SuperBike Magazine January February 2021

JAN-FEB

2021

WORLD LAUNCH

HONDA CBR1000RR-R SP

WHAT’S IT TAKE TO RIDE A MOTOGP BIKE BY

BRAD BINDER

TOP10

BIKES OF

THE

DECADE

FEATURE

WHY

DUCATI

CHOSE

MILLER

WORLD

LAUNCH

40TH ANNIVERSARY

BMW R 1250 GS

FEATURE

ENERGICA EGO

ELECTRIC SUPERBIKE

JAN-FEB 2020 RSA R37.90

Namibia N$37.90

9 771607 384008

21002

MOTOGPWORLD

GSX-R1000A

R252 500

GSX-R1000RA

R283 900

CHAMPION

It is a machine designed to turn a simple expression of

what really matters –Run, Turn, Stop –into the powerful

combination of acceleration, cornering, and braking that

makes this the most awesome GSX-R ever produced.

Offered with the certain knowledge that – if you’re

ready – the new GSX-R1000RA will Own The Racetrack.

www.suzukimotorcycle.co.za suzuki_motorcycle_s.a @MotorcycleSA

THE FINAL

EDITOR’S

NOTE

A new year and a

new beginning for

me. If you’ve been following

our Facebook page you would

have heard that I’ve sold the

magazine and that I am now

going to be running KTM

Paarl down in the Western

Cape. The good news is that

the new owners of SuperBike

Magazine are still keen

bikers and will want to keep

it exactly the same. So, all

the normal contributors like

Roland Brown, Chad (Adam

Child), Simon Patterson,

Mat Oxley and Phil West will

still be selling their work to

them. Their belief is that the

magazine industry as a whole

has actually bottomed out

and that the future is actually

looking bright for print. The

magazine distributors are

also talking about needing increased

numbers for sales so

let’s hope the future is bright.

I might sound old school

but I’m not that into reading

my road tests on a phone. I

find that after working on a

computer all day when the

kids go to bed and I have my

moment of sanity, I actually

like reading magazines and

the likes of boating, bikes,

cars and travel fascinate me

and that’s my happy space

paging through dreamland.

Much like when everybody

thought Kindle was going to

kill books, they came back

stronger than ever because

people want to actually keep

it and put it in their bookcase.

It was interesting to get a

letter on exactly this topic,

print vs electronic media this

month from a reader John

van Rensburg, see the letters

page. I’ve just felt that on the

electronic front you get absolutely

bombarded with an

overload of information and

adverts and that the adverts

get lost and forgotten the

moment I’ve scrolled past.

In any case, we still are going

to be calling our racing series

the SuperBike Magazine

Short Circuit Series and

SuperBike Bike Nights will

resume the moment somebody

gets a handle on this

damn Covid thing! As a note,

please be aware that this is a

combined issue Jan and Feb

and that the new owners will

produce a March issue out

middle February.

On the subscription front, I’d

like to think we have sorted

everybody out but if we have

missed any of you, please

contact the SuperBike office

or mail me directly. The new

guys are also going to be

running a subscription offer

but I’ll leave that up to them

to handle. On whom it is, I

will leave that up to them to

announce in the March issue.

Till next time, keep it safe and

on two wheels.

Clinton Pienaar

MONTHLY

CONTENT

CONTRIBUTORS

Simon Patterson

Adam Child

Roland Brown

Mat Oxley

Wes Reyneke

Michael Nicolaou

Michael Mann

Phil West

Bill Hunter

Publishing Director / Editor

Clinton Pienaar

082 887 2053 | clinton@superbikemag.co.za

Advert Sales

Daniel Pienaar

daniel@superbikemag.co.za

Subscriptions

Kerry Calder

subs@superbikemag.co.za

Letters

Clinton Pienaar

082 887 2053 | clinton@superbikemag.co.za

Q+A

Daniel Pienaar


@SUPERBIKEMAGAZINESA

@SUPERBIKEMAGAZINE

NOW OPEN!

ZANDWYK PARK, SUID AGTER PAARL ROAD, PAARL

INFO@KTMPAARL.CO.ZA 021-8794630 WWW.KTMPAARL.CO.ZA

16

BRAD BINDER ON WHAT IT TAKES TO

RIDE A MOTOGP BIKE

MONTHLY REGULARS

6 NEWS

22 LETTERS

26 SUPER STUFF

78 LONGTERMER - AFRICA TWIN

84 GRID GIRLS

FEATURES

36

WHY DUCATI CHOSE JACK MILLER

50 10 BEST OF THE DECADE

60 SUZUKI RIDER TRAINING DAY

64 HONDA QUEST TRUE ADVENTURE 2020

70 BMW EAST DRAKENSBURG TOUR

74 ENERGICA EGO ELECTRIC SUPERBIKE

80 TRIP TO THE HELL ON A ZONTES

86 KTM PAARL SHOP OPENING

90 KEVIN SCHWANTZ ON JOAN MIR

42

40TH ANNIVERSARY

BMW R 1250 GS

WORLD LAUNCH

28

HONDA CBR1000RR-R SP

WORLD LAUNCH

WWW.SUPERBIKEMAG.CO.ZA

MAKE EVERY

MILE AN

ADVENTURE

-

Set your sights on extreme exploration with this 2-wheel intercontinental missile.

A staggering 160 hp (118 kW) and the most advanced electronics package make

the KTM 1290 SUPER ADVENTURE S all you need for a fully-loaded, adrenaline-filled

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Phone 011 462 7796 for your nearest KTM Dealer.

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

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost. Photo: F. Lackner

6 SuperBike

TT 2021

CANCELLED

The Isle of Man Government

has taken the decision, as a

result of the ongoing global

COVID-19 pandemic, to cancel

the 2021 Isle of Man TT Races, which

were due to take place from Saturday

29th May to Saturday 12th June next

year.

Minister for Enterprise, Laurence

Skelly MHK said:

“We do not underestimate the

disappointment that this decision will

cause to many people. However, we

are making an early, logical decision

to provide certainty and clarity to

race fans and everyone else involved

in the event.

“The TT relies on thousands of

volunteers and officials across a

wide range of organisations and we

could not move responsibly towards a

positive decision to proceed in planning

for 2021, which would involve

committing to welcoming tens of

thousands of people to the Island in

June, despite the progress towards a

vaccination programme globally and

on the Island.

“We evaluated all possible options

including moving the TT to a date later

in the year but there are complexities

and risks, including scaling up

of certain infrastructure and critical

delivery elements of the TT, as well

as existing resident and visitor travel

in late August, which would cause

further disruption to thousands of

people.

“This decision has not been taken

lightly but has been taken in the

interests of the Island, the health

and wellbeing of residents and visitors,

and is in line with our ongoing

pandemic strategy. However, whilst

making this decision, it does not

necessarily mean that we believe the

Island’s borders will remain under

the current restrictions as we hope to

welcome visitors back to the Island at

the earliest opportunity.

“To the fans around the world I

would say that we are really sorry to

have to make this decision, but that

we sincerely hope that we will still

see you at some point next year.

“The cancellation will have clear

and immediate impacts on the Island’s

tourism and travel businesses,

and the Department for Enterprise

will be issuing a further statement

today (Monday), regarding additional

support for industry to maintain and

protect our strong visitor experience

for the long term.”

The Department will continue to

work with the Manx Motor Cycle Club

and other partners towards delivering

the 2021 Classic TT and Manx

Grand Prix, which are scheduled to

run from Saturday 21st August to

Friday 3rd September. Whilst the

ongoing situation will be monitored

on a regular basis, a final decision

on whether these events will run as

scheduled will be made by the end of

March 2021.

In support of this decision, the

Isle of Man Treasury are also today

confirming that the traditional Senior

TT Race day bank holiday on the Isle

of Man will move from Friday 11th

June to Friday 27th August in 2021,

coinciding with the Classic TT and

Manx Grand Prix, which, when combined

with the UK bank holiday on

Monday 30th August will offer a four

day bank holiday weekend building

on the successful SuperManx Bank

Holiday weekend in 2020.

The Department for Enterprise

has confirmed that the 2022 Isle of

Man TT Races are scheduled to take

place from Saturday 28th May to

Saturday 11th June 2022.

Which RIDER

will you be

today?

New Michelin POWER 5

In 1974, Michelin developed the first Slick tyre; in 2019, Michelin is

still leading the way in MotoGP, with exceptional grip from all of its

motorcycle tyres.

www.michelin.com

8 SuperBike

ALL-NEW

YAMAHA

TRACER 9 GT

Five years after the launch of

the original model, Yamaha

has created all-new versions

of the ultimate multirole

motorcycles that are

designed to reaffirm the model’s

position as Europe’s favourite Sport

Touring and attract a new generation

of riders to the category.

Lighter, more powerful and

supremely versatile – and now

equipped with the most sophisticated

technology ever seen on a Yamaha

Sport Touring – the all-new TRAC-

ER 9 and TRACER 9 GT remain true

to the ‘Sporting heart, touring soul’

philosophy that has made them the

number one bike in its class. Offering

increased levels of thrilling performance

combined with enhanced

touring capabilities and a higher

overall specification, these new

motorcycles offer ultimate sports

versatility.

Powering the all-new TRACER 9 is

a completely redesigned 890cc CP3

crossplane technology engine that

is lighter, more powerful and more

advanced than the original powerplant

that forever changed the image

of the Sports Touring class. Our CP3

architecture lays the foundations for

a completely new engine.

9

Fully EU5-compliant, the sophisticated

new inline 3-cylinder engine

features an increased capacity of

890cc thanks to a 3mm enlargement

in the stroke diameter, and

this significant cc boost contributes

towards a 7% increase in torque

output. A key feature of the new

larger capacity engine is that this

much higher torque output of 9.5kgm

/ 93 Nm is produced at 7000rpm

– 1500rpm lower down the rev range

then previously – for outstanding

acceleration and rapid overtaking. As

well as this marked increase in linear

torque, the power output of the larger

capacity 890cc engine is increased to

119PS at 10,000rpm – 4hp more than

previously – making this one of the

most thrilling, capable and versatile

motorcycles in its class.

Famed for its linear torque,

outstanding reliability and amazing

versatility than enables riders to get

maximum riding enjoyment in every

situation – from twisty mountain

roads through to fast, open highways

and busy urban streets – the original

CP3 engine has become one of the

most successful designs in Yamaha’s

65 year history. Quicker, stronger and

more advanced, the new TRACER 9

engine is a worthy successor to the

original, and despite its increase in

capacity, it actually weighs 1,700g

less than the outgoing design, which

contributes towards the new bike’s

enhanced handling agility and versatility.

10 SuperBike

VICTORY

FOR VICTOR

Victor Ling, an avid biker and

enthusiast, is currently in a

coma after suffering major

brain trauma due to a motorcycle

crash.

On 11 September 2020, Victor’s

wife did not receive the usual call

from Victor letting her know that he

arrived at work safely. After frantically

trying to contact him, she eventually

received a call from his cell

phone. It was a paramedic, and her

heart dropped!

As far as it is understood, someone

driving a car changed lanes, not

seeing Victor. He swerved to avoid

hitting the car, but in the process was

hit by a truck. Neither the driver of

the car, or the truck stopped. They

just kept driving, leaving Victor critically

injured and alone in the middle

of the N12 outside Johannesburg,

near the R59 turnoff.

Thankfully, two other cars

stopped, and waited with him until

the paramedics arrived. He was taken

to the Union Hospital, where they

confirmed that he had swelling on

the brain, and the doctors placed him

in a medically-induced coma to aid

recovery and reduce the swelling on

his brain. Besides the brain trauma,

he also suffered a broken rib and

shoulder blade. The doctor ended off

his report with, “we have done what

we can, it is in God’s hands now”.

Miraculously, he has made slow

progress. They stopped giving him

the sedatives and he eventually began

to breathe on his own on 4 October

2020. Doctors made the decision

to move him to a Sub-Acute medical

rehabilitation centre, where he has

been since the 8th of October 2020.

Here, he also receives physiotherapy

and occupational therapy.

Unfortunately, Victor has yet to

regain consciousness. He is unable to

move, but is making slow progress,

as he is moving his head on his own.

