and
handlebars when
in full flight with
their KTM RC16s
in MotoGP? We
decided to ask...
VIEW
Thankfully, MotoGP is not F1. The riders do not have a set of
controls equivalent to a small aircraft but the KTM RC16s are still
instruments of outstanding motorcycle tech and engineering.
They are two-wheeled racing machines that can be fine-tuned to
enable a consistent lap time gain of tenths of a second. Physically,
Pol Espargaro – a rider who has been with the KTM MotoGP
project from the first Grand Prix in 2017 and Brad Binder – a 2020
rookie in the Red Bull KTM Factory Racing crew who is learning
the demands of the premier class and the equipment it entails,
both have major input for the behaviour and performance of the
Words by Adam Wheeler (KTM Blog)
Pics by RobGray/PolarityPhoto
RC16 with their riding, but there are some
essentials they need to hand.
Brad Binder: It’s quite self-explanatory.
I’ve got my throttle, brake, kill switch and
the neutral lever, which I will hit when I
come into the pitlane. The lever is like that
so it’s harder to hit it and send the bike
into neutral when you’re on track.
Pol Espargaró: We obviously have so
few buttons on the right side because my
hand is busy with the throttle. For me the
position of the brake lever is not super
important. It doesn’t need to be in the
perfect place but what is important is the
feeling of the lever. It needs to be spongey
and not far away. My fingers are not so
long. I need a ‘soft’ feeling on the lever and
I have it quite close to the bar.
Brad Binder: I’m not too fazed with the
type of handlebar grip I have. Last year in
Moto2 I used slightly thinner ones but on
In changing
conditions it can
be necessary to
have different
setting options
on the bike.

Here on Binder’s
bike you can
see most of the
controls are colour
coordinated
and on the left
handlebar.
this MotoGP bike I’ve gone a bit thicker. It feels a
bit strange in the beginning…but you get used to
it so quickly.
Pol Espargaró: We played with a lot of grips in
tests. With my previous manufacturer in MotoGP
we used one that was a bit too hard and I had
problems with my hands. I had to put on a lot of
tape. When I moved to KTM one of my amazing
mechanics was proposing different grips in the
end we settled on one that has a gel inside. It’s a
bit bigger but even if I’m riding for three days in
the heat of Malaysia my hands don’t suffer. It’s a
big improvement.
Brad Binder: I don’t really look at the colours
anymore, I just know the order the buttons are in:
the top (red) is engine braking, middle (orange)
is for traction control and the third (green) is the
throttle demand maps. We also have the pitlane
limiter (black) and the top one (blue) is launch
control. We often have to play with the buttons
during the sessions to get some more information
for the guys to set up their electronics. It is one
thing that has been difficult for me to adapt to:
remembering what I have to switch to and when.
Pol Espargaró: Arriving to KTM the button setup
was different compared to the other bike I’d
been riding. I had to get used to them, train how
to use them and use the tests to experiment with
them. The adrenaline is going during the race so
to press something during a fast lap can be tricky.
I think it is something ‘automatic’ for me now and,
to be honest, it has to be.
Brad Binder: I haven’t played much with the
engine braking because I tend to find we have it
set up quite well from the beginning of a weekend.
Often, we play with the TC and the throttle maps
because you have to try more power in some
places on the track and less in others. You try and
set it all up through a Grand Prix weekend.
Pol Espargaró: Long corners can be a moment
to change the buttons. When you are leaning
over and on the throttle you have time to push
one, especially during practice compared to a
race. I don’t need to look at them to press. I know
the position. But for sure it is better to do it on
the straight. That way you avoid mistakes and
often in a race you are fighting with other guys
and are under stress. You can make errors at a

critical part of the race like going up with engine
braking instead of going down. Sometimes you
can have a ‘moment’ on the bike and it throws
you up and onto the buttons. Mistakes can also
happen when you are riding to the grid; you
are thinking about many things and you end up
pressing the wrong one! Then there are times
when you are racing and want to adjust the
engine braking but the bike might be shaking
and you hit another button. You really need to
know the base numbers you start with. If you
make a mistake then you pay for it because you
need to cycle through to the old set-up.
We are using a different dash compared to the
one we had originally. This new one is clearer.
Together with the team we set up the display and
maybe mine is different to Brad with some colours
and signals but the messages are the same. I like
to see the split times in the sector. I also like to see
the difference; for when I am doing something
different or not and whether it’s working. I think
the colours are the main difference to Brad’s.
Brad Binder: Everyone has their personal ways
of doing things. Some like to see their sector times
whereas I don’t, I just prefer the overall lap time
and even that can be a distraction sometimes.
Each rider has two bikes
each – once they’ve
found their personal
base setting both bikes
are set-up identically.
In general, the dash has everything I need and a
whole lot more. To be honest all I look at are the
shift lights and my lap time that pops up when I
cross the line. The shift lights are on the top. [The
ones to the side?] Good question! [laughs] I know
when we put on the pitlane limiter – to make the
bike stick at the speed allowed for the pitlane –
then we have some more lights there, but they are
also on when I activate launch control. Basically
they are guide lights.
Pol Espargaró: You might see a big ‘1’ on the
top of my triple clamp and that’s just to let me
know what bike I have. For instance, I might start
the weekend on bike ‘2’ but then have a crash
and switch to ‘1’ and then we’ll try both in the
warm up. It’s just for clarity and for explaining to
technicians about any electronic settings. I’ll say
I like something from bike ‘2’ but something else
from a different setting on bike ‘1’.
Brad Binder: I use the shift lights on top of the
dash mostly in FP1 and FP2, after that I pretty
much know when I need to shift. You can tell by
the sound of the engine as well. When you have
a long straight, somewhere like Qatar or Malaysia,
then it is always good to watch the lights so you
are hitting the optimum
moment for shifting. These
bikes have so much power
so if you short-shift a little bit
then it doesn’t make much
difference at all. The lights are
a good indicator then, once
you find your points, you
don’t use them too much.
Pol Espargaró: Sometimes
we’ll have the Dorna TV
camera pointing at us as
well from inside the bubble
screen. I haven’t had it that
often and I’m not sure I like
it that much! When you are
really happy or really angry
that should be a private
moment, but I appreciate the
fact that the cameras are nice
for bringing the people closer
to us and showing something
a bit different.

EXPLORING
Shaun’s first big assignment since joining
ON BMW’S NEW
S1000XR & F900XR
JHB TO SOUTH COAST & BACK
the MRW team was to take three new BMW
machines on a test from Johannesburg to
the South Coast and back.
Words by Shaun Portman | Pics by Beam Productions
After recently joining MRW full time my
brother Rob informed me that my first
assignment would be a trip down to Durban
to do some dealer visits. Naturally, this
wouldn’t be done in a car so we needed to
rustle up some bikes. I gave Greg and the
team from BMW Motorrad West Rand a call
who have been supporters of ours since day
one and asked them if they had any demo’s
for us to use. Greg didn’t hesitate and told
us to come through and collect an F900XR,
S1000XR and R1250GS Adventure.
The perfect combination of German
machines for a long ride like this and my
first time testing the latest additions to the
ever-growing BMW Motorrad range. Both XR
models are from the sports-touring segment
while the GS is pretty much do-it-all in any
terrain. All-three bikes have all the latest tech
and specs from top-grade electronics to
cruise control, which is always welcome on
long trips like this.