He is also breathing on his own, but

still has a tracheotomy as he needs

regular suctioning. He is also being

fed by a peg in his stomach. Brain

injuries are very unpredictable and

the family is taking the process day

by day.

The next chapter in Victor’s journey

is the reason that the family is

reaching out to anyone and everyone

who is able to assist. Victor is unable

to stay at the step-down facility indefinitely.

Medical Aids simply do not

cover this. He would at some point

be discharged and would then need

continued care as he still has the

tracheotomy and is being fed through

a drip.

Raising any funds would mean

that the family can focus all energy

on Victor’s recovery, without having

to worry about the financial burden

as well. A backabuddy page has been

set up for anybody who is able to

afford any kind of donation, no matter

how small.

Visit www.backabuddy.co.za and

search for Victory For Victor.

Hopefully, with help from as

many people as possible, by the time

Victor is discharged, all the necessary

equipment and people will be in

place to help his recovery.

THE

JOURNEY

IS THE

HONDA CRF1000A AFRICA TWIN

HONDA CRF1000D AFRICA TWIN DCT

DESTINATION

R

156 500

R

178 500

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12 SuperBike

MV AGUSTA SUPERVELOCE ALPINE ANNOUNCED

Alpine is a French sports car

marque that was founded

in 1955 and developed

ultra-compact early models

powered by Renault engines displacing

no more than 1 liter. They proved

good enough to dare challenge

the best of the world in the classic

Nürburgring 1,000 Km; Alpine won

in 1963. In 1974, Alpine enlarged the

Renault engine to 1.6 liters, creating

the legendary and final version of

the A110, a car capable of incredible

performance despite its small engine

thanks to extremely light weight and

a highly aerodynamic profile.

In 1971, the A110 won the Monte

Carlo Rally and became a legend.

But businesswise, the gallant little

make was declining. In 1978, Alpine

was acquired by Renault, and from

then on it was relegated to producing

high-performance versions of Renault

models. Finally, in 2016 Renault

revitalized Alpine to its original vocation

and in 2017 introduced the new

A110, powered by a turbocharged

Renault 1.8-liter engine good for 252

hp.

The new A110 is clearly inspired

by the original A110, both in its

design and in its compact measurements.

Not to mention its performance

potential. Thanks to the quality

of the new A110, Alpine has begun

to rebuild its legend as a revered

name among sports car enthusiasts.

This was duly noted by MV Agusta

CEO Timur Sardarov.

MV Agusta got in contact with

Patrick Marinoff, managing director

of Alpine. The two firms, well aware

their respective makes represent

something unique in their domains,

decided to pursue a joint project. Not

a radical innovative technology effort—that

might come in the future. A

special edition of the most seductive

model in MV Agusta’s line, adopting

iconography and graphics derived

from the present Alpine A110 model.

Enter the MV Agusta Superveloce Alpine,

another limited-edition special

out of Varese.

You may have noticed that the

announced peak power is 147 hp

and not the customary 148 hp; well

spotted. In fact, the Superveloce

Alpine gets the 2021 edition of the

most powerful version of the 800cc

MV Agusta three, which is fully Euro 5

compliant. No shortcuts taken. R&D

Director Dr. Brian Gillen confirmed

that to meet the stringent Euro 5

emission standards, the 800cc three

was upgraded to the latest MV Agusta

13

THE ULTIMATE

MOTORING

FESTIVAL IS

BACK IN

2021

2020 will always be

remembered as the opportunity

for change. As

such, we have taken the

time to reflect on the Festival

of Motoring brand, where it

all started, how far it’s come

and our plans to take the event

forward. The legacy of this

event has been built on strategic

partnerships, world-class

participants and loyal supporters,

all of whom we can’t wait

to connect with, in person, at

the next event. Save the date:

26-29 August 2021

South Africa’s motorbike

champions will hold a national

championship round at FoM.

Be part of the adrenalin as the

NGK SASBK and Sun Bets ZX10

Masters Cup Club compete.

electronics suite. This includes a

much more advanced integrated engine

management system, the same

one that makes the new Brutale 1000

RR so incredibly smooth from idle

to 13,000 rpm. And this came at the

modest price of a single horsepower.

The MV Agusta Superveloce

Alpine, the name of which is displayed

on the top triple clamp, will

be available in a special run of 110

numbered units, to match the model

designation of the Alpine A110. Price

in Italy is 36,300 euros, including the

racing kit, which in turn includes the

classic-looking and rather unique exhaust

system featuring triple-megaphone-style

mufflers. And mere

hours after the press launch in Italy,

all 110 units had been sold.

14 SuperBike

HONDA RELEASES

CRF300 RALLY

After the CRF450R won the

Paris-Dakar Rally, Honda developed

the CRF250 Rally, and this

version has been updated along with

the CRF250L. The new CRF300 Rally

differs from its leaner sister in only

minor details.

The CRF300 Rally gets a larger,

12.8 litre tank for a 400km range while

maintaining an elegant and ergonomic

shape. An extra 5mm of ground clearance

improves its ability to ride over

rougher obstacles with no problem.

The steering geometry is the same

as developed for the CRF300L, with

27.5 degrees of steering axis rake and

109mm (4.3 inches) trail, from the previous

28.1 degrees of rake and 114mm

(4.5 inches) trail for a more agile steering

response.

Given the higher wet weight of

153kg, the CRF300 Rally uses a larger

296mm front disc brake teamed to the

same two-piston caliper. A two-channel

ABS system manages braking. No other

modifications separate the chassis

of the CRF300 Rally from that of the

CRF300L.

The most evident aesthetical factor

underlining the CRF300 Rally’s preference

for long-range adventure is

the top mini-fairing, which offers good

protection from the wind during long

highway hauls. It is made completely

out of transparent plastic and completely

protects the double LED headlight.

Black rubber seals encircle the

bug-eyed double headlights where they

meet the fairing, perhaps not a great

styling element. But this does not affect

the pleasant profile of the CRF300

Rally or prevent it from being a neat,

capable dual-purpose bike.

ARAI TOUR X4

COMPETITION

WINNER!

Congratulations to Mr Beric

Gribben who is the lucky

winner of our Arai competition

we ran for the last few months.

Your new helmet is on its way

to you! Enjoy!

MARC MARQUEZ REMAINS IN

HOSPITAL, INFECTION FOUND

DURING SURGERY

Marc Marquez is to remain

in hospital in Madrid

after surgery on his right

arm. The Spaniard had

an operation to attach a plate and a

bone graft to promote bone growith

on the humerus he fractures at

Jerez.

A sample was taken of the fractured

bone, and that showed signs

of infection. That is not uncommon

in non-union fractures such as that

suffered by Marquez. The Repsol

Honda rider is being treated with

antibiotics for the infection.

The press release from Honda

appears below:

Marc Marquez’s post-operative

clinical situation has been deemed

satisfactory by his medical team at

the Hospital Ruber Internacional,

in Madrid. However, the cultures

obtained during the pseudarthrosis

surgery have confirmed that there

was a previous infection in the

fracture, which will see Marquez

undergo specific antibiotic treatment

in the coming weeks.

Marquez will remain at the

Hospital Ruber Internacional, in

Madrid.

K&N Style Filters

Available sizes 28, 35, 39, 42, 48,

52, 54 and 60mm R125.00

8000Ma

Jump Starter & Power Bank R1299.00

18L / min

RAC610 Inflator R449.00 RTG5 Gauge R249.00

Bike and ATV Covers

Available sizes S - XL

From R270.00

Ring Globes

H7 150% Power R330.00

H4 150% Power R290.00

EMGO Top Box

R990.00

DESCRIPTION PART NO. SRP Inc. Vat

SMART CHARGER 1 AMP DFC150 R599.00

SMART CHARGER 3.5 AMP DFC530 R899.00

SMART CHARGER 4 AMP PSA004 R999.00


SMART CHARGER 4 AMP PSD004 R1199.00


R110.00 R465.00

Tubeless Puncture Kits

RPHA-11

CRUTCHLOW

REPLICA

License Disc Holders

R168.00

RPHA-11

IANNONE

Bar Ends

REPLICA

R100.00

R10995

RRP incl

Hand Guards

Various Colours available

ABS Plastic R470.00

Alloy R990.00

Scooter V Belts

From R110.00

R10995

RRP incl

Tyre Levers

From R95.00

Rim Locks Front and Rear

From R48.00

RPHA-11

CRUTCHLOW

REPLICA

Jerry Cans

From R450.00

RPHA-11

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Fork Boots

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from R120.00

PBA DEALER LISTING

PBA DEALER LISTING

R10995

ANOTHER

MOTOGP

RIDER JOINS

THE TEAM.

WELCOME

PART NO. DESCRIPTION PRICE

BRAD

BINDER.

50081406/L CARB CLEANER 400ML 50.00

50201414/L TERMINAL PROTECT RED 50.00

50201415/L

RRP incl

TERMINAL PROTECT BLUE 50.00

50320400/L BRK,CLTCH,CHAIN CLEANER 44.00

50500192/L CHAIN LUBE 150ML 34.00

50500193/L CHAIN LUBE 400ML 69.00

50510403/L CHAIN WAX 400ML 71.00

50510404/L CHAIN WAX 150ML 34.00

51528262/L PETROL INJECTOR CLEANER 10.00

53203200/L AIR FILTER SPRAY 55.00

53203500/L AIR FILTER OIL 500ML 55.00

53204005/L BIO FILTER CLEANER 5l 325.00

53204400/L BIO FILTER CLEANER 400ML 47.00

53780300/L SPARK 300ML 44.00

R10995

55000314/L TYRE FIX 200ML 45.00

56000001/L RRP incl FORK OIL SYN 5W 125.00

R8795

56000002/L FORK OIL SYN 10W 125.00

56000003/L FORK OIL SYN 2.5W

RRP incl

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16 SuperBike

BRAD

BINDER

The year he became a MotoGP race winner.

Written by Adam Wheeler

Pics by KTM Media

17

Among the many stories of the MotoGP

year, Brad Binder’s rise from being more

than two seconds off the pace in pre-season

tests to a race winner is one of the brightest.

We asked him about the adjustments he had

to make to reach that incredible level…

2020 MotoGP is pinned in sixth gear

towards the finale of a hectic, unpredictable

and gripping season. Red Bull KTM Factory

Racing rookie Brad Binder has been one of

eight different winners and one of two for

KTM in a milestone campaign for the factory

and the KTM RC16 in only its fourth year of

Grand Prix.

Brad explains that he is still learning

and is gaining a lot of experience in his

maiden MotoGP season.

The 25-year old South African made the

breakthrough on August 7th at the Automotodrom

Brno Circuit in the Czech Republic

for only his third race and followed it up with

a strong 4th at the Red Bull Ring two weeks

later. Since then he has endured what might

be classified as a typical ‘debut’ year with

mistakes and misjudgments mixed in with

the promise and potential.

Binder has worked closely with his

crew to make huge improvements since

the pre-season.

It has been a gratifying but steep learning

curve, and Binder has made pleasing upward

progress since initially appearing out of

his depth during tests in Valencia and Jerez

in November 2019. In those first runs with

the KTM RC16 he set a best lap that was an

average of 2.5 seconds away from the top of

the time screens. His subsequent evolution

has been staggering. Much of it was related

to the way he could stop and turn the race

bike. We were keen to know how he managed

to excel and how he feels about it…

Getting used to the KTM RC16’s sheer power

and acceleration has taken some time

Go back to Valencia 2019: does it seem

like a long time ago? Do you feel like a

different rider?

It was a while ago! Luckily, we have made

some good steps forward since then. I

didn’t expect things to go as well as they

did straight away. It was so tough at the

beginning in the tests but I was just trying

to understand the bike and I just needed to

ride it. Whenever I jump on something new I

always find it important to take my time and

18 SuperBike

understand it. Once I know how far

I can push things – and get a good

feeling – then it all comes naturally.

Time is the biggest thing. Also riding

the bike in different conditions has

been a learning curve like here in Le

Mans, France in the wet.

In Valencia you were excited and

almost overwhelmed but in Brno

for the Grand Prix this summer

you seemed like a MotoGP veteran.

Are you surprised with how

that turnaround happened?

Well, it was surprising to get a win,

that’s for sure. It was fantastic but

it’s true that it was an overwhelming

first couple of days in Spain.

You have all these electronics and

options and things to watch out for.

You realize how much power you

have and how much speed the bikes

carry. Maybe I was over thinking

too much instead of just treating the

RC16 like a ‘normal’ bike and getting

on with the job. If I could go back to

that time I’d be a bit more chilled and

take it as it comes but that’s easier

said than done. It was exciting!

Binder clinched a sensational

victory in only his third MotoGP

race, which took place in Brno,

Czech Republic.

In debriefs with the media you

were using the word ‘insane’ a

lot in the first months of riding

and racing but that has tapered

off. It seems that you have less

sense of awe. Is that because of

familiarity, some good results

and confidence?

It’s funny how things change. At first,

every time I got on the bike it was like

a shock. You feel like you are flying.

It is amazing how your body adapts

to everything. Now when I am on the

straight and I’m flat out I don’t feel

crazy anymore. I don’t feel like I need

to hold on super tight or do anything

different compared to when I was

riding my old Moto2 bike down

the straights. You get super adapted

and with this championship in 2020

we’ve been riding week in week out.

It becomes the norm, and I’m glad it

happened because in the beginning

it felt like it would never change.

The incredible braking power of the

KTM RC16 has also taken some time

to understand to know where the

limits are.

You mentioned having to get

used to MotoGP braking points

but at what point do you lose

the fear or gain enough knowledge

to think: ‘I’ve mastered this

now’…?

The main thing was the amount of

brake you can use. When you think

you are using the most then you realize

that you can pull the lever even

more and stop even better than you

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20 SuperBike

ever expected. With these carbon

brakes and the way these bikes are

set-up the deceleration is insane! The

amount of speed that you can kill in

such a short space of time is hard to

really understand at the beginning.

You start to realize that the limit is

when the tire starts to lock. The limit

isn’t just by lifting the rear [wheel],

you can lift and lock the front: that’s

when it is hard to find confidence.

It’s something where I have made

good improvements, and I feel like I

am quite strong on the brakes at the

moment. But I need to keep working

hard. We’ve had a few ‘wake-up

calls’ with the tires and managing

grip and the wear. There are small

things I need to learn and that’s

where more experience comes in.

The straights used to feel a little ‘crazy’

when Brad first rode the bike due

to the speed of the KTM RC16

What are the braking habits you

need for MotoGP?

You use a lot more rear brake. In

Moto2 I used a ton, but at a completely

different time. I never used it

on the straight and pretty much only

on angle, whereas here you use the

rear from when you start braking until

you are on the throttle already! You

also use it out of corners to keep

the wheelie down. There is a lot to

get used to. In general, it is tough to

pinpoint one thing or habit. At the

end of the day it is still a motorcycle

and MotoGP involves a different way

of going fast.

Brad has enjoyed testing with

the team and evaluating new

parts.

Your mechanics mention that

you love to work and to test and

that’s part of being a factory rider

but has that experimentation

also disturbed some of your own

personal progression?

For me it is not rocket science. The

guys behind the scenes do all the

hard work to make the bike better

and I literally get on it and give

my feedback. I tell them what I like

and what has potential and what

doesn’t. I try to keep it as simple as

possible. I give the feedback and

they handle the rest and I don’t feel

it has stopped me in any way. Each

session is an opportunity to learn

and Binder has had an exciting first

season in MotoGP.

Lastly, did you create tougher

conditions for yourself by making

it all look so easy, so quickly?

It is not easy! That’s for sure. I don’t

feel I am making it look that way. It

feels like a huge effort and sometimes

– like in these last few races

– it feels like you don’t get much in

return to be honest! I’ve had some

good sessions and a couple of good

races but, more than that, I’ve made

too many mistakes. I need more

experience. But, it’s MotoGP. It’s the

pinnacle of the sport. I’m sure I’ll get

there.

Understanding how to use the rear

brake, plus corner entry and exit on

a MotoGP bike has been completely

different to a Moto2 machine.

21

22 SuperBike

LETTERS

IN ASSOCIATION WITH

THE LETTER

OF THE MONTH

WINS A HJC

HELMET.

Prize is based on availability of models. Pictures serve as illustration only.

TO NOD

OR NOT TO

NOD?

Dear Clinton,

Every time somebody on a sports bike

(who probably hasn’t figured out how to

ride it properly yet, because according to

the numbers you should’ve beaten me)

or a “two-stroke is faster than anything

else” rider pulls up next to me at the traffic

light, I find that I don’t get the nod, but

to explain the reasons, I should probably

rewind some years ago.

My story begins, like many

others’, on a Yamaha DT50. The

bike wasn’t even mine, but it

belonged to a friend (more like a

brother from another mother). If

he didn’t feel like riding or was a

bit medicated, he’d often hand me

the keys.

But yes, there was also the other

side of that coin; My parents

never approved of me getting

on one of those “coffins on two

wheels”, neither did my choice of

woman for the next odd 20 years.

Fast-forward many years, my

fiancé is a non-riding(pillion) HOG, my

mom has learnt to accept it and I finally

picked up riding again, using the method

to what other “old”(experienced) riders at

rallies referred to as “the right way”.

I went for many, many, many lessons

with a well-known Western Cape instructor

(who also made sure I got my driver’s

license first time), before I even bought

a bike again, and when I finally did buy

one, I decided on a Cleveland Heist 250,

which at the time I thought, was a good

start. I did not quite understand the

concept of counter-steering yet, nor what

the term “hard tail” meant.

I do not who care who are, if you learnt

to ride on a hard tail, you have my

respect (and possibly a kidney belt).

Ahh, the amount of times I took a corner

and saw the young confused looks on

toddlers’ faces as I lean into the corner

whilst bouncing on the springer seat ( I

suggest you try it only once ). I bought a

1987 Suzuki Intruder shortly after………..

that silence is completely intentional….

man, what a bike! But that is a story for

another time.

It was with this bike where I discovered

what a soft tail was. And the whole

counter-steering thing started to make

sense. The years that followed, I discovered

(yes, it is a life-changing experience)

Harley-Davidson, but at the same time

discovered fuel-injection and “mastered”

counter-steering. In fact, I became quite

fanatical about my technique.

I bought materials ranging from free

little pamphlets handed out at rallies,

to expensive hard-back how-to racing

manuals and more particularly on

cornering (yes, entire books have been

written about it) and read through, nay,

studied and applied, time and time and

again, went for more lessons, and more

lessons, and more lessons. I went to as

many Harley-Davidson hosted track days

as I could. I took as many different bikes

around the track as I could, from couches

to sporties.

It was on one of those faithful days that

I first test-rode the bike I have now purchased

and dubbed “Fat Sally”, cause

“Fat Sally is at every rally” (attributed

to a song by west-coast musician Paul

Castle).

That brings me to the beginning of

this letter: You see, the reason they

don’t greet, is because, combined with

fanatical technique studying, my hard

tail experience, and years of riding every

single day of my life (fair weather or not),

Fat Sally is a 2018 Harley-Davidson

Fat Bob 114 ci (1868cc)

producing 119 lb.-ft. (152

Nmph) @ 3000 RPM torque

weighing just over 300 kg,

upside down forks, ABS…

the works. The reason they

do not greet, is not only

because they just arrived

second at the robot(traffic

light), but also that as they

are about to pull up, the

marque scrolls by in their

helmet “H A R L E Y – D A V

I D S O N”.

Hi Louis

Regards,

Louis.

I love receiving letters like this, bikes are

about passion and life stories and your

letter is full of it.

Does not matter what bike you ride, as

long as it is your “SuperBike”.

Travel back in time and that DT was you

and you’re friend’s SuperBike at that

stage in your life.

Kind regards

Clinton

RIGHT OR

LEFTIES?

Hi Clinton and team,

With reference to Bryce Bristle’s letter

in the October issue, I have a theory

and an opinion about that. I have been

riding all sorts of bikes since 1975, I

currently own an 1150 GS, and love it!

We live in a country that rides on the

left hand side of the road, mostly.

All the entrances and exits on our

highways are left hand sweepers, so

we have more practice. In town, when

turning right at a robot, the turn is

more gentle and easier to negotiate.

But when one is on the open road,

especially in the twisties, then right

handers get more interesting! I have

attended many BMW rider training

sessions, and agree with you that a

track day, with the proper tuition, will

make you look forward to your next

open road, or track, right hander!

Thanks for keeping Superbike content

current and interesting during these

‘strange’ times we live in.

Regards,

Mike W

Hi Mike

There are so many theories around

this, most people prefer left hand

bends. Some of the best I’ve heard of

is that your heart is on your left, your

throttle hand is on your right which

makes it awkward. I’ve even heared

guys mention that water runs in an

anti-clock direction when you empty

a bath and so on and so on. My view

on it is that if you just practice it a little

with proper tuition, you’d get out of the

bad habit that you are most probably

doing. It might be something that you

are not even aware that you are doing.

I’ve most commonly found the people

sit differently on a bike through a left

bend apposed to a right hand bend

and that is the biggest reason as to

why one way feels better than the other.

I agree with the track work though.

Regards

Clinton

PRINT IS

NOT DEAD

Hi Clinton,

I came across an interesting article

the other day where the topic was

“Print is dead, long live Print” and

I thought based on your survey results

you would find it interesting,

they had a lot of myths and facts

to back it up but the one I found

most interesting was this one

based on the Tsunami of electronic

BS we are fed with nowadays. I

might be in my 40’s but I still prefer

to buy my magazine and page

through it when I’m at rest. I’m on

my phone the whole day and at

night it’s my time and I prefer to

page through a good biking magazine.

I like your spread of a little bit

of everything two wheels. I think of

it as listening to different music, I

don’t always want the same beat

or genre.

Myth: Print Has No Place in Today’s

Digital World

Although digital marketing has

exploded in just a short time, print

marketing is still highly effective in

helping companies reach their customers.

Since printed material can

be sent directly to a customer’s

home (in your case, brought into

my home), businesses can ensure

that they get their prospects’ undivided

attention. Additionally, since

printed materials are often left on

counter tops and side tables, they

have a longer lifespan than digital

ads. They hold a customer’s attention

for much longer, thus making

your ad more effective.

So next time you want to sell an

advert, remind the guys of this.

Regards

John van Rensburg

Hi John,

Thanks for that, I’ll actually go

try and find the survey and read

about all the myths. I’ve got big

news and I’ll be sharing it in my

editors column for the next issue.

I have made an announcement on

Facebook but don’t think I would

of reached you. Hopefully see you

on two wheels soon.

Regards

Clinton

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24 SuperBike

ROAD

SAFETY

BEHAVIOUR

Hi Clinton,

When you gave advice on what

could keep one safe on the road

while riding on your October issue

opening, I wished you could have

mentioned intoxication and fatigue.

These are the other two factors that

I have seen playing a big role in motorcycle

accidents.

On a normal rally for instance, we

arrive at the pre-party venue Friday

evening on our bikes from our

different work environments, then the

alcohol indulgence begins. We sleep

a few hours after midnight at some

lodge away from the pre-party.

Then, Saturday morning we are up to

join the mass ride. Spend the whole

day busy with activities and yes,

enjoying our beers, gins, whiskeys

you name them. At night, the real

party starts and sleeping is not part

of the plan.

Sunday, one is tired, dehydrated,

hungover and the road is calling.

It’s time to go home. In most cases

that’s where the trouble starts. One

is unable to exercise good judgment

and concentration ultimately getting

involved in an accident.

I am of a belief that for as long as

we keep promoting all night events

combined with alcohol consumption

and external accommodations away

from event’s location, we will keep

on having an increase in motorcycle

accidents.

Regards,

Karabo.

Hi Karabo

Funnily enough, in this issue we have

the details about our Road Rider

Training we did with Suzuki at Red

Star Raceway end of November. We

actually brought this exact topic up

but we actually found that anticipation,

or lack thereof is actually the

biggest contributor to motorcycle

accidents. But you bring up a valid

point. I have been a keen supporter

of getting more in touch with our

African Biker Brotherhood. If you’ve

followed our magazine you would

have seen we are proud supporters

of the Kuruman Rally, Sapa Yopa,

Swazi Rally and most others.