Joining us on the trip would be our friend and
one of MRW’s biggest supporters Ryno Albrecht
as well as Daniella Kerby and Gerrit Erasmus
from Beam Productions, who as always would
be taking amazing pictures of us. Ryno’s wife,
Casandra on her Kawasaki Z650 and George
Hadji who needed to run in his Aprilia RSV4 race
bike for next year would also be tagging along
for the trip.
Our Route to the South Coast
We certainly do live in
a country that invites
riding motorcycles.
We all woke up bright and early to meet at the
Engen One Stop Garage in Villiers. I would start
the trip on the S1000XR, Ryno on the F900XR
and Gerrit and Daniella on the R1250GS. We
didn’t want to take the normal route on the
N3 down to Durban, so we took the N3 but
turned right onto the R74, which took us past
the Sterkfontein Dam. This gave us our first real
photo opportunity for the day with the scenery
being breathtaking as those of you who have
taken this route will know. After taking some
static pictures we continued and followed the
R103 towards Eskort and then hopped back onto
the N3 towards Maritzburg and finally the R614
through the Valley of a Thousand Hills where we
had our second photo opportunity for the day.
The roads here are stunning with steep drop-offs
at every turn so the margin for error was minimal.
Being boys we didn’t need a second invitation
to put our bikes to the test so we did just that
but eventually enough time had passed and we
needed to continue towards Tongaat and finally
our destination Ballito.
The ride was just over 660km one-way and
took us way over 12 hours to arrive, so it was a
long day in the saddle. We did stop quite often
however and our average speed was quite slow
so all of this together is why it took us so long to
arrive in Ballito. Nevertheless, we all arrived safely
at our accommodation, Edward Place in Ballito,
and the bikes were all in one piece.
The bikes themselves performed perfectly and
were all very surprising on fuel. After arriving we
took the next couple of days to do visit dealers
No long trip is
complete without
a bit of dodgy
weather.
where we could also test the bikes in and around
town. This allowed us to swap bikes again and
test each bike properly.
We took the chance while out and about on
the bikes to take some pictures of the bikes
pretty much on the beach. I was so tempted to
take the R1250GS for a quick spin in the thick
sand around us but as I looked around I saw
the locals looking not so pleased out of their
windows at me, so thought better of it.
On our last day down at the coast, we planned
on visiting the Tugela River Mouth Bridge for
some final tracking shots and drone footage.
This is where things took a turn for the worse as
we put George, all 60kilos of him, on the BMW
S1000XR for the first time. Unfortunately, while
turning around he managed to get the front
wheel stuck in a drain on the side of the road and
fell over - short man syndrome kicked in. Luckily
he was okay and the XR had minimal damage
thanks to George breaking its fall. Things never
got better for George as while out for dinner
that evening his son fell off a jumping castle and
broke his arm. Luckily we had Ryno there as our
very own personal Medic. Thanks Ryno!
That meant that the next day on our ride
back to Johannesburg we would be one man
Two beautiful
machines that love
the open road.

short. The next morning we filled the bikes up
and headed off on the N3 towards Eskort due
to protest action on the R103 and back to the
R614 through the Valley of a Thousand Hills
where we were met by very bad, wet and misty
weather. The roads were extremely slick and we
could only see a couple of metres in front of us.
Thankfully we all made it out in one piece and
got back onto the R74 past the dam again and
towards Harrismith where we got stopped in a
massive roadblock. Passing through this with
no issues we headed back to Johannesburg on
the N3 where we arrived back at BMW Motorrad
West Rand just before they closed.
The bikes:
BWM F900XR
Having ridden the bike for the first time on the
final leg towards Ballito I had got a good taste
of the bike on the open roads. The bike was
stable and comfortable however the seat did
start getting a little hard after a while. The bike is
quite manageable with a seat height of 825mm
which makes it appealing to lady or novice riders
alike. The cruise control, like on pretty much
all BMW’s worked like a treat but I can’t say as
much for the quick shifter. I found that the quick
shifter paired with the 100hp in-line twin-cylinder
motor much like the one found in the 850GS
was not smooth and quite jerky especially at low
RPM. Acceleration was great and speed was fast
enough to get you in to and out of trouble, with a
top speed of around 230kph-even with my manly
110kg frame on it.
The bike was very nimble in town despite
weighing in at a wet weight of 219kg. I found
the controls easy to use which worked well with
BMW’s Smart TFT clocks. The traction control and
ABS worked very well and were not that intrusive
but were still on hand if needed. The bike had the
smallest tank out of the three bikes we tested
at a modest 15.5 litres. Although BMW claims a
consumption figure of around 4.2L per 100km we
managed to get 5.8L on our trip with a lot of startstop
and vigorous riding at some points.
The model we tested had two riding modes
being Road and Rain which were sufficient
enough for this type of bike. I was amazed that
the bike didn’t have heated grips as standard
but this can be added later if needed. The
standard adjustable screen worked well although
I wouldn’t have minded a slightly larger one for
the open roads and a little more wind protection.
We did do a lot of night riding and I must say
that the LED headlights were sublime and lit up
the roads and surroundings more than a kids face
lights up on Christmas morning.
The bike handled everything we threw at it and
managed to keep up with its larger cousins with
minimal complaints. I was very impressed with
my time spent on the F900XR. That is when I
managed to get Ryno off the thing.
RATINGS
PRICE: 7/10
LOOKS: 8/10
TOURING: 7/10
COMMUTE: 8/10
HANDLING: 7/10
POWER: 6/10
The F900XR boasts an adjustable (and effective) screen,
two riding modes, colour TFT dash with oodles of data
and phone connectivity, multifunction switchgear, ASC,
ABS, full-size grab handles, and LED headlights that
are closer to sunlight rather than piercing white (so the
surrounding dark doesn’t look as black).
Options and accessories put the F900XR ahead of
alternatives, and include everything from luggage,
centre stand and different seat heights, to heated grips
and cornering lights, through to electronic suspension,
cruise control, quickshifter, dynamic traction, cornering
ABS… hey, it’s a BMW. Did you expect anything less?
We had to remind Ryno that he had his
wife along on the trip as well, and to stop
spending so much time with the F900XR.

BMW S1000XR
I spent the most time onboard the S1000XR
and during that time grew to fall in love with
it. It wasn’t only the 162hp engine, much like
the one found in the S1000RR, but mainly the
perfect riding position coupled with one of the
best gearboxes I have ever used. The BMW quick
shifter and auto-blip was silky smooth at any
RPM. I found myself changing up and down gears
just for fun which didn’t aid my fuel consumption.
Tank capacity is quite a lot larger than the
F900XR at 20 litres. When I rode like a person
should ride, I averaged around 6L per 100km but
for the whole trip to Ballito and back averaged
6.6L per 100km with over 1300km travelled in
total. Quite impressive for what is essentially a
more comfortable superbike.
Seat height was taller than the 900XR at
840mm. One of the bad points of the bike is that
it is slightly heavy at a wet weight of 226kg. This
along with a bike that leant over way to low on
a side stand that seems to short did make the
bike difficult to lift off the stand at some points. I
almost found myself falling over at some pointsagain
shortish leg syndrome coming into play on
the 1000XR. Our resident yeti, Mr Gerrit Erasmus
from Beam Productions, had no such problems.
On the open roads and twisties, the bike’s
handling was intoxicating. I felt like I could get
my knee down at every turn, almost like being in
the Isle of Man TT. Having ridden the older model
before, I could feel the 10kg BMW managed
to shave off their newer model. Top speed is
265kph plus and wind protection perfect behind
the once again adjustable screen. The S1000RR
based motor is slightly de-tuned from standard,
but there is plenty of potential there to be
unlocked - now that would put the 1000XR on
another level.
The S1000XR beast out
in it’s natural habitat.
RATINGS
PRICE: 7/10
LOOKS: 7/10
TOURING: 8/10
COMMUTE: 7/10
HANDLING: 7/10
POWER: 8/10
Electronics were top-notch and I used the TCS
and ABS a lot especially on the way back to JHB.
Riding modes include Road, Rain, Dynamic and
Dynamic Pro and were easy to change between
with one simple Mode button. Unlike the 900XR,
Heated Grips were standard and very much
appreciated in the rain. The clock is the same TFT
display as used on most BMW motorcycles today.
This made changing between the three bikes on
the trip a whole lot easier.
The spec list is a line-up of the current must-have
adornments. The previous semi-active suspension is
now standard. Four riding modes (Rain, Rode, Dynamic,
Dynamic Pro) each adjust the response and how much
torque you’re allowed in the lower gears, and make a
difference you can feel.
Traction and cornering ABS are very capable, and only
noticed when you ride stupidly hard and/or set them off
on purpose.
Turn-by-turn navigation can be shown on the dash by
downloading an app to your phone, and if you really
must, can be used for music, phone calls and other such
distractions, too. Self-cancelling indicators are also
included, plus endless trip info on the dash.
Other highlights from the kit list include an adjustable
windscreen, storage below the seat, drop sensor and
removeable numberplate carrier.
Plus, there’s a raft of extra-cost options. The Dynamic
Package means clutchless gear changes, configurable
traction control, cruise control and LED indicators.
The Premium Package has electronic suspension
adjustment, heated grips, panier fastenings, GPS
preparation, a main centre stand and a luggage grip.
Then there’s a selection of sports-focused HP parts.
You can change footpegs, hand levers, seat, wheels (to
forged items), chain tensioner, and get a number of parts
finished in carbon fibre. There’s also an Akrapovic sports
silencer, and you can order a BMW 5.0” display with
motorbike-optimised sat-nav.
There’s also a Sport pack option that comes with a
titanium pipe as well as a gorgeous classic three-colour
BMW racing paintjob.

BMW R1250GS
ADVENTURE
BMW R1250GS Adventure
The wildcard on this trip was the R1250GS
Adventure. One of the most popular bikes on
South Africa roads, if not the world. Gerrit and
Daniella would be riding two-up for most of
the trip on the 1250 as it was the easiest and
most universal bike out of the three. Plus with
Gerrit being 10 foot tall (our resident yeti) this
made the most sense. I have never really been
a fan of the BMW GS but at the same time
haven’t ridden them that much.
I did get some much needed GS saddle
time on this trip and I must say, it transformed
my opinion on the bike. The bike is heavy at
a wet weight of 268kg, but at the same time
completely manageable. The turning circle
is unbelievable at low speeds and changes
direction like a Jack Russel chasing a Rat.
Fuel tank capacity is a whopping 30
litres and even two-up with luggage and a
lot of stop-start riding we got an average
consumption of under 6.9L per 100km. You
can easily get over 500km on a trip if you
rode as one should. I have never been a fan of
the horizontally opposed twin motor because
it sticks out so much however it does work
well as a package and produces a respectable
RATINGS
PRICE: 6/10
LOOKS: 6/10
TOURING: 9/10
COMMUTE: 7/10
HANDLING: 8/10
POWER: 7/10
A colour TFT dash with Bluetooth connectivity, LED
headlights (both add 5kg to all-up weight) and a basic
Hill Start Control system are now included on the base
R1250GS. The ‘Riding Modes Pro’ package includes
‘Dynamic Brake Control’, which automatically shuts
the throttle butterflies when you brake hard and stops
you from accidentally braking against the throttle in an
emergency.
Hill Start Control Pro knows when you’ve pulled up on a
slope (via the Inertial Measurement Unit) and applies the
rear brake for you until you pull away again.
For 2021 the GS is fitted with a six-axis IMU to allow
lean-sensitive ABS in standard trim (and an advanced hill
start option), as well as an optional adaptive swivel LED
headlight. A ‘40 Years GS’ model, based on the top spec
TE model, is also available featuring a black and yellow
paint job, yellow hand guards, screen and bench seat,
gold wheels and bars. Full test in next month’s mag.
// Titanium // Matt Black // Grey
R19 995.00 inc vat
ENQUIRE NOW FOR YOUR ADVENTURE BIKE.
065 365 1362 | info@300plus.co.za | www.300plus.co.za

136hp which can take the bike to a top speed of
over 230kph. It was also by far the most pillion
friendly bike on the trip. Electronics much like
both XR’s are faultless and include Rain, Road,
Dynamic and Dynamic Pro rider modes - I did
also see an enduro mode but was not brave
enough to give it a go.
Believe it or not when we left BMW Motorrad
West Rand the bike had only 22km on the clock.
So we used this trip as an opportunity to run it
in properly, without being restricted. I enjoyed
playing with the suspension settings as well,
as we travelled through different roads and
conditions. The quick shifter and auto-blip on the
GS is magnificent and changes smoothly up and
down through the gearbox.
I enjoyed revving the GS while at a standstill as
it had the same side to side movement one would
get while revving a huge American V8 muscle car.
The bike does have so much character and I must
say that I enjoyed my time on it.
The new modern-day BMW’s have an endless
range of tech available, so much so that we
couldn’t put them all to the test, even on a long
trip like this and it’s all this tech that not only
adds excitement to the riding experience but also
huge value.
A huge thank you must go out to BMW
Motorrad West Rand for entrusting us with their
demo bikes. They have a full range of demos
so please give them a call to arrange a test ride
today on 011 761 3500.
F900XR S1000XR R1250GS ADV
PRICE: From R205,100
ENGINE: 899cc, DOHC, 4vpc Parallel Twin
POWER: 105 hP @ 8500 rpm
TORQUE: 125Nm @ 6500 rpm
SEAT HEIGHT: 825mm (can be adjusted)
WHEELBASE: 1521mm
WET WEIGHT: 219kg
FUEL CAPACITY: 15.5 litres
PRICE: From R274,900
ENGINE: 999cc, In-line four, titanium valves
POWER: 162 hP @ 11000 rpm
TORQUE: 114Nm @ 9250 rpm
SEAT HEIGHT: 840mm (can be adjusted)
WHEELBASE: 1548mm
WET WEIGHT: 226kg
FUEL CAPACITY: 20 litres
PRICE: From R323,000 (2021 models)
ENGINE: 1254cc, Two cylinder boxer, four-stroke
POWER: 134 hP @ 7750 rpm
TORQUE: 143Nm @ 6250 rpm
SEAT HEIGHT: 890mm (can be adjusted)
WHEELBASE: 1525mm
WET WEIGHT: 268kg
FUEL CAPACITY: 30 litres

EXCLUSIVE
TEST
ICONIC
SUPERBIKE
EVERKAWASAKI ZX-7R
LASTING
Every motorsport enthusiast remembers the hay days of Superbike racing
and the iconic and now classic superbikes used by every manufacture who
competed in the World Superbike Championships back then. We at Moto
Rider World have a treat for you as we take you back in time and test some
of those iconic machines - starting with Kawasaki’s very much loved to this
day ZX-7R machine. Words by Shaun Portman | Pics by Beam Productions

We were lucky enough to test one
of mine and many others favourite
looking production bikes of all
time. The bike stuck out like a sore thumb on
the WSBK grid. It was deemed as the underdog,
yet I could always remember it being right at
the sharp end at every race weekend, taking on
the mighty Ducati’s and other 1000cc Jap bikes.
Yes, it was the Kawasaki ZX7R.
As a young bike racing fan sitting in front of
the TV in my nappy, which was more often than
not filled with some not so tasty surprises for
my mom to change, I remember seeing bright
green machines fighting to the death for that
glorious taste of victory. Not only was I a huge
fan of the ZX-7R, but also most of the riders that
raced it over the years. The likes of Scott Russell,
Akira Yanagawa, Neil Hodgson, Chris Walker,
Gregorio Lavilla and Simon Crafar pushed the
750cc powered machine to the absolute limit
over the years.
The bike did win a World Championship with
Scott Russell in 1993, however, it was the later
version of the ZX-7R which got me excited. Fast
forward 27 years and I am now out of my nappies
and was finally going to get my chance to test
one of these iconic machines. Although not the
actual championship-winning one, this one has a
pretty decent story behind it none the less.
Steve Koi’s Green Machine
The bike in question is most probably the
cleanest and most original 1997 ZX-7R in the
country purchased as a demo model from Linex
Yamaha for R48 000.00 with only 4200km on
the clock by its proud owner Steve back in 1999.
Before this, I had ever only seen one or two
beaten up Brakpan examples in real life. So as
you can imagine I was smiling from ear to ear
when I saw this one for the very first time.
The bike has low mileage for its age. With the
odometer removed and bike put in track trim,
Steve told me that the mileage on the bike is
only around 12 000km.
Although pretty much standard, except for
the Akropovic exhaust and race kit, there is an
interesting back story with this bike. Dressed
up in a Chris Walker livery we learned that this
wasn’t any ordinary fairing kit. The fairings and
decals were sent to him by the then WSBK
team - run by team ECKL - who Steve got to
Pictured here is the original ZX-7R Steve
bought from Linex Yamaha back in 1999.
To the right is the World SBK bike of Chris
Walker at Kyalami in 2002 - that same body
kit is the one featured on the bike we test
here. Below that is a pic of owner Steve
with Chris Walker at Kyalami in 2002.