The difference with the old school

rallies was that they traditional were

always held in one place with everybody

actually staying over in that one

venue, from Friday to Sunday, you

entered had your party, slept over,

and after coffee on Sunday morning

you rode home with a “babalaas”.

With the new rallies, the whole

town gets taken over, all B&B’s get

the advantage but you have quite

intoxicated individuals revving their

bikes in front of a very enamoured

female audience when they want to

go home in the early hours of the

morning.

Add into this pea-cocking situation

and a little bit of alcohol infused

bravery backed up with a lack of

rider skill and you have a very volatile

situation with slender chance of a

happy ending. I’ve seen it with my

own eyes, and here I

firmly believe that the

blame should squarely

lie with the Club President

and their Road

Captain. I mean why

has a club got a Road

Captain if their man is

not going to step up

to the plate and take

some responsibility for

his clubs riders. Throttles

and Bottles do not

mix, no negotiations.

In this modern age with

Uber and the like on offer,

I’m surprised at the

lack of input from some

of the Presidents.

While I’m on a moan,

I’d also like to see the

motorcycle industry

back the new AMID Director Arnold

Olivier with his quest to make the industry

invest in the Road Rider Training

initiative. We need to stop new

riders from getting hurt unnecessarily

or worse dying, because nobody is

selling another motorbike to a dead

person. That sounds harsh but I say

it the way I mean it. We have got

a social responsibility towards the

people we are getting into biking by

making it safer. And in truth, speak

to every single rider that attended

the school, all of them feel they have

a bigger safety margin riding home

after the training and tips we gave on

the course. Make sure you book your

club in next time.

Cheers

Clinton

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28 SuperBike

29

By Roland Brown

WORLD LAUNCH

FIREBLADE

A digit on the dashboard, glimpsed roughly a quarter of an hour into my ride, summedup

the extraordinary, arguably unprecedented focus of the CBR1000RR-R Fireblade SP.

I’d been enjoying a thrash on curving main

roads with fairly light traffic, blasting past

plenty of cars and not exactly hanging about.

Then I slowed slightly, glanced down at

the instrument panel, noticed the number 3

at centre-left – and realised that I hadn’t yet got

the Blade past third gear. Which might sound

like feeble riding on my part, except that at the

Honda’s 14,600rpm redline in third it would be

travelling at over 270km/h!

On most roads, in other words, half the gearbox

is not really required. And what might seem

surprising is that right now, having delivered the

bike back to Honda after a memorable ride, I’m

hardly regarding that as a negative. This latest

Fireblade might be a track-focused missile

with a seriously top-endy power delivery and

a close-ratio gearbox to suit, but as a streetbike

it’s utterly exhilarating and in many ways

superbly suited to the job.

That the CBR1000RR-R Fireblade is hardcore

should be a surprise to nobody. There’s

a clue in the suffix, after all – three Rs might

seem excessive but when the CBR has had two

30 SuperBike

ever since the original CBR900RR

FireBlade ripped up the super-sports

script in 1992, that extra R-for-Racy

digit confirms that 28 years later

Honda has stepped up a level in its

attempt to make the ’Blade competitive

on track.

And about time, too, you might

say. It’s now 13 years since James

Toseland scored the Fireblade’s one

and only World Superbike championship,

in 2007. Subsequent years saw

Honda’s four fall increasingly far behind

numerous rivals in performance,

if not popularity. Even the significantly

sportier model introduced for the

’Blade’s 25th anniversary in 2017 fell

far short of replicating the original’s

dominance.

This latest model’s designation

hints that it’s another properly new

bike rather than merely an update.

Its 999cc engine follows Honda’s

RC213V with more oversquare

dimensions (81 x 48.5mm against 76

x 55.1mm) and many other changes;

its 214bhp maximum output is a

massive 25bhp higher, and produced

1500rpm later at 14,500rpm. A redesigned

aluminium frame holds new

suspension and brakes, controlled

by a significantly updated electronic

system.

Additional updates feature on the

Fireblade SP test bike, which is fitted

with the latest version of Öhlins’

semi-active suspension (instead of

the standard RR-R’s Showa units

front and rear), as well as Brembo’s

Stylema calipers (instead of Nissins)

to bite the bigger, 330mm front

discs that it shares with the standard

model. The SP also comes with a

lithium-ion battery and a gearbox

quick-shifter to help justify a price

that is roughly ten per cent higher.

Both RR-Rs come in either black

or the test bike’s red/white/blue, and

look similar to the outgoing models

although styling is revised, not least

with the fairing’s new trio of aerodynamic

wings on each side. These are

subtly faired-in rather than jutting out

ostentatiously as on some rivals, but

Honda insists they provide as much

downforce as those of the RC213V.

Overall wind resistance is reduced,

partly by a fuel tank that is a whopping

45mm lower so allows the rider

to get better tucked in.

Another bodywork change is the

direct ram-air feed from fairing tip

to airbox, facilitated by the change

43MM ÖHLINS NXP USD

TELESCOPIC, 125MM

TRAVEL, SMART-EC

SEMI-ACTIVE

POWER

214hp @ 14,500rpm

113Nm @ 13,500rpm

to keyless ignition, operated by a

button inside the left of the fairing. I

enjoyed turning the ignition on or off

that way with the key fob safely in my

pocket, which of course also means

the top yoke won’t get scratched by

other keys, but the system would be

less convenient when wearing racing

leathers with no pocket.

That’s one Fireblade feature benefiting

road rather than track riders,

then, but don’t expect many of

those. The bike’s racy intent is clear

when you throw a leg over the seat,

which is thinly padded and averagely

high at 830mm. The clip-on bars

are slightly lower than the old model’s;

the footrests higher and more

rearset. Behind the fork-tops’ protruding

wires is the instrument panel,

TANK CAPACITY

16 LITRES

WEIGHT

KERB WEIGHT

201kg

SHOWA [ÖHLINS TTX36]

SHOCK, 143MM TRAVEL,

SMART-EC SEMI-ACTIVE

DIMENSIONS

SEAT HEIGHT

834mm

a colourful 5in TFT screen neatly laid

out with info including the choice of

riding modes, selectable via a dedicated

button on the left bar.

Some previous Honda electronic

systems have been brain-frazzlingly

complex but I found the Fireblade’s

refreshingly simple. That button toggles

between the three main riding

modes, each of which has a default

setting for power delivery, traction

control, anti-wheelie (now separate

from the tc), engine braking and

suspension. These settings – labelled

one to three and equivalent to Track,

Road and Rain – can be fine-tuned

by delving into the menus. As with

Öhlins’ Smart EC suspension on

Ducatis and Yamahas, you can also

opt for either semi-active damping or

31

What a sight

conventional damping with electronic

adjustment, with huge tuning potential

in each case.

You could spend half a morning

fiddling with the settings, but the

good news was that simply selecting

the No.2 riding mode gave a blend of

full engine power, unobtrusive electronics

and firm yet supple suspension

that was ideal for a blast on dry

roads. Given the Fireblade’s top-end

heavy power output and the reports

that on track it needed revving above

11,000rpm for best progress, I’d half

expected a peaky handful that would

be a pain at most road speeds.

Thankfully, the reality was very

different. Sure, the delivery at low

revs was unspectacular by big-bike

standards, but throttle response was

Aero wings standard

instant and the Honda accelerated

sharply despite its ultra-tall first gear,

which is good for about 185km/h.

By the time it had hit 80km/h it was

revving at just over 6000rpm, the

titanium Akrapovic silencer’s sound

had hardened to a tuneful howl, and

the ’Blade was delivering more than

enough torque to rip forward at a

mind-altering rate.

Low-rev performance that might

have seemed underwhelming at

Losail or Silverstone was more than

adequate on a curving main road,

and flicking up to second and occasionally

third with the delightfully

slick two-way shifter kept the world

spinning back towards me at a seriously

eye-opening rate. As with any

200bhp-plus bike, acceleration at

Comprehensive dash

higher revs was so vicious that it was

all I could do to hold on tight, tuck in

for a few seconds and then normally

back off guiltily with heart pumping

harder.

The ’Blade is totally excessive for

road use, of course, but despite that

power delivery it was very easy to

ride, the minimal gearchanging making

it feel almost like an ultra-responsive

automatic. An outstandingly light

and agile one, too, because despite

being 6kg heavier than its predecessor,

at 201kg wet, the SP handled

superbly while delivering a blend of

suspension control and ride quality

that I’ve only experienced from other

bikes with similar semi-active setups.

Honda’s main chassis changes

32 SuperBike

are intended to add stability, steering

accuracy and feedback at racetrack

speeds. The wheelbase is 50mm

longer at 1455mm, due to more

relaxed steering geometry (rake and

trail now 24 degrees and 102mm,

from 23 degrees and 96mm) and a

30.5mm longer swing-arm. The new

frame gives increased vertical and

lateral rigidity but reduced horizontal

rigidity, for improved feel; the engine

is held slightly higher and further

back, for increased agility and more

even weight distribution.

I can’t claim to have felt the benefit

of any of those things on a road

ride, despite putting in numerous

knee-down laps of one big roundabout,

where the Fireblade proved

wonderfully adept at changing its

line to avoid the Tarmac ripples, or

slowing suddenly and controllably

when a big truck loomed from an

approach road. What I can say is that

it steered beautifully and remained

utterly composed under both hard

acceleration and braking, imparting

a glorious feeling of control through

those low-set clip-ons.

The suspension was a key part

of that, of course, and once again

I was blown away by the semi-active

Öhlins units’ ability to maintain

the bike’s attitude and control while

soaking up road bumps to provide an

improbably supple ride. That riding

position is properly racy, giving the

Honda some of the feel of Aprilia’s

similarly compact RSV4, and I’m sure

the suspension’s compliance was a

big part of the reason that I ended

the ride without complaint from my

wrists or rear end.

The Fireblade’s other cycle parts

also impressed. The previous model’s

brakes and ABS were a weakness

on track, and the RR-R SP’s

blend of Brembo Stylemas and

updated anti-lock system, working in

conjunction with an uprated, six-axis

Bosch IMU, had earned much praise

on the track launch so I was unsurprised

to find the system feeling

flawless however hard I tried to bury

the front Pirelli Diablo Supercorsa SP

into the road. (There’s now a separate

track ABS setting.) Grip from the

fat, 200-section rear was predictably

strong even when I was doing my

best to exploit the abundant ground

clearance, if not the uprated traction

control system.

All that was just as you’d expect

Freddy Foray - EWC rider

from a track-biased weapon, but

what came as a pleasant surprise

was the Honda’s respectable rider-friendliness.

Although it’s undoubtedly

compact and uncompromisingly

racy, having some of the

feel of Aprilia’s RSV4, I found the

low screen diverting a useful amount

of wind with minimal turbulence.

The roomy seat allowed me to shift

backwards to help, and the fairing

provided hand protection that was

welcome on a blustery day.

The simplicity of the electronics

was useful too, notably when a rain

shower soaked the road. Toggling

the ride mode button to No.3 cut the

power delivery, upped the traction

control, maximised engine braking

and softened the suspension, turning

the Fireblade into a relatively docile

machine – yet still one that howled

through the rain at an exhilarating

pace when I saw a short stretch of

clear road ahead.

Despite the mixed weather I

arrived back at Honda’s base buzzing

from the ride, and with an unexpected

respect for the SP’s ability

to combine its laser-like focus with

a wider appeal. There’s no doubt

that it’s better suited to track days

than motorways (despite the purpose-designed

tank and seat bag

in the accessory catalogue alongside

numerous carbon-fibre parts).

34 SuperBike

Even Honda’s PR blurb admits that

this “ultimate statement of pure

super-sports aggression is not built

with a road-rider’s needs in mind; the

racetrack is where it belongs.”

But that’s true of any open-class

sports bike, and the CBR1000RR-R

Fireblade SP manages to combine

its uncompromising character with

controllability and ease of use. Sure,

it’s expensive, and requires a closed

circuit to use its new-found pace and

poise to the full. But if you’re looking

for a pin-sharp device to deliver

adrenaline on either road or track,

this Honda is hard to beat. As well

as being the sharpest, most frantic

Fireblade yet, it’s also perhaps the

most rewarding.