know really well when Gregorio Lavilla and
Akira Yanagawa were the riders in 1999/2000.
Later on, when Hitoyasu Izutsu and Chris Walker
were riding the bikes, Steve was invited as a VIP
guest during the Kyalami round in 2002 where
he got to meet the team and riders as well as
sitting on their bikes. A couple of months after
the Kyalami round the team sent Steve some
merchandise along with Chris Walkers fairing kit
which he would fit to his own bike later on.
Since he purchased the bike way back in
1999, steve has since transformed it from the
gorgeous standard road trim into the iconic
racing replica you see before you. In 21 long
years and around 12 000km later, Steve has not
opened up the motor which is still 100% original
and untouched, not giving so much as one
hiccup during that time.
Time to ride
Anxious about testing this bike was an
understatement. I was so nervous as I set eyes
on the bike for the first time at the track. It was
like meeting one of my idols for the very first
time. I was in awe and speechless, something I
am not accustomed to being very often.
Back to the bike though. Exiting pits for the
first time was a huge responsibility because if
something was to happen to the bike it would
pretty much be irreplaceable and Steve would
definitely not be pleased with me. Now I haven’t
ridden any older superbikes and have been spoilt
by modern bikes which have way more power and
electronics, so this was all new for me. A couple of
laps in and I started to slowly up my pace, lap by
lap. The bike is heavy, but this made it incredibly
stable at the same time. The suspension is still
stock standard and was way too soft for my
liking but did manage everything I threw at it. I
have to be honest here and say I was left a little
disappointed after my first session. This was more
to do with my expectations and comparing the
ZX7R with modern-day superbikes which is really
unfair to do.
So I took a couple of steps back and judged
the bike for what it was and at the same time
changed my riding style and spoiled habits
picked up over the years. My next session was
a complete transformation and a couldn’t wipe
the smile off of my face from lap 1. The bike
has so much character and the noise from the
Akropovic exhaust was sublime. The vibration
was minimal and power delivery so smooth from
the 122hp 750cc In-line four motor. The bike
had an aftermarket quickshifter fitted which
let the bike down (Steve has since removed it
and says the bike feels much better and more
responsive). I felt like I could change up quicker
without it and that it was just costing me time
and caused the bike to cut out intermittently.
Brakes were surprisingly good and managed
to stop the over 203kg (dry weight) bike with
no complaints or fade. I felt like Chris Walker on
the bike, getting quicker and more confident
with every passing corner and before I knew it
the flag came out and the session was over.
As the day went on my love affair with the
bike grew stronger and stronger. Sadly my day
was cut short by the quickshifter issues causing
the bike to cut out, but I was still on cloud 9
after this bucket list experience.
After the days riding it was time for some
serious business. I sat Steve down and offered
him R25 000 cash notes in a black briefcase for
the bike. To my surprise and horror, he declined.
So, I left Redstar Raceway without the deal of
the century and one of my all-time favourite
bikes. However, I can now proudly say that I
have ridden one of the bright green machines
that I used to watch when I was in dirty nappies.
Stay tuned to up-coming issues where I get to
test some more very iconic and mouth-watering
superbikes from years gone by.
Production: 1989-2003
Engine: 748 cc (45.6 cu in) four-stroke,
liquid-cooled, 16-valve DOHC , inline-four
Power: 104-109hp | 71-76Nm
Frame type: Aluminum twin-spar
Wheelbase: 1440mm
Seat Height: 780mm
Wet: 235–239 kg (wet)
Fuel Capacity: 18 litres

EXCLUSIVE
TEST
TRIUMPH
ROCKET 3 GT
& BMW R18
TWO CRUISERS:
ONE BIG & ONE BIGGER
IRON
HORSES
The cruiser market has always been
popular and mostly dominated by the
likes of Harley-Davidson, but more-andmore
manufacturers are starting to dive
into this market releasing some very
tasty treats such as the two new models
we have on test here...
Words by Rob Portman | Pics by Beam Productions
I’ve always looked at cruisers as the old
man’s bike - for riders that no longer
seek speed or thrills, but rather peace
and harmony. Climb on your bike and
go ride anywhere and everywhere and
just set your mind free.
Cruisers have never been known for big
tech or fancy gadgets, but rather the less is
more theory - a little goes a long way kind
of vibe. When you think cruisers you think
Harley-Davidson, Indian, or at least I do,
but these days cruiser riders are spoilt for
choice. No more just having to settle for the
little options available, now, a wider range is
available and boy have they come a long way.
Until now, I’ve had no desire to cruise, I’m
still very much the sportbike enthusiasts I
have always been, but with this new venture,
I have been asked to step out of my comfort
zone and give different aspects of motorcycle
riding a go. So, I decided to give the whole
cruiser thing a go and got my hands on two
of the latest offerings on the market today.
Turns out it was more like testing apples
against oranges. While I thought I was testing
two cruisers, turns out one was very much
an old-style cruiser, and the other a gift sent
from the motorcycling gods! So, I scrapped
the versus test and decided to rather just
highlight my views on both machines.

Rocket Man
I just happened to be watching the Elton John
movie called Rocket Man just before typing out
this article, hence the title for the first bike on test
- Triumph’s Rocket 3 GT, which has indeed turned
me into a Rocket Man!
Holy shit, what an impressive piece of kit. I
mean this thing has it all and does it all.
Years ago I was forced to ride Triumph’s first
rendering of the Rocket - a big, heavy brute
that loved a straight line but didn’t know what
to do when the road curved. It didn’t like to
do much other than go in one direction. Yes, it
was blisteringly fast and featured an impressive
engine, but what’s the use if it doesn’t turn or
stop? Despite this, it sold very well here in SA and
worldwide. The “big” cruiser market was booming
and soon others followed.
Fast forward to present day and Triumph have
done their homework, using what they learnt
from the first Rocket project to create a Rocket
that will take whoever sits on it on an out
of this world experience. No wonder they
called it a Rocket.
The GT part of the title stands for Grand
Tourer, which is fitting as well as it’s very
grand and does the touring part very well.
Build quality is sensational from front to
back - no unwanted cables sticking out, no
funny design flaws or blemishes - just pure
quality. Give that design team a bottle of
Bells please (slow clap).
Powering the Rocket is a rocket - a
monstrous 2500cc Britsh triple - the
largest production motorcycle engine
in the world that produces 167hp. Now I
know what you are thinking. A 2500cc
that only pushes out 167hp? I can hear
you guys from the East and West Rand
telling me how your old Katana, GSXR, or
ZZR1400 pushes out way more than that.
But, listen to this. That 2.5 litre pushes out
a class-leading 221Nm of torque - 71% up
on anything else in the market. And the
East and West Rand go quite...
Now, this is the most important
part of it all. Those big numbers are
TRIUMPH ROCKET 3 GT
ENGINE: 2458cc Inline 3-cylinder,
water-cooled, DOHC
POWER: 165 bhp @ 6,000rpm
TORQUE: 221Nm @ 4,000rpm
SEAT HEIGHT: 750 mm
WHEELBASE: 1677 mm
WET WEIGHT: 291 kg
FUEL CAPACITY: 18 l
PRICE: From R332,000
BMW R18
ENGINE: 1,802 cc (110.0 cu in)
two-cylinder boxer
POWER: 90 bhp @ 4,750 rpm
TORQUE: 158Nm @ 3,000rpm
SEAT HEIGHT: 690 mm
WHEELBASE: 1731 mm
WET WEIGHT: 345 kg
FUEL CAPACITY: 16 l
PRICE: From R299,900

impressive, but just like the old bike, it would
mean nothing if the thing didn’t know how to stop
and turn. This is where Triumph has got it spot-on
this time around. They’ve dressed the Rocket 3
GT in top quality components to help keep all that
power in control. Showa adjustable suspension
front and back help take care of getting the brute
around corners while Brembo Stylema brakes
have been assigned the tough job of getting
the 300kg plus machine stopped. That is a very
impressive list of tech, way above what some of
its rivals have. In fact, after testing this machine I
don’t think it actually has any rivals.
Everything is quality, from the shaft drive design
to the very simple, yet effective TFT dash that
displays all the info you need without having to
pull out a magnifying glass. Oh, I haven’t even
mentioned the wheels - just look at that beautiful
16 x 7.5in cast aluminium rear wheel design - love
it! Even the specifically made just for this machine
Avon tyres have the British logo infused in them.
Oh, and those pipes, those LED headlights, that
radiator... and the list goes on and on...
Helping make the new Rocket better is the fact
that Triumph engineers shed 40kilos compared
to the previous model - that’s a lot! While she is
still a hefty girl at 294 kilos dry, you don’t feel that
weight at all when riding and you know what they
say about big girls...
Shedding that weight, along with the added
top components make riding the new Rocket 3 a
lot easier than the previous carnation. It’s hard to
believe they even come from the same bloodline,
so to speak. They are world’s apart - testament to
what an amazing job Triumph has done.
My love affair with the bike started when I first
had a real good, close up look. It then spiralled out
of control after riding it.
It’s everything and more one could want from
a cruiser or any motorcycle for that matter.
It’s ridiculously comfortable, has ridiculous
performance, just the right amount of tech and
loves to be ridden hard. You know what they say
about big girls... Getting naughty now, I’ll stop.
The techy stuff is very impressive. From
standard you get riding modes - Rain/Road/
Sport/Rider- all configurable - ride-by-wire
RATINGS
PRICE: 8/10
LOOKS: 8/10
TOURING: 8/10
COMMUTE: 6/10
HANDLING: 7/10
POWER: 9/10
The riding experience on the
new Rocket 3 GT is literally
EARTH SHATTERING!
throttle, which is dreamy, a host of rider aids and
indicators that turn themselves off. Best of all, it’s
all easy to understand and operate - you don’t
need a degree in anything.
Tank capacity is at 18 litres and like any British
brute this thing likes a pint. You will be spending
a bit of cash on fuel. You can take it easy and ride
slower to save fuel, but that’s just a slap in the face
for a machine like this. With a very heavy right
hand, I managed a respectable 6.9l/100km.
With a wheelbase of 1677mm she is long and a
seat height of 750mm is low. Long, low, 221Nm of
torque - drag race time. I did put the Rocket 3 up
against some superbikes and sportscars out on the
road and left them for dead from robot to robot,
which gave me a very big smile on my face.
My short legs did get a bit uncomfortable being
stretched far out on the cruiser styled pegs after a
long day riding. I did mention this to Triumph Boss
Man Bruce Allen when I returned the bike and he
grinned politely and went on to tell me that the
pegs are adjustable from standard. Oh, nice, that
will help. Ok then, I officially have no gripes with
this machine then. Moving on...

Zie German cruiser
I feel kind of bad now, as all that excitement you
have just read is slowly going to fade away as I
take you through my experience with the R18.
Not because it’s a crap bike, just because it was
nowhere near as exciting for me as the Triumph.
From when BMW first released pictures of the
new R18, I was not overly impressed. Yes, there is
no doubt it’s a master-piece with design elements
that are breath-taking - like that Boxer engine -
but in many ways there are design flaws in my
eyes and my overall riding experience was not the
greatest, if I’m being honest. But, as I said earlier I
am not what you would call a cruiser rider so it is
a bit unfair being so harsh. Having said that, the
Triumph is a cruiser as well and it blew my mind...
I see the R18 as the Mona Lisa painting - it does
nothing for me, but at the end of the day it’s a
work of art. I can appreciate a lot of things on the
R18. Its classic style and being part of the Heritage
range of the Motorrad stable it fits right in. It’s
classy and elegant, with glimpses of rawness. It
has more chrome bits than a rappers mouthpiece
and painted in the black colours really makes it all
stand out even more.
I can’t say I’m a huge fan of the shaft drive,
especially when looking at it parked next to
Triumph’s sensational creation. It’s a bit of an
eyesore to me, along with the very-old school
dash which doesn’t give you much info at all.
This is my biggest argument when it comes
to the new R18. I look at it and all that’s involved
and ask the question “could this bike have been
built and manufactured 15 or 20 years ago?”. And
the answer to that question is yes. There’s not
much newness to the bike, which still comes with
a crazy price tag that should warrant some new
tech. At R299,000, starting price, I’m not too sure
what you are actually paying for? The name, the
heritage factor, maybe?
It’s powered by a 1802cc Air/oil cooled twocylinder
four-stroke boxer engine that produces a
mere 90hp. That’s not a typo, the 1.8-litre engine
produces only 90 horsepower... Yes I know it’s not
a sportbike but really? I mean, the Yamaha Tmax
scooter has 47hp, that’s only half less, and it’s a
500cc scooter! Boxer engines have never been
built for big power I suppose, but rather good low
down punch, which the R18 does have a bit of
with 158Nm on hand.
RATINGS
PRICE: 5/10
LOOKS: 5/10
TOURING: 6/10
COMMUTE: 4/10
HANDLING: 4/10
POWER: 5/10
Front and rear suspension are very basic. It
feels good and solid while on the open road but it
doesn’t respond well to bumps. It does get the bike
around corners somewhat well until the pegs get in
the way. Lean angle does not exist on this bike.
Twin 300mm discs upfront help get the bike
stopped, not in a huge hurry or with a great
feeling, but they do work along with the ABS.
Seat height is 690mm, so even Sheridan will get
both feet down. It has a 16-litre tank and because
of the lack of overall power, it doesn’t drink
nearly as much as the Rocket. I averaged around
6.2l/100km.
At 345kg wet it’s a very heavy bike. Getting it
off the not very confidence-inspiring side stand
did take a bit of work and moving it around
for photos was my gym workout for
the day. All that weight translates to a
stable bike on the open road and in
long, sweeping turns. Tight turns do
become a bit of an obstacle.
The seating position is fairly
comfortable, although I’m not sure
they got it right with the pegs down

low and right up against the Boxer engine. You
do get a lot of heat on your legs. Taller riders are
going to feel like an economy class passenger,
with not a lot of legroom available. The low,
slightly stretched riding position did start to
punish my lower back after a few hundred
kilometres and my shoulders also did feel a bit
used after the days riding.
Overall
World Apart; the best
way to describe this test.
Yes, both are cruisers, but
one is designed to thrill
and the other to chill.
Harley-Davidson’s “old school” approach is
starting to fade with “young” cruiser riders
wanting more and this is where the Triumph has
hit-the-nail-on-the-head so to speak. They have
almost re-invented the market with the Rocket 3
GT, which as I mentioned I don’t think it has any
real rivals. It did everything well and has all the
tech, sophistication, aggression, style and rawness
one could possibly want not just from a cruiser,
but a motorcycle.
Pricing on the GT starts from R332,000 and you
get a lot of value for money with this machine. It’s
no wonder they are selling so well here in SA!
The R18 is a classic cruiser for sure, but with a
modern-day price tag and that’s my biggest gripe
with the bike. It’s more of a design piece, made to
impress the eyes more than the riding heart and
soul in my mind. As I said I am no cruiser, so what
I will be doing for the next issue is get a proper,
experienced cruiser rider who can write a good
story and give us all his honest opinion to see if I
am just a spoilt little sportbike rider who doesn’t
know how to appreciate true art.
Big thanks to Triumph SA and BMW Motorrad
West rand for letting us test their bikes. Both are
available for test rides. Bookings essential. Call
Triumph on 011 444 4444 or BMW West Rand on
011 761 3500

FEATURE
SMALL
ADVENTURE
BIKES
MATTER?
A
To go “adventuring” you need a big, expensive, fully kitted out adventure
bike don’t you? Well, not really. Brian Cheyne tells us how one can go
exploring our beautiful country on some very affordable adventure bikes.
Words & pics by Brian Cheyne
DOES SIZE REALLY
few winters ago I was on my way to work
in my car. I was jockeying for a piece of road
when a motorcyclist came past me. He was
dressed for the cold. His bike had a big bag
on the back. In front of the bag, a sleeping
bag and a bright pink sleeping mattress were
strapped down. I envied him for the adventure
he was embarking on. Alone. I finished the
story-line in my head of the moments ahead,
the road, the tranquillity of it all. The freedom .
Wherever he was heading, a part of me wanted
to go with him. I am sure there were quite a
few other motorists who also wanted to be
a part that lifestyle but somehow never take
the leap.. They probably think that in order to
go on any type of adventure, you need a 1250
GS, all the panniers and a ‘Proudly Meerkat’
sticker. But let me make one thing abundantly
clear; adventure is not defined by engine size
and can be had for a lot less money than some
people spend just on accessories.