Earning the Extra R – Honda’s

Hottest Straight Four

The Fireblade development team

left no stone unturned in designing

the CBR1000RR-R’s dohc 16-valve

engine, using input from HRC’s

MotoGP team and adopting the

RC213V’s ultra-short-stroke cylinder

dimensions to create a high-revving

and uniquely powerful production

straight four. The many changes

from the RR unit are mostly aimed at

reducing weight and friction, allowing

the 214bhp power output to be delivered

at 14,500rpm, with the 113Nm

torque peak at 12,500rpm.

Key differences include the use of

finger-follower rocker arms instead

of buckets-and-shims, which Honda

says reduces weight by 75 per cent.

A new camshaft drive system employs

both gears and a shorter chain

to allow the ultra-high revs. Diamond

Like Carbon (DLC) is used on the

cam lobes, as with the RC213V-S,

reducing friction by a claimed 35

per cent. New titanium conrods and

forged aluminium pistons also save

weight; the pistons are cooled by a

sophisticated new oil jet system.

The engine’s breathing is enhanced

by its new intake system’s

direct path from fairing nose to airbox

(allowed by the ignition barrel being

moved to one side), plus a larger air

filter, bigger throttle bodies (52mm

diameter from 48mm) and reduced,

9º (from 11º) intake valve angle. On

the exhaust side, the downpipes

are redesigned and oval-section

to improve flow and the Akrapovic

titanium silencer has 38 per cent less

internal volume than the old model’s.

It also sounds great, although some

Marc Marquez

CBR1000RR-R SP

Yuzuru Ishikaw - Fireblade

project leader

track day noise meter operators

might disagree.

Respectable Race Results – the

RR-R’s 2020 Season

Honda didn’t achieve its target of

World Superbike race wins in 2020,

but can be reasonably content with

the new Fireblade’s debut season.

Factory riders Leon Haslam and

Alvaro Bautista showed the bike’s

promise with fifth and sixth places

in the opening race at Phillip Island,

and the Spaniard scrapped for the

lead in round four at Aragon before

finishing third.

Disappointingly for Honda that

was the team’s only podium place

of the Covid-shortened campaign.

CBR1000RR-R

But consistency earned Bautista and

Haslam respectable ninth and tenth

places in the championship. Both

riders are staying with the team for

next season and will be confident

that increased development will see

the Fireblade winning races.

The RR-R was competitive elsewhere,

notably in the British Superbike

championship where brothers

Andrew and Glenn Irwin scored two

wins and three seconds in the first

three races, ending the season sixth

and fourth respectively. The Fireblade’s

debut in World Endurance

was even more successful, as the

TSR Honda France team won the Le

Mans 24 Hours before finishing third

in the championship.

GO

ADVENTURE

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

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

Photo: R. Schedl

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36 SuperBike

37

DUCATI’S

DECISION

By Paolo Scalera Blog

DUEL WITH

DOVIZIOSO

He finished 25 points behind the Italian, but with three

Grands Prix lost through no fault of his own.

The Borgo Panigale

team has rewarded

him because of his

ability to ride through

the problems, thus

bringing about a generational

change

Ducati’s last season reminds us

a bit of Yamaha in 2000, when

the Iwata manufacturer had

four leading riders: Max Biaggi,

the surprising Garry McCoy,

Carlos Checa and Norifumi

Abe.

Overall, Yamahas got on the

podium 17 times, with respectively

three wins for McCoy,

two for Biaggi and one for Abe

but in the overall standings

they went no better than third

place with the Roman rider, in

the year - coincidentally - of

the victory of Kenny Roberts Jr.

with Suzuki.

Also on that occasion, after

Alex Criville’s success with

Repsol Honda in 1999, Biaggi,

who finished second in

1998 and fourth in 1999, like

Dovizioso in Ducati was one of

the favourites. But things went

differently.

The reasons: a bit of confusion

in development, especially,

38 SuperBike

because while McCoy’s Yamaha

satellite team started using Michelin

16.5” tyres at the rear, modifying

the suspension geometry to adapt

the bike, the same modification was

not granted to the more restrictive

factory team.

With the help of six bikes on the

starting grid, Ducati this year got on

the podium in eight of the 14 rounds,

more than any other manufacturer.

But the podiums for each rider were

rare: Jack Miller achieved four and

was the best, then two for Dovizioso

and one each for Petrucci with victory

in France, Francesco Bagnaia and

Johann Zarco.

Ducati, eight podiums in 14

Grands Prix with five different

riders

At the end of the championship,

Ducati was’ rewarded ‘with the

Constructors’ championship title

but even though rules are rules and

must be respected, there is no doubt

that the title came about due to the

disqualification imposed on Yamaha

for its engine issue.

The result is that for 2021 the Borgo

Panigale manufacturer has given

a sharp U-turn in its management of

the riders by letting go both Dovizioso,

who had been with Ducati since

2013, and Petrucci. A decision that

has outraged some fans who, perhaps,

recalling only the outcome of

the 2017-2019 seasons during which

the Desmosedici finished behind

Marc Marquez’s Honda three times,

have forgotten the difficult journey

that it began with Dovi himself in

2013: an 8th, a 5th, a 7th and another

5th place overall before the triple

result that gave the rider from Forlì 12

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R144 900

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Sales Manager

jacques.swart@bmweastrand.co.za

40 SuperBike

victories in the world championship

(13 with the only one in 2020) which

were added to the previous two: the

only one with Honda in Donington in

the wet in 2009 and the first with the

Rossa in 2016 in Malaysia - following

the first triumph of the Dall’Igna era

achieved at the Red Bull Ring shortly

before by Andrea Iannone.

“Covid forced us to have a different

championship, one virtually

without any tests - underlined Paolo

Ciabatti, who joined Ducati at the

same time as Dovizioso - practically

after Malaysia there were no tests, so

as a result it was not easy to adapt to

the new tyres. We were competitive,

but we always fought for the podium

with different riders ”.

That’s true because of the six

Ducati riders, including Rabat, the

five under contract with Ducati,

therefore also Johann Zarco, got

on the podium. This can be considered

the real success of the season

because it showed that the GP19

can be ridden by different riders with

different styles.

Nevertheless, the best rider of

Italy’s ‘national’ team was once again

Dovizioso, 6th overall with 117 points

a result he achieved with a championship

as usual without errors. Only

one zero through no fault of his own,

at Barcelona. Was it worth getting rid

of him considering that Jack Miller

finished in ninth position, 25 points

behind?

Gigi Daligna

Dall’Igna: “Three of

Jack’s retirements

were not his fault”

The answer was given by Gigi Dall’Igna

himself in our Live broadcast last

week.

“It’s true, Jack came behind

Andrea, but with four zeroes to one.

And not all of them were his fault: at

Misano Quartararo’s tear-off visor

ended up in his intake, at Le Mans

he had a mechanical problem, while

at Aragon he was taken down by

Binder”.

This is the reason for Ducati’s decision

to rejuvenate the factory team

with the arrival of Miller and Bagnaia:

the desire to have a more aggressive

rider in the team, one who is capable

of throwing his heart over obstacles

and also of riding, if necessary,

through the problems. It’s a process

that has even been taken to the extreme

with the satellite teams given

that in 2021 the three MotoGP rookies

will all be riding the Desmosedici:

Bastianini, Marini and Martin. Which

in fact already gives the honorary title

of Rookie of the Year to Ducati...

While it is true that Ducati - but

Dall’Igna confirmed this to us - already

had strong doubts about

whether or not to renew the agreement

with Dovizioso beyond the

eight years spent together, perhaps

it was this data that helped to bring

about a decision that appeared tough

to many, and inappropriate to others.

The generational change, with the

recent exit of Pedrosa, Lorenzo and

Crutchlow and only a matter of time

for Rossi, is now unstoppable.

41

“IT’S TRUE, JACK CAME BEHIND

ANDREA, BUT WITH FOUR ZEROES

TO ONE. AND NOT ALL OF THEM

WERE HIS FAULT... GIGI DALIGNA

Andrea Dovizioso

42 SuperBike

By Adam Child

WORLD

LAUNCH

YEARS OF GS

EDITION

most advanced GS to date – their

40-year celebratory model

40BMW’s

To celebrate 40 years of the

dominant GS, BMW have

decided to upgrade the

now Euro-5 globetrotting

model with new tech, including

all-new adaptive headlights,

a 6-axis IMU and a wide range of

new accessories, plus a dramatic

makeover with vivid colours. We

spent a week getting to know the R

1250 GS TE – 40 Years GS Edition

model.

1980 was the year of hairspray

and perms – and that was the macho

male rock bands who thought spandex

was OK. The Jam were singing

about going underground, ABBA was

a Super Trouper, and the Empire

Strikes Back was released, long before

Star Wars got confusing and the

arrival of Ewan McGregor.

In amongst this madness,

BMW launched the very first BMW

shaft-driven R80G/S. Capable both

off-road and on, as happy on motorways

as it was on green lanes, it

catered to a whole new motorcycle

market. And since creating this

new sector, BMW has dominated it,

evolving the GS over four decades.

The greatest compliment is to be

copied, and other manufacturers

soon followed in the footsteps of the

GS, but only in the last decade has

the GS’s crown been wobbled by a

wave of new and powerful bikes from

KTM and Ducati. The Japanese manufacturers

have also jumped into this

most profitable sector with attractive,

cost-effective bikes.

In the face of growing competition,

BMW have been forced to up their

game, which leads us nicely onto

the new R 1250 GS TE – 40 Years

GS Edition model, celebrating four

43

decades of the GS. This is the most

advanced, and luxurious GS to date,

with new rider modes, updated tech,

now a 6-axis IMU, instead of 5, new

adaptive headlights, and updated

heated seat (rider and pillion) and

grips. We spent a week on the bold

yellow GS to see if the latest Euro-5

model was worthy of the name.

Do you remember when you just

threw a leg over a bike, turned a key,

pressed the starter button or kick

started the bike into life, and that

was it? I was lucky enough to ride

an original GS on a recent trip to the

BMW factory in Munich, and reveled

in the simplicity of analogue clocks

– remember those? – and no rider

aids. Now, for 2021, this is the most

advanced GS to date, and comparing

the Anniversary model to the original

is like comparing a Eurofighter to a

Sopwith Camel biplane.

BMW has thrown the accessories

catalogue and a host of clever gadgets

at the updated GS. The unique

adaptive headlights are all-new.

Cornering headlights are nothing

new, but most competitor systems

simply illuminate an extra light when

cornering, while the BMW system

actually moves and pivots the lights.

The adaptive headlights are linked to

the new IMU which measures lean

angle, for example, and therefore

knows how far over the bike is and

thus how to angle the headlight. The

headlights will even adjust depending

on the weight on the rear of the

bike, dipping slightly when you add a

pillion and luggage.

The IMU has been uprated, and

now takes readings from six axis

rather than five as with the previous

model. This allows more advanced

44 SuperBike

Billet mirrors

Adaptive headlights – New for this model,

the adaptive headlights change direction,

partnering the bike’s movements depending

on the lean angle, and stabilising during rapid

acceleration and braking

Eco mode – A new mode available on this

model reduced power to 100bhp, and helps to

improve fuel efficiency and obviously increase

tank range from the 20l fuel tank.

Removable rubber inserts

Billet pod covers

Grip and seat heating

rider aids and unique features like the

new Hill Assist Pro which detects the

gradient. The DTC (Dynamic Traction

Control) uses the new IMU to calculate

the difference between wheel

spin and a wheelie, or ‘lift-off suppression’

as BMW call it, meaning

that in the Dynamic Pro and Enduro

Pro modes, when you pop the front

wheel up, you still have some TC –

something which wasn’t possible on

the old bike.

You now have seven modes to

choose from, plus a new Eco mode

and Dynamic Pro and Enduro Pro

modes as standard, both of which allow

you to personalise or deactivate

the rider aids. However, now the system

knows the difference between a

wheelie and wheel spin, I’m unsure

why you’d want to de-active the very

clever traction control, unless offroad.

The Eco mode is new for the

Anniversary model and restricts power

to 73.5kw and 109Nm of torque,

which is a significant drop from the

peak power 100kw (136hp) and

torque (143Nm) in a bid to improve

fuel economy.

Aside from the obvious yellow and

black ‘bumblebee’ livery, there are

some neat little touches like the gold

anodised spoked wheels and yellow

handguards that come as standard

on the Anniversary GS. Heated seats

for both rider and pillion are now

available, something disgruntled pillions

have been asking for for years,

which is why our model didn’t have

the original equipment yellow seat.

There are heated grips obviously, but

now updated and five-way adjustable

as per the seat.

As with every BMW, it’s easy to

get carried away box-ticking the

attractive, ‘must-have’ accessories.

Our test model featured the Shadow

Billet Pack (£750), hence the

lovely anodised and milled mirrors

and levers. It additionally featured

the Akrapovic silencer and chrome

exhaust pipe (£875), LED fog-lights

(£370) and Intelligent Emergency

Teleservices (£305). The free pillion

package adds the heated rear pillion

seat and replaces the sporty yellow

screen with a standard item.

As you’d expect the price soon

starts to hike up. The R1250GS TE

starts at £16,940, which is just palatable,

but then add the 40-year GS

Edition £1990, plus all the accessories,

some of which are mentioned

above, and our test model comes in

at £21,535. I know it is a lot of tech,

and arguably it’s a class-leading bike

and on par price-wise with Ducati’s

new Multistrada V4S in similar spec

– but just be aware when you start

ticking the accessories box, it’s easy

to get carried away.

I was thankful of the extra accessories,

especially the heated grips

and seat, as winter seemed to take

over as soon as I took delivery of the

GS test bike. You now have a range

of 0-5 for the grips and rider seat,

and thankfully 5 is almost too hot.

46 SuperBike

Even when the temperature dropped

to zero, the heated seat set on maximum

was almost too much...

I’d not ridden a GS for a year, and

despite my experience I’d forgotten

how good the GS is. The Shift

Cam boxer engine is a peach, with

so much torque and perfect fueling,

smoother in fact than my chat-up line

at the school disco back when I was

15 and cool. Power and torque are

unchanged and more than enough,

while the riding position and ergonomics

feel like they were made for

me. I did 300 miles-plus on one day

without any body parts complaining,

reminding me that this is a true globe

trotter. In fact, all the class-leading

points remain of the current GS, but

now the Anniversary model offers a

little more.

First the looks… the standard

Anniversary model comes with a

yellow seat and yellow sports screen,

though our accessorised test model

came with the heated stepped black

seat and clear screen. I posted a few

pictures on social media, and the

results were mixed. Personally, I like

the distinctive yellow, especially the

anodised wheels, but others on social

media weren’t so complimentary.

Next up the tech. There are even

more gadgets to play with and even

more information and buttons, but

again BMW has made it all relatively

simple to comprehend and the huge

full-colour screen is accessible, relatively

easy to navigate, and stunning

to look at. It’s like having a full-colour

TV screen at your fingertips. The

font is clear and, as a former BMW

owner, I know that initially daunting

navigation wheel on the left bar soon

becomes second nature.

I don’t know of any other bike

(that’s not a BMW) which gives you

as much information, so clearly and

simply. Other manufacturers’ bikes

have large dash’s, but the BMW

offers menu upon menu of data and

advice, plus you have the integrated

Sat-Nav as an optional extra if you

want it. After a full day in the saddle

everything quickly becomes intuitive,

including switching between riding

modes, increasing the level of heat

or setting the cruise control. The only

downside is that the switchgear isn’t

backlit, which makes it hard work at

night when you are not yet familiar

with every button, and is something

Proof that the GS likes to swim

Ducati and other manufacturers have

addressed.

As mentioned, the Eco mode is

a new fuel-saving edition that limits

power and softens the delivery.

When you flick into the Eco mode a

small gauge appears in the top right

of the screen that shows how economically

you are riding. This guide,

and the reduced power, helps to

improve fuel efficiency, and obviously

increase range. I rode at a brisk pace

on motorway and country lanes and

averaged 49mpg in the standard

road mode. I repeated the same task

on similar but not identical roads in

Eco and averaged 53mpg. OK, not

the most scientific of tests (it’s also

worth noting that above 80mph,

you’re off the radar and apparently

not riding economically enough to

register with the Eco gauge) but if

you stay within the gauge and ride

smoothly, you certainly achieve an

improved mpg figures and fuel range.

Being restricted to 100hp isn’t great

and you have to make sure you judge

overtakes accordingly. I confess that

I ended up in a panic while attempting

a quick overtake of several cars –

having forgotten I was in Eco mode.

The Dynamic Pro mode is at the

other end of the spectrum with full

power and rider aids, such as the

rear ABS, deactivated or reduced

and the facility to personalise settings

within it. The system can now

calculate the difference between a

wheelie and wheel spin, and although

you could argue that no one wheelies

a BMW R1250GS on the road, offroad

it’s easily done and fun. On the

road I prefer a small and controlled

lift over rises and crests, rather than

the rider aids dramatically cutting

the fueling and sending my testicles

smashing against the fuel tank. And

the new system works well: the TC

jumps in when the rear starts spinning

(easily done in the conditions we

encountered on test) especially when

leaving a dirt track and riding onto a

smooth road again. But over crests

and off-road the front wheel lift was

controlled by me and not a far-tooclever

computer. For experienced

47

Engine – The familiar flat-twin boxer layout, with shift-cam,

is now Euro 5 compliant, yet still produced the same power

and torque as before 100kw @7750rpm (claimed), 143Nm

@ 8750rpm (claimed). Torque is impressive, however, peak

power is down compared to the competition from Ducati

IMU – The IMU, is now a 6-axis unit,

not 5. The new unit is very similar to

the item used on the older generation

BMW S1000RR and increases the

accuracy of the rider aids

Anti wheelie – The

new IMU can detect the

difference between wheel

spin and a wheelie, which

means you no longer have

to turn off the TC to pop

the front up, useful

off-road and over crests.

hands, this adds another string to

the bow of the GS and makes it more

rideable and rewarding than ever.

But if that’s not your bag, in every

other mode the front lift is controlled,

and, of course, you can personalise

the Dynamic modes to your taste

anyway.

As impressed as I was with the

new riding modes and rider aids,

none of them come close to the

stunning adaptive headlights, which

are so good I have to question why

they haven’t been adopted before.

The lights on a GS have always been

exceptional, but now they are on a

different level. You roll into a corner,

and the lights gradually roll with you,

projecting into the bend rather than

directly ahead into, say, an empty

field. The adaptive headlights are

exceptional when riding aggressively.

I was purposely braking as late

as I dared yet even in the softest

semi-active suspension mode the

front lights stay level, and even tilt

upwards slightly. Same on the power…

When I grabbed a big handful of

throttle in first gear – TC light flashing,

rear shock squatting and any

normal headlight likely to go looking

for low-flying aircraft – the adaptive

system simply dips to illuminate the

road ahead.

In winter in the UK you really

need off-road biased rubber, like the

Metzeler Karoo 3, which is an option

on the GS. The standard Bridgestone

A41 is OK on dry gravel and

hard-packed off-road surface, but

were never designed to take on wet,

sloppy mud. The specific Enduro

Pro mode is also designed to work

in partnership with off-road biased

tyres. We did manage to find some

relatively dry hard-packed sections

and from experience I know how

good the big GS is off-road. Don’t be

put off by the size and weight of the

GS, the Boxer engine gives the bike

a lovely balance at low speed and

rider aids are there to help out. Do,

however, change the rubber if you’re

determined to get muddy or opt for

dry open fire tracks and enjoy the

enhanced rider aids which give you

more freedom.

Verdict

It is hard to fault BMW’s R1250 GS

in whichever option you decide. The

‘top spec’ R 1250 GS TE – 40 Years

GS Edition isn’t a huge leap forward

over the old bike, more of a step. If

you’re happy with your GS, stick with

it, just don’t test ride the updated

model. The problem is, once you’ve

had a taste of the gadgets, it’s hard

to step back. In tricky commuting

conditions I ended up using the Eco

mode more than any other riding

mode, saving fuel and increasing

the range. The new rider aids (care

of the new IMU) are a nice touch,

and the adaptive headlights are very

clever, certainly an improvement, and

personally I like the yellow spoked

wheels too. If you own a GS you will

probably be tempted to test ride the

Anniversary model simply to sample

the new gadget. Warning: don’t do it,

otherwise you might end up trading

in and ticking those expensive accessory

boxes!

BRAD BINDER

Red Bull KTM Factory Rider

50 SuperBike

By Roland Brown

2014 Yamaha MT-07

BEST OF THE

2010-2019

The start of a new decade

is always a time to reflect

on the old one as well

as looking forward to

the future. And while in

broader terms the last

ten years will perhaps be remembered

for economic austerity, fake

news and climate change, the twowheeled

world was a much more

positive place.

In future decades, motorcycle

enthusiasts will perhaps look fondly,

even despairingly, back at the last

one from a health-and-safety dominated

world of permanently-monitored,

speed-limited and tediously

autonomous vehicles. Old-timers

will reminisce about the good old

days when we could ride an incredible

variety of powerful, exhilarating

bikes pretty much whenever and

wherever we liked.

And if this past decade does turn

out to be the zenith of the performance/freedom-to-use-it

equation,

it will at least have produced some

amazing machines and memories.

We’ll all no doubt have our

own standouts; these are some of

mine…

Best Production Bike

Contenders include the brilliant MT-

07 parallel twin with which Yamaha

confirmed its transformation from

credit-crunch-induced slumber to

revitalised giant in 2014. The MT-

09 triple that began the fightback a

2011 Aprilia Tuono V4R

2010 Ducati Multistrada

51

2010 BMW S 1000 RR

2015 KTM 1290 Super Adventure

year earlier was another star, but the

bike that put the hyper in hyper-naked

was Aprilia’s Tuono V4R, which

arrived in 2011 and reached new

heights with this year’s updated V4

1100 Factory.

This has been another decade of

adventure bike domination, led by

BMW’s superb, continually evolving

R1200GS and its latest R1250GS

descendent. That said, the bike that

had me shaking my head in wonder

after completing my first ride was its

mighty KTM rival the 1290 Super Adventure,

during the V-twin’s launch in

2015.

Arguably the adventure bike

that moved things on most was

the Ducati Multistrada 1200 whose

multi-mode versatility heralded the

decade’s electronic innovation in

2010. The Bologna firm made a big

impact in familiar sporting style, too,

with a string of increasingly spectacular

Panigale V-twins, and especially

the even more powerful and refined

Panigale V4 that began a new era in

2018.

Despite the continued drop in

sports bike sales, it’s another of

their number that gets my vote as

the decade’s biggest star. BMW’s

S1000RR arrived from nowhere to

top the class in 2010, with its awesome

blend of 190bhp-plus performance

and unprecedented electronic

sophistication. Via numerous updates

it has remained the yardstick

ever since – topping 200bhp, gaining

countless improvements and spawning

the futuristic, carbon-framed HP4

Race along the way.

52 SuperBike

Most Spectacular Production

Bike

Kawasaki’s Ninja H2 wasn’t a remotely

sensible superbike. Nor was

it meant to be. It was a corporate

statement and a magnificent folly:

998cc and over 200bhp of supercharged

four with jaw-dropping

styling, mirror-finish paintwork, brutal

power delivery and an even more

outrageous, non-street-legal Ninja

H2R sibling that produced more than

300bhp – if you could find anywhere

to ride it.

Worst Production Bike

Yamaha’s adoption of custom

culture has often worked well, but

the cynically reheated XJR1300

that the firm launched in 2015 was

less powerful and practical than the

eight-year-old original, and far more

expensive. Aprilia’s SRV850 was

billed as a new V-twin super-scooter

but in reality was a restyle of the

hopeless, four-year-old GP800 from

sister firm Gilera. Worst of the lot was

Honda’s NM4 Vultus – the weirdly

wedge-shaped, utterly impractical

comic-sketch scooter that somehow

became production reality, albeit in

deservedly tiny numbers.

Best Revival

Indian had struggled for years under

a series of under-funded owners until

in 2011 the marque was bought by

Polaris, the Minnesota-based owner

of ATVs, snowmobiles and Victory

Motorcycles. Revitalised Indian’s

Chief, Scout and Roadmaster

V-twins gave Harley-Davidson strong

competition – and proved too strong

for sickly cousin Victory, which

ceased production in 2017.