I have been fortunate enough to ride quite
a number of the latest crop of small capacity
adventure bikes. Bikes like the KTM 390
Adventure and the Zontes 310-T. I personally own
a BMW 310 GS, so I think I am in a very good
position to comment on the feasibility of using
one of these bikes as an adventure machine. In
fact, I have undertaken a fairly extensive trip to
Verneukpan in the Nortern Cape on a Zontes 310-
T and more recently a trip to Sabie on my own
BMW G 310 GS. On both occasions, I got to the
same destination as I would have, had I been on
a bigger bike. However, you need to take a few
things into account:
You will have to adapt your
riding behaviour.
To coddiwomple means to travel purposefully
toward an as-yet-unknown destination. That
sounds a lot like my way of traveling. I tend to
pick a direction, rather than a destination. I like
to go slow. I love to stop and chat to people
and when the moment justifies it, take the odd
picture. For this style of travelling, the smaller
capacity bikes make perfect sense as the journey
is not about speed or power.
On the downside, I was in a situation on Long
Tom pass where I was behind a car who crawled
through the corners and accelerated hard when
the road opened up. That meant that, even
though I was faster than him in the corners, I
could not overtake when it was safe. The bike
simply did not have the grunt. The only logical
thing to do was to pull over, and just enjoy the
scenery for a while. That way I could get a decent
gap in the cars so I could enjoy the sweeping
curves of the pass.
You can be a little more adventurous
when the tar road ends.
The one thing the smaller bikes have going for
them is their weight. Or more correctly, their
lack thereof. There were a few occasions where
I ventured off onto small service roads. Had I
been on a massive BMW or KTM, I might have
reconsidered. Yet, with the smaller bike, the
lightness is a definite plus.
You can unfortunately not be
too adventurous.
Let’s be honest, none of the bikes I have ridden
are fully capable off-road machines. No, they
are basically road bikes dressed up to look
like adventure bikes. You have to be bit more
circumspect with where you ride. However, with
a little skill and common sense, you might be
pleasantly surprised how well these bike cope
with changing terrain.
Your wallet will thank you.
Not only are these smaller bikes a lot cheaper
than the fully fledged adventure bikes, they also
cost less to insure and use a lot less fuel. Again
I have to point out that if you are going to ride
a 310 GS for an extended period at full throttle,
your fuel consumption will suffer. Obviously.
Choose this right bike for you.
This end of the market is expanding, but the main
players are BMW, Kawasaki, KTM and Zontes.
BMW has just refreshed its 310 range with updated
clutch and other electronics. Just a pity BMW
overlooked the bike’s most glaring problem -
the soft suspension. The BMW is, however, very
comfortable to ride even with my 6-foot frame. It is
a tall bike and many people mistake it for a bigger
bike. What amazed me even more is how many
people asked me about the bike, even though it
has been around for more than two years.
The KTM 390 Adventure is the newest model
and has a host of features you would expect
to see on a more expensive bike. The Kawasaki
Versys 300 is also a very capable bike. Just cover
the rev-counter when you ride, as the engine runs
at ridiculous rpms at the speed limit.
The Zontes is probably the surprise inclusion
but it really is a solid bike. It also offers a lot
of bike for the money. They have a new model
coming soon with a larger front wheel and
spoked wheels. That should put the cat among
the pigeons! All of these bikes will set you back
around R100 000. I encourage you to take each
one for a test ride though. Each one has its own
character and, depending on your length, there is
one that will suit you.

Parting shot.
A friend of mine and I rode all the way to
Graskop on a weekend. She was on a F 700 GS
and I was on my 310. Two friends, two bikes and
the wind to keep us company. We rode to the
top of a mountain overlooking Long Tom pass.
We stopped for a Toboggan ride. We made an
even longer stop on a forest road to nowhere.
The world and it’s problems seemed a lifetime
away. Which got me thinking: Did it matter what
size my bike was? The destination was the same.
Would our experience have been any different
had I been on a larger capacity bike? Yes, we
would probably have arrived at our destination
a few minutes earlier, but the journey would not
have been more rewarding. Two friends arrived
together at a beautiful view, making their own
adventure. Adventure is not measured in engine
size and far less by the brand of motorcycle you
ride and definitely not by the amount of money
you spent.
If you ever felt that the large adventure bikes
are out of your reach, then I encourage you
to consider a small adventure bike and just
disappear. And if your friends mock you about
your choice, get yourself new friends. Live for
moments, not things!
ZONTES
310-T
BMW
G310GS
KTM
390 ADV
PRICE: R77,900
ENGINE: 312cc, Liquid-cooled, 4v single
POWER: 35 hP @ 9500 rpm
TORQUE: 30Nm @ 7500 rpm
SEAT HEIGHT: 830mm
WHEELBASE: 1400mm
WET WEIGHT: 159kg
FUEL CAPACITY: 15 litres
PRICE: R90,800
ENGINE: 313cc, Single cyl, 4-valves, WC
POWER: 34 hP @ 9250 rpm
TORQUE: 28Nm @ 7500 rpm
SEAT HEIGHT: 835mm (can be adjusted)
WHEELBASE: 1420mm
WET WEIGHT: 169kg
FUEL CAPACITY: 11.5 litres
PRICE: R93,999
ENGINE: 1254cc, Single, 4-stroke, 4 V DOHC
POWER: 44 hP @ 9000 rpm
TORQUE: 37Nm @ 7000 rpm
SEAT HEIGHT: 855mm
WHEELBASE: 1430mm
WET WEIGHT: 172kg
FUEL CAPACITY: 14.5 litres

EXCLUSIVE
FEATURE
THE STORY OF
DESMO DOVI
UNDAUNTED
TO UNEMPLOYED
A N D R E A D O V I Z I O S O
Over the years many riders have come through the ranks and have gone on to
become legends of the sport despite the fact that they never won a premier class
title. take Randy Mamola for example, year after year the American just could
not get that title no matter how hard he tried. Andrea Dovizioso is in the same
boat. He has become a legend of the sport even though he was never able to win
a premier class title. Now, he has decided to take a sabbatical in 2021. This is the
story of how Andrea Dovizioso went from up and coming hero to dejected legend.
Words by Mitchell Boyes | Pics by RedBull Content Pool
Born in 1986 in the town of Forlimpopoli,
Italy, Andrea Dovizioso was a name that
would become world-renowned in the
future. Andrea Dovizioso is the son of Sicilian
motorcycle racer Antonia Dovizioso who, from
an early age, encouraged Andrea to get into
Motorcycle racing.
Dovizioso got his first big break in
Motorcycle racing in 2000 when he won the
125cc Aprilia challenge. In 2001 Andrea moved
to the 125cc European championship where
he once again won. In the same year, Andrea
also took part in his first world championship
race at Mugello where he unfortunately retired.
After showing that he had what it took, Andrea
joined the 125cc world championship for the
2002 season. Dovi’s first season in the 125cc
championship was not exactly spectacular. He
finished 16th. In his second season there was
a notable improvement from the young Italian
manging four podiums and finally finishing
5th at the end of the season. It was in 2004
Andrea Dovizioso showed what he could do.
After 5 race wins and four podiums, Andrea
Dovizioso won the 125cc World Championship.
After a good three years in the 125cc class, it
was time for Andrea to move up to the 250cc
class. Dovizioso had a successful 3 years in the
250cc class finishing 3rd in 2005. In 2006 he
finished runner up to none other than 5-time
world champion Jorge Lorenzo. In 2007, after
once again fighting for the title and once
again finishing 2nd overall, Andrea Dovizioso
announced he would be moving up to the
MotoGP class.
In 2008 Dovi was in the GP class with a
satellite Honda and had a very impressive
rookie year finishing in 5th place overall.