Norton’s lower-key revival has also

been impressive, after the old British

brand started the decade under new

owner Stuart Garner with the Commando

961. Updated Commandos

are still being built, now alongside

the exciting V4 RR superbike and

Atlas parallel twins. Talking of reborn

British marques, the new-generation

Brough Superior SS100 created by

French design guru Thierry Henriette

is modestly powered but innovative

and worthy of its legendary name.

And although Royal Enfield never

actually died, the now Indian-based

firm’s rise to prominence has been

one of the decade’s outstanding

2015 Kawasaki H2R

2015 Yamaha XJR1300

2011 Indian Chief, Scout and

Roadmaster

stories.

Harley-Davidson LiveWire

Most Significant Arrival

If the electric motorcycle’s rapid rise

turns the coming decade into the

“Whistling Twenties”, Harley-Davidson’s

recently launched LiveWire

might one day be lauded as the catalyst.

Perhaps motorcycling’s future

is the self-stabilising Vision Next 100

concept that BMW showed in 2016,

or Yamaha’s robot-piloted Motobot.

But back in 2011 it was KTM’s

launch of the much less spectacular

125 Duke that showed the way

forward. Produced in India rather

than Austria, and designed to be sold

globally with few modifications, the

humble Duke forged a path since followed

by models including Harley’s

own Street V-twin.

Best Press Launch

Clocking a fraction under 320km/h

on the main straight at Qatar’s Losail

circuit aboard the outrageous Ninja

H2R was a thrill. So too was riding all

six 2011 World Superbike contenders

at the traditional end-of-season test

at Portimao – sadly an event that no

longer takes place. Another highlight

at the Portuguese circuit came earlier

that year when BMW celebrated the

original S1000RR’s triumphant arrival

by allowing all riders out in the last

session for a crowded and exhilarating

finale.

Of many memorable road rides,

53

2013 KTM 1190 Adventure

cornering ABS testing. Note the

front brake lever and the front

tyre

2011 World Superbikes

2014 Honda CBR1000RR SP

one that sticks out was aboard

Triumph’s revamped Street Triple R

in late 2012, following rapid test rider

Felipe Lopez on Andalucian mountain

roads in a take-no-prisoners five-bike

convoy. But for sheer enjoyment,

nothing beat the more relaxed day

on the Indian Roadmaster in August

2014: riding the luxurious V-twin

through South Dakota to see Mount

Rushmore, then back to the Sturgis

rally just in time to catch Lynyrd Skynyrd

live on the Buffalo Chip stage.

Hardly a real day’s work, but confirmation

that riding a big V-twin in the

States should be on every motorcyclist’s

bucket list.

Best Technical Feature

The Inertial Measurement Unit has

transformed motorcycles’ levels

of safety. BMW’s S1000RR and

Ducati’s Multistrada 1200 began the

electronics revolution at the start of

the decade, only two years after the

exotic 1098R had become the first

production bike with traction control.

Ten years later, even some middleweights

have far more sophisticated,

IMU-controlled traction control and

cornering ABS, and are all the better

for it.

Most Memorable Moment

At the Bosch test facility near Frankfurt

in October 2013, riding a KTM

1190 Adventure in a big circle with

its left footrest skimming the Tarmac,

then grabbing the front brake lever.

Instead of instantly crashing, I heard

a chirp from the front tyre, felt the

handlebars twitch momentarily, and

carried on cornering as though nothing

had happened. Barely believable

proof that cornering ABS actually

works.

Most Bizarre Moment

Crashing Honda’s FireBlade SP at

Losail in Qatar in 2014, when I ran

slightly wide onto a sand-covered

section of track and lost the front

end, was embarrassing. So was

causing two other riders to crash on

the Victory Octane cruiser launch

in Florida two years later. When my

Octane’s zip-tied number plate fell

54 SuperBike

off in traffic, another rider braked

to retrieve it, locked his (non-ABSequipped)

front wheel and crashed,

as did another behind him. Thankfully

the only real damage was to pride.

Best Motorcycling Trend

Custom culture. It was inspiring to

see the rise of specials, from professional

builds to amateurs’ shed-built

creations. Many were imaginative,

spectacular and gave inexpensive

old bikes a new lease of life. Motorcycling

was brought to a younger,

hipper audience by events including

Wheels & Waves in Biarritz and

Germany’s Glemseck 101; websites

including Bike EXIF and Pipeburn;

quirky race meetings such as Dirt

Quake; and shows from London’s

Bike Shed to Handbuilt in Texas.

The Bike Shed

Best Special

Picking favourites is difficult but

Shinya Kimura’s intricate aluminium-formed

creations are truly

spectacular. Hiroyuki Nakamura of

AC Sanctuary builds superb Eighties-based

specials. Californian

ex-racer Roland Sands has produced

fine concept bikes for several manufacturers.

His R90S tribute Concept

Ninety was gorgeous, but his

Yamaha MT-09 based, King Kenny

Roberts inspired Faster Wasp is the

special that I’d most love to own and

ride.

Best Manufacturer

You could take your pick from

Europe’s finest: BMW for its ever-expanding

and ever-improving range;

Ducati for continuing to push the

boundaries of style and performance;

KTM for relentless enthusiasm and

inspired growth; Triumph for cleverly

combining tradition and engineering.

But my vote goes to Yamaha, for digging

itself out of such a deep hole so

impressively and imaginatively.

Worst Manufacturer

Honda sold plenty of bikes but outside

of MotoGP its lack of interest

in challenging Europe’s engineering

dominance would have shamed

founder Soichiro. MV Agusta and

Bimota found more ways to continue

their traditional financial woes, while

Harley-Davidson failed to halt alarming

decline.

The Wasp

55

56 SuperBike

TT Zero

Biggest Disappointment

The last decade promised to see

the rise of electric bikes, but it didn’t

happen. Admittedly, Zero’s roadsters

gradually improved, Energica

produced a stylish sportster and

Harley-Davidson’s LiveWire became

the first serious streetbike from a

major manufacturer. But most firms

and customers stayed away, and

neither the technology nor charging

networks made the necessary leap

forward. In racing, Michael Rutter set

the first the Isle of Man TT 100mph

(161km/h) lap in 2012 on the stylish

MotoCzysz, and set a best yet

121.91mph (196.19km/h) on the

all-conquering Mugen Shinden last

June, but the TT Zero race that had

begun the decade with such promise

has now had its plug pulled. At least

the MotoGP-hosted MotoE series

shows that all is not yet lost.

Suzuki GSX-R1000R the most

underrated bike in 2020!

57

58 SuperBike

Best Racer

Arguably so obvious a winner that

this category is unnecessary, Marc

Márquez not only won six MotoGP

titles (plus one each in Moto3 and 2

before them) but established this as

the decade where it became commonplace

– albeit only for him – to

lose the front end completely without

crashing. Even outstanding champions

including triple MotoGP title

winner Jorge Lorenzo, still-awesome

40-year-old Valentino Rossi and fivetimes

World Superbike king Jonathan

Rea were nowhere near the brilliant

Spaniard’s level.

Marc Marquez

C

M

Y

CM

MY

CY

CMY

Memorable Departures

Many of us will have fond memories

of motorcycle people who did not

outlast the decade. Marco Simoncelli

died in a crash, as did Pikes Peak

champion Carlin Dunne (a great guy

who I knew from a Multistrada-riding

trip to Mexico), plus William

Dunlop and numerous others from

the hard world of real-roads racing.

Nicky Hayden’s life was cut short

in a bicycle accident. My friend and

colleague Kevin Ash was one of too

many street bike casualties. Custom

king Arlen Ness passed away aged

79 last March, and four-times 500cc

world champion (and F1 champ)

John Surtees died at 83 in 2017. But

others fell too soon to illness, including

industry giant Claudio Castiglioni,

design genius Massimo Tamburini

and electric-bike visionary Michael

Czysz. A reminder that motorcycling

is dangerous, but so too is life itself.

John Surtees

Jonathan Rea

Michael Czysz

K

Carlin Dunne

Marco Simoncelli

C

M

Y

CM

MY

CY

CMY

K

Nicky Hayden

Not sure when you need

your next service?

Make sure your machine

has all its updates.

Send us your VIN & contact

details- we’ll call you

back.

workshop@radmoto.co.za

www.radmoto.co.za

A4 half page Ad RAD Dec 2.pdf 1 2020/12/09 10:19:22

Not sure when you need

your next service?

Make sure your machine

has all its updates.

Send us your VIN & contact

details- we’ll call you

back.

workshop@radmoto.co.za

www.radmoto.co.za

60 SuperBike

ABS braking test. Car vs

Bike stopping power

SUZUKI SAFETY DAY

AT RED STAR RACEWAY

Suzuki Road School and Suzuki Family Fun Day Combined.

Pics by Eugene Botes

The weather can play havoc

with ones plans on weekends

up in Gauteng in

summer and both these

dates were no different.

Our first date early in November that

was purely aimed at Road Riders

completely rained out in, and as we

had a second date planned for the

Suzuki Day, we thought it good to

move those riders into that date.

Suzuki subsidizes the mostly and

for R200 a rider gets all the tuition,

track time, photos and lunch included.

That’s not a bad deal no matter

where you come from.

So, day two arrives and again the

weather is looking a little cloudy, I’m

being gentle here but at least we

decide not to prematurely cancel the

day and rather see it out. Many riders

decide to not come through, but

many do. Covid-19 compliant seating

in the classroom and we off.

Between the three of us, being

Stuart Baker National Manager of

Motorcycles at Suzuki, Arnold Olivier

Director of AMID and myself, we

have a combined road experience

touching on 100 years. And funnily

61

Road captains taking

responsibility with formal

training to ensure their

club riders are safer riders

Chris Kuun

Not only Suzuki motorcycles

attended

Stuart Baker

62 SuperBike

The first day was stopped by

bad weather, we had a taste of

it this day too, but didn’t stop

the riders as this is what you’ll

face on a daily basis

enough, I have always had the push

to increase individual’s riding skills.

But in truth the tree of us came up

with “Anticipation” as the main focus

of the training on surviving on the

open road. Yes we want you to be

able to brake hard, turn with a little

meaning and be able to accelerate

hard coming out of a bends but if

you going to be doing 140 km/h in a

built up area with blind corners, hey,

there are no pills for STUPID!

Stuart had some on-board videos

of his normal commute to work and

back and it was very insightful to actually

understand his decisions and

positioning on the road. It’s things us

riders with lots of experience take for

granted but it was interesting seeing

new riders hang on every word.

The day unfolded with everybody

on circuit gaining valuable riding

skills and just basic bike handling

disciplines with many instructors

around.

We did a braking exercise between

a bike and a car and I think

most were very surprised on how

much better a car can stop than even

the best superbike. This will make

for better following distances in the

future for sure.

Arnold Olivier had his hands full

with brand new riders who had never

ridden before and who were given

the opportunity to try a scooter for

the first time. They even had a bike

on a rolling road to get newbies

used to the clutch before they were

allowed to try it on the road for the

first time.

It’s a mammoth task but the only

way to eat an elephant is to take

that first bite and carry on. It’s the

only way we will get a new market

interested into the bikes we love; we

need to drive it.

On a closing note, we also spoke

to the Road Captains and Club Presidents

that the responsibility lies with

them to curb the drinking and riding

problem that persists. With UBER

and the like of opportunities around

today we actually do not have an

excuse anymore. Throttle and Bottles

do not mix.

A quick shout out to Suzuki, Michelin,

HJC, CMA and all the instructors

and to Kerry Lang, without all of

you a day like this would not be able

to happen.

64 SuperBike

HONDA

QUEST TRUE

ADVENTURE

Firstly what is it? Well, Honda wanted their Honda CFR

1100 Africa Twin in real world bucket list places with 14

passionate, truly adventurous, genuine characters. Sort

of the real-world people, just like you and I who enjoy

the outdoors through Dual Sport adventure biking.

65

66 SuperBike

Step in Hardy de Kock of

Specialized Adventures

who partnered with Honda

South Africa to make this

dream come true for 14

lucky souls.

Back in March a “Boot Camp”

was held to put the semi-finalists

through a short 3 day adventure

that carved out those that are both

ok enough to cope with the riding,

but also maybe more importantly

the type who would be a welcome

addition to any group of adventurers.

It’s relatively easy to discern the level

of riding competence, less so these

personal qualities and that makes

Boot Camp quite tough mentally, but

is the “secret sauce” to the success

of Honda Quest

Springbok, the epically remote,

iconic and extremely challenging

Richtersveld, The Namaqua Eco

Trail, Bushmanland, the Tankwa Karoo

and the rugged and picturesque

trails in the Cedarberg. Not many adventurers

haven’t heard/read about

these fabled internationally renowned

spaces. It remains for many, just a

bit too remote, too sandy or technical

but nevertheless, a dream... Until

Honda Quest!

With the finalists chosen, 14 brand

new 2020 Africa Twins waiting for

their riders and the crew all ready

and willing, Covid and Lockdown

hit just 2 weeks from kickoff in April!

But, Honda Quest itself is about

finding a way past the limitations.

So, it was on an unseasonably chilly

afternoon in November in Springbok,

everyone gathered for the first

official announcement – who the

team parings were to be. Up until

that moment, no-one had the slightest

idea who they were to be paired

with. The format to the competitive

angle is that; each team of two has

to work together to rack up enough

points over the 9 days so that once

we gathered again at the picturesque

guest farm of Kaleo in the Cedarberg,

they would then be announced as

not only the winners of Honda Quest

2020, but they would get to keep the

very bikes they competed on as their

prize!

A word about the bikes… Each

team had the manual and DCT versions

of the CFR 1100 Africa Twins.

The DCT was for nearly everyone

a new experience but the end of

Quest, even die-hard traditionalists

were won over for its excellent traits

in the technical bits; it’s never in the

wrong gear, no loss of traction between

gear shifts and 2 less controls

to have to worry about. (Currently

the DCT far outsells the manual in all

markets)

So with all this and a biting cold

uncomfortable night behind them,

the 17 bikes set off on the epic

Honda Quest adventure not without

some obvious nerves for the fabled

sand monsters of the north. Sand

monsters are how many refer to the

fears that one has towards sand.

Especially the deep, varied and kilometers

long ones. For many, it would

be their first introduction to them.

Before midmorning, many had made

intimate and in some cases repeated

acquaintance with the sands of the

Richtersveld… the learning curves

were steep.

Gerrit du Toit and Claude Deyzel

were the instructors and both were

previous contestants with Claude

being no less than the previous

year’s winner with his partner Mojaki

Rammoneng. They had the dual roles

of being the judges for the riding and

handling side of the competition, but

more importantly they were firstly

there to aid skill building, support

67

and safety.

For the next nine days, it was full

on mountainous far off the beaten

track desert riding. Rocky jeep tracks

wound their way between and over

the mountains and dipped down to

alongside the Great Orange River

before turning away to kilometers of

dunes and testing dry riverbeds with

sand and their attendant Monsters.

Interspersed in all this were some

testing and seriously tough rocky

technical climbs that without everyone

working together were nearly

impossible to clean. Then in the later

days the slower technical trails led

to the open vistas of Bushmanland

and the vastness of Tankwa Karoo to

finally the winding gravels roads, private

farm tracks and river crossings

of the ragged and rugged Cedarberg.

Though many had falls with little

consequence, one contestant Jason

Bryden late on day one broke

his leg in an innocent off. He was

casevac’ed to Springbok late that

evening. On day three Annemien van

der Linde graciously withdrew from

the competition giving her place to

Jason’s partner Leon le Roux. She’d

heroically ridden the big Africa Twin

but was struggling up the steepest

of climbs only because she’d taken

a serious fall on day one and was

handicapped by her shoulder. It was

selfless thing to do. She went on to

complete Honda Quest only choosing

to detour around the tricky Day 8.

It happens, this is adventure after

all and hats off to Honda for accepting

these realities.

It wasn’t all about the riding, each

competitor in preparation for the

adventure had been given a topic to

research and prepare for. In the evenings,

2 or three would give their presentations

that would give many of

the next day’s travels much insights

or significance. Of course, these too

were for points.

Also, there were many tasks that

68 SuperBike

amongst others required creativity,

insight, leadership, humour and

compassion. The competition is not

a race or even one of riding skills so

much, much of it is taking your measure

on your attitude towards life and

willingness to embrace adventure.

So it was a dusty Riaan Fourie,

the new head of Honda Motorcycles

South Africa who stood before

the similarly covered but very happy

contestants at the finish line in

Kaleo in the Cedarberg to thank and

introduce them to Yuishi Fukuda,

president of Honda Motor Southern

Africa and a small gathering of family

friends and journalists.

Riaan’s roots were firmly, by his

own admission, in the street-bike

side of two wheel travel and had

almost no big dual-sport serious offroad

experience. He had placed his

faith in his own product and like the

contestants, had had a transformative

and magical adventure aboard

his own Africa Twin.

Finally after 2132km, Hardy de

Kock, owner of Specialized Adventures

had some emotionally charged

words of appreciation for all and

then, announced the winning team;

Team #2 of Neil Naude’ and Brian

Harmse

They had edged out fierce competition

and were the winners of Honda

Quest 2020

If you even dream slightly of true

adventure, keep your eye open for

next year’s entries. You too could,

just maybe, ride off with a nearly

brand new Honda Africa Twin.

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70 SuperBike

BMW MOTORRAD EAST

DRAKENSBURG TOUR

Moved from International travel down to just local with 4 seasons in one day, two live bands and the

Leeuw loop song, all in one weekend, sounds like a typical SuperBike Magazine trip!

This was supposed to be our

Lesotho Tour we do with the

BMW riders annually but as

with all things this year, just

as we thought we were going to be

able to go across the borders, Covid

regulations change and from a negative

Covid test being valid for a week

it moved down to 2 days the week

before we left meaning that everybody

should have their tests co-ordinated

that they only receive them on

the Friday morning to be able to get

out by the Sunday, if that does not

happen you’d have to stay behind

in Lesotho and go find someone to

test you there, wait a day to get your

results and you’d be free to return

home, two days later.

So, talking to Laurie Goetsch, DP

of BMW Motorrad East Rand, the

decision was made at Nr 99 that

let’s rather not do Lesotho but find

an alternative. Gerhard v Zyl the

new manager at Little Switzerland

said he’d accommodate us, and the

planning started. We’d leave from

BMW East Rand follow the N1 South

and head to Clarens through Reitz

and Bethlehem. Well, that was the

plan, stop at Clarens for lunch and

then take a nice ride through Golden

Gate and through Bergville and

onto Little Switzerland. But again,

plans changed, the rains came, and

we were all huddled under a Bridge

near Phuthaditjhaba for half an hour.

In these mountainous regions you

can experience 4 seasons in a single

afternoon never mind a day. Some of

us did not even pack rain suits as the

weather prediction said clear skies all

71

72 SuperBike

Laurie, the Boss man of

BMW Motorrad East with

his wife, Maggie

weekend, the weatherman is never

wrong hey! In-accurate weather I call

it. Luckily for us it was just a little

cloudburst and we were on our merry

way soon afterwards.

On a positive note, the late afternoon

ride past the Sterkfontein Dam

with the sun setting and the thunder

showers in the distance makes you

happy you alive. We pulled into Little

Switzerland and all the staff were

on hand to book us in and show us

to our rooms. That night some live

music and excellent carvery food and

a not so early night for a few.

The following day we did a ride

down to the Green Lantern Hotel in

Van Reenen and we stopped by the

smallest Church in SA. Then down to

Nottingham Road Hotel for lunch and

then the R103 back to Little Switzerland.

That night a little more of the

same with a new band sharing some

tunes and then it happened. Arno,

one of the sales executives plucked

up enough guts and “turns on the

charm button to stun” and did the

Leeuw loop dance live. He is a man

of many talents and his sincerity is

unquestionable. You only truly get to

know someone when you spend an

evening or two with them and Arno

and myself were roommates for this

trip, say no more.

The following day we had a relaxed

start back via the N3 and our

backup driver Graham and his wife

never far behind and our medic Farrah

Williams with her daughter Laila

also following us closely. It might

seem like a bit of an over kill doing it

this way but is surely makes a lot of

sense when things do go wrong.

As a destination the Drakensburg

never really featured on my to-do

list till I was forced now and all I can

say is that it is some of the best and

most beautiful biking country we

have in SA, all the views are spectacular

and Little Switzerland truly welcomes

us bikers, so if you planning

a trip and want something different,

give this area a try. You might just be

happy you did.

I cannot name everybody now

by name but on trips like this friendship

gets created and memories

cherished. Is that not what life is all

about and the family of biking just

gets bigger.

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74 SuperBike

SUPER

VOLT

During the MotoGP calendar there’s

also the FIM MotoE series, obviously for

electric bikes only, well Energica ones

to be more precise.

By Bill Hunter

They’ve been involved since

2019 with the electric bike

new class, which is gaining

momentum at an unrivaled

pace. Indeed they’ll

continue as the single manufacturer

until 2022. All good to watch and

be impressed by you say, but what

if I wanted to own one for the road

and visits to my local pub, seeing as

‘race’ bikes are for track use only?

Well I have the answer and this is

it; the stunning Energica Ego that is

basically their race bike for road use.

Over 150hp and 200Nm +/- is what

you get and every ride is as exciting

as finding your first porn mag under

your dad’s bed. An obscene amount

of thrust is delivered in such a civilised

fashion that I had no interest

in anything with a petrol engine for

the week the Ego was in my garage.

I wouldn’t say it’s the best bike I’ve

ever ridden, because that debate

can be argued for many hours and

is dependant on what you’ve been

drinking, but the Ego is, without

doubt, one of the most impressive.

Now 200Nm+ is a huge amount

of torque but no motorbike can be

75

Tail tidy is standard

Adjustable rearsets

Charge ports

Öhlins suspension

easier to ride and access it. You have

no clutch or gear lever, as there’s

just the one, and it cannot be stalled.

Just launch off the line and catapult

yourself to an indicated 246km/h

(which I observed), on the high-class

digital display, or over 150mp/h

in English, tremendous fun on all

counts. Anyone can ride an Energica

with the only thing to be weary of

being the 270kg weight which, like

all electronic technology, will reduce

over time - remember the size of the

first cell phone batteries, and now?

There’s another thing with evolving

battery technology, any 2020/2021

Energica model will throw away its

current 13Kw battery and be replaced

with a new 21Kw cell, doubling

the range and even more power,

how’s that for evolution already?

Currently harsh riding will give the

rider about 100km of madness and

about four hours to charge at home

but, with the ever expanding fast

charging points throughout South

Africa, yes there’re hundreds believe

it or not, it will only take 20mins +/-.

They’re easy to find with a new App

being loaded onto the bike to tell

76 SuperBike

“ANOTHER ISSUE THAT

FALLS AWAY ARE THE

INEVITABLE SERVICE

COSTS OF A PETROL-

POWERED SUPERBIKE,

THE ENERGICA EGO

ONLY NEEDS TYRES,

CHAIN AND BRAKES

ADDRESSING AS THE

ELECTRIC MOTOR IS

GUARANTEED FOR ONE

MILLION KILOMETRES.”

Rider data Traction control Rider modes

you where, and how far, the next fast

charger is. It’s all down to the barrage

of new electric cars from many

manufacturers in SA where sales

are growing daily. So the charging

issue isn’t really such a big problem

anymore.

Another issue that falls away

are the inevitable service costs of

a petrol-powered superbike, The

Energica Ego only needs tyres, chain

and brakes addressing as the electric

motor is guaranteed for one million

kilometres. Those chassis parts are

of the highest quality too with Brembo,

Ohlins and Pirelli adding to the

glamour.

It is a glamorous bike on all counts

and at around R600,000 it needs

to be. But with some superbikes

costing well north of a million Rand,

I don’t think it’s overpriced, seeing

as they’re all hand-made, beautifully

finished and lathered in carbon-fibre.

This was confirmed by everyone who

saw it and they were also more than

impressed by the build quality, which

is partly due to the lessons learned

around the track in the MotoE class.

This is far from a mere ‘toy’ folks,

but instead a remarkable superbike

designed to deliver electric nirvana.

To find out how quick the Ego is

I strapped on our Racelogic Performance

Box machine for some

acceleration numbers, which are

listed below. During the quarter-mile

though I had to back out, due to ‘taxi