During his 2008 season, Repsol Honda quickly
saw just how talented the young Italian was and
gave him a factory Honda ride replacing the
outgoing Nicky Hayden. Between the years 2009
and 2011. In his years with the Factory Honda
team, Dovi only managed one win. That being
said it was a very impressive win at Donington
Park in what can only be described as difficult
conditions. After not delivering what the factory
team was expecting, Andrea Dovizioso was
offered the chance to return to a satellite Honda.
The Italian, however, did not want to stay with
Honda and so accepted a seat in the Monster
Energy Tech 3 Yamaha team alongside the
now-retired Cal Crutchlow. The Italian rode a
good season on the satellite Yamaha finishing
a very respectable 4th place in
the championship. After only one
season with the satellite Yamaha
team the Italian was once again
snapped up by a factory team,
this time Ducati and replacing the
outgoing Italian legend Valentino
Rossi. His first season with the
Italian manufacturer was not ideal
with the best placing of 4th in
a wet French Grand Prix. After
several years with Ducati and
years of development, the pairing
of Ducati and Dovizioso finally
became a winning combination.
At the Italian GP in 2017, Andrea
Dovizioso became the first
Italian to win on a Ducati in Italy. After that,
the sluice gates opened and Dovizioso was
once again challenging for wins, but It wasn’t
just wins that Dovi was fighting for, it was the
championship. Andrea Dovizioso put up as hard
a fight as anyone could have to take the title
fight with Marc Marquez to the last round of
the championship in Valencia where the Italian,
unfortunately, crashed, losing the championship.
For the next two years in 2018 and 2019, it
was once again Andrea Dovizioso who was the
only rider that could hold a candle to the likes
of Marquez however, it was once again Marc
Marquez who came out on top in both years.
After Marquez’s horrible incident at the
opening round of the 2020 season many,
including legendary commentator Nick Harris,
believed that the 2020 title was Dovizioso’s to
lose. As we now know, the Italian did not have
a great season struggling with both the new
tyres for the 2020 season as well as struggling
internally with his team and as a result, did not
have anything near the pace to win the 2020
world championship.
Despite things looking good at Ducati from
the outside, this was not the case. What seemed
like a match made in heaven, the relationship
between Ducati and Andrea Dovizioso was
starting to turn sour. The Bologna-based factory
was starting to get frustrated with the fact that
they could not match the combination of Honda
and Marquez. Ducati also complained that much
of the time Dovizioso was too clinical and lacked
the aggression needed to properly challenge
“Despite things looking good at
Ducati from the outside, this
was not the case. What seemed
like a match made in heaven,
the relationship between
Ducati and Andrea Dovizioso
was starting to turn sour.”
the likes of Marc Marquez and other young
guns regularly. Ducati team manager, Davide
Tardozzi went on to say that the fact that they
couldn’t fight for the title this year made the
team seriously reconsider their team structure for
the future. On the flip side of the coin, Dovizioso
was getting frustrated with the way Ducati was
handling him. The Italian made it clear in his Red
Bull documentary that Ducati would not listen to
what he had to say when it came to improving
their bike and that there was fighting within the
ranks. Adding to Dovi’s frustration, there were
claims that Ducati was not prepared to pay
Andrea the salary that he believed he deserved.
He also took a shot at MotoGP as a whole saying
that “in MotoGP you are caged”
At the beginning of the 2020 season, it
seemed as though ‘Mr Undaunted’ was at the

Could we see
Dovi back in these
colours for 2021?
Strong rumors
that he will replace
MM93 if he is
unable to return.
end of his tether and it looked
very much like he was over racing.
While we have some sort of idea
about what happened between
him and Ducati there are other
things to take into account, such
as what was going on in the
background and his personal life.
At the Catalan Grand Prix Andrea
Dovizioso announced that he
would be leaving Ducati at the
end of the 2020 season and that
he would be taking a sabbatical
from MotoGP in 2021 intending
to return in 2022 should he get a
competitive enough ride.
Now that Dovi has taken his
sabbatical there some questions that people want
the answers to, questions like, what will Dovi do
next? And will he come back? In an interview I did
with Nick Harris about Nicks life - full feature in
next issue - I took the opportunity to ask him what
he thought of Dovi’s career and what he thought
about the sabbatical. He said that Andrea had had
a stellar career but was never really able to make
the most of it. When asked about Dovizioso’s
sabbatical he said that with the fast pace at which
MotoGP is moving and the new talent coming
through, the chance of him coming back are very
slim. There is also the question of what Dovi will
do during his sabbatical.
Andrea has a keen interest in other forms
of motorsport, competing in the Super Trofeo
(Lamborghini Racing) as well as World rallycross
and DTM. Other than MotoGP though his
favourite sport is Motocross as he says it makes
him feel free and not as caged as MotoGP. It’s for
this reason that I believe that Dovi will probably
go into motocross but at a lower, probably
regional level.
Andrea Dovizioso has had a truly fantastic career,
unfortunately for him, he was just never able to
reach the ultimate goal of winning a MotoGP world
championship despite having ridden for two top
factory teams. On the one hand, I hope Andrea
can come back and show just how good he is,
on the other hand though, there is so much new
talent coming through the ranks that it only makes
sense that the older generations perhaps begin to
move aside and allow the youngsters to show what
“Andrea Dovizioso has had
a truly fantastic career,
unfortunately for him, he was
just never able to reach the
ultimate goal of winning a
MotoGP world championship
despite having ridden for two
top factory teams.”
they’ve got. According to Nick Harris, the pace of
life in MotoGP is just too fast and the chances of
Dovi making a comeback after his sabbatical are
slim to none.
Despite all of this it is going to be strange not
seeing the 04 on the grid for the 2020 season.
He became a stalwart of the sport and I will miss
watching him race. All of us at Moto Rider World
wish him the best with whatever the future
might hold.

Words by Declan Constable (everythingmotoracing.com)
THE DOVI & GIGI
DILEMMA
Andrea Dovizioso has opened up the flood
gates about why he left Ducati.
Could we see
Dovi back in these
colours for 2021?
Strong rumors
that he will replace
MM93 if he is
unable to return.
After 8 seasons with the Italian
manufacturer Andrea Dovizioso has
parted ways with Ducati, announcing
this in terrific fashion in the Austrian GP.
Dovizioso was sick and tired of how he
was being treated by Ducati who expect #1
and anything less than this is unacceptable,
Dovi took 3 runners up medals in MotoGP
behind Marc Marquez who is the most
dominant rider the sport has ever seen
since Valentino Rossi’s 2001-2005 title run.
Prior to and during the Austrian Grand Prix
there was much talk surrounding Ducati and
Dovizioso with no news of a contract being
signed for 2021 and onwards with growing
frustrations between the two becoming more
and more public. These frustrations were
highlighted in the Red Bull Documentary
‘Undaunted’ which followed the 2019 season
of Andrea Dovizioso, giving viewers a look into
what goes on behind the scenes, it was very clear
watching this that Dovizioso held much anger
and frustration towards Ducati and this blew up
over the Austrian Grand Prix weekend.
During the weekend several Ducati members
including Davide Tardozzi confirmed to the
media that they were looking at Dovizioso’s
performances and evaluating these to
decide whether they wanted to hire him for
the following season, they publically gave
Dovizioso an ultimatum stating that he had 3
race weekends to impress and if he didn’t then
“There was never an offer,
there were no negotiations.
I still did not know that
they no longer wanted me.”
they would look to hire another rider. This was
the tipping point for Dovizioso, after years of
frustration towards the brand and bringing them
14 MotoGP class wins he felt disrespected.
The confirmation of the split was confirmed
by Dovizioso’s manager Simone Battistella to
Sky Italia the day after this ultimatum was given,
Ducati CEO Paolo Ciabatti also confirmed this on
the same day, Dovizioso had cut ties with Ducati
and confirmed he wanted to focus on racing
and not on a contract. The Austrian Grand Prix
race was the very next day and was bittersweet
for Dovizioso who took the race win, putting up
middle fingers aimed at Ducati on the podium for
all to see.
It was common knowledge that the reason for
the split was down to money with Ducati wanting
to give Dovizioso a pay cut due to COVID-19
cutting into their budgets, however, Dovizioso has
confirmed otherwise in an interview with Italian
media Gazzetta Della Sport saying, “It was said that
I wanted this and that. All lies. There was never an
offer, there were no negotiations. I still did not know

that they no longer wanted
me. But what they said was
the confirmation that for
Dall’Igna it was already over
after that 2019 meeting.”
The 2019 meeting? You
may be wondering what said
meeting was, this was the
meeting which effectively
ended his contract from
2020 onwards with an
argument with Gigi Dall’Igna exploding out of
control and Gigi mentally closing the doors on a
new contract, keeping this to himself, of course,
to preserve what little relationship the pair had.
“Let’s say that there was no transparent
behaviour [between Ducati and Dovizioso]”, said
Dovizioso. “Unlike Petrucci, who was told before
the season that there would be no room [Petrucci
was replaced by Jack Miller incredibly early on
into the season]. Gigi stated that he understood
that it was already over from the 2019 meeting
between the Sachsenring and Austria.
“It was supposed to be a technical meeting.
we had different ideas, there was friction and
we wanted to meet with all the engineers. It
started as a technical meeting, but it became a
confrontation between the two of us and, I don’t
know how to describe it, Gigi felt… attacked,
beaten. I think at that moment he closed
the doors, but he did it quietly. But in 2020
statements were made about my motivation.
Now we know that it was not the truth. It was not
transparent. Because the situation in Ducati in
2020 was that of 2019, of 2018.”
“Gigi makes all the decisions
in Ducati, including that of
focusing on Lorenzo instead of
Marquez. We haven’t talked about
developing the bike since 2017.”
Dovizioso confirms he has no relationship
with Gigi, decreasing as the years went by with
Ducati putting their efforts into Lorenzo instead
of trying to beat Marc Marquez who they nearly
signed for 2016.
“What is the relationship with Gigi? Zero,”
admitted Dovizioso. “In the past years it was at
30%, then since Jorge Lorenzo arrived in 2017
– due to arguing and going against each other –
my team became a bit isolated.
“We no longer talked about the development
of the bike, we no longer held meetings to
develop it. But in Ducati there is potential to do
so because the competence and skill [levels] are
very high. Of these eight years it’s the only thing
that makes me angry because we could have
done more.
“At the beginning of 2016 there was the
possibility of taking on [Marc] Marquez, but Gigi
had already decided that he wanted Lorenzo.”
“Gigi makes all the decisions in Ducati,
including that of focusing on Lorenzo instead of
Marquez. We haven’t talked about developing
the bike since 2017.”
Could we see
Dovi back in these
colours for 2021?
Strong rumors
that he will replace
MM93 if he is
unable to return.

RACING PAGES
THE FULL
FEATURE
DARRYN
BINDER
ROCKSTAR
The year 2020 changed tact slightly for South Africans, and
perhaps justice in general, when it saw Darryn Binder take his
first win. It later saw him take his fourth podium and begin to dig
his heels in as a regular frontrunner, doing so in a mature manner
while still retaining the title of the most entertaining rider in Moto3.
Words by Donovan Fourie | Pics by Polarity Photo & KTM Images
His rushes from so far back on the grid
that the curvature of Earth was blocking
his view of the front row, to the leaders
in just a handful of laps has seen him
be compared to a charging hippo, a
rhino and a swooping eagle. It’s a joyous
sight to behold as he storms through
unsuspecting riders until he finds himself
with nothing but fresh air before him,
where he has learnt to stay.
His pace has not dropped in the
slightest – perhaps he’s getting even
faster – but the way he rides, his tact and
racecraft, especially his patience, has
grown exponentially in 2020, and therein
is where he is now thriving.
Despite that, he has a reputation among
journalists as being a bit of a crasher, as
someone who pushes too hard without
thinking and loses it. Some have said that
you can set your watch to Darryn Binder’s
crashing.
That only goes to prove that many of
our journalist brethren are idiots.
He crashed at Jerez, where he pushed a
little too hard before the last lap and was
noticeably bummed for days after that.
He crashed again at Misano 1 when he
high-sided massively after the S-bend.
See? Pushing too hard, said the airheads,
not noting that he was chilling behind the
leader at the time, and hit Misano’s cliff-

RACING PAGES
For 2020, the CIP Team received more help
from KTM, including customising the fairing for
Binder’s taller frame. The bike is still never within
the top 10 for top speed, but it’s not at the bottom
of the list either.
However, the CIP Team is still not a top team.
That is evident with Binder’s teammate, Max
Kofler, who finished 30th in the championship and
did not score a single point.
“HE ALSO SCORED DOUBLE
THE NUMBER OF POINTS
HE HAS EVER SCORED IN A
CHAMPIONSHIP DESPITE THE
SHORTENED SEASON. THAT’S
QUITE SOMETHING.
AND HE DOES ALL THIS WHILE
SMILING THE GIANT FAMILY
SMILE, WALKING AROUND
IN SANDALS AND A BANANA
SHIRT, LOOKING VERY CHILLED
AND LAID BACK.”
like rumble strips at the wrong angle when he
went down. He wasn’t overdoing it.
At Misano 2, he high-sided again massively at
turn one, seeing his house from the height he was
launched to.
See? Binder! Down! Pushing too hard, say
the critics. Yeah, except he was pushed wide
by another rider going into that corner and
accidentally clicked first gear, a death sentence on
a high-compression race bike.
The only other crash he’s had was at Qatar
where he was taken out, and he broke down in
France while clearly having the pace to win. Apart
from that, he’s been a regular podium contender.
Here we could end on a high note, and yet
we still do not have the whole story. The rider is
important but there is still a bike under him, and
that bike was prepared by a team up against
better teams preparing better bikes.
It’s the French-based CIP Green Moto Team,
a group that has done good work and given
Binder a fair shot at the championship. He started
on a Mahindra with a team no one knew, before
moving to yet another Mahindra team, riding a
bike that was a good 20km/h down on the top
bikes. It was difficult.
For 2017, the team moved to KTM but was still
one of the budget teams. In 2018 he had his “big
break” on the Red Bull Ajo KTM Team, the same
Brad Binder won the 2016 championship with,
although it was the year that team disinvested
massively in the class and he was again in a
budget team.
The next year, 2019, saw him join his current
home – the CIP Green Moto Team – except with
very little help from KTM and a bike that was
15km/h down on the top bikes. Despite that, he
was still able to grab a podium and one fastest lap.
Darryn Binder, on the same bike with the same
back-up, finished eighth in the championship
despite five DNFs. He also scored double
the number of points he has ever scored in a
championship despite the shortened season.
That’s quite something.
And he does all this while smiling the giant
family smile, walking around in sandals and a
banana shirt, looking very chilled and laid back.
And that’s his genuine charm – he is like that
groovy guitarist in a famous rock band who
doesn’t really care for the fame and is up for any
party. He is the rockstar of the Moto3 paddock,
and he is faster than he has ever been.
And this year he is moving to the Petronas
Sprinta Team, the same team that has a team on
the Moto2 grid and is hosting Rossi next year in
MotoGP.
It takes a while for South Africans, but talent
eventually shines through. This year should be
good fun.

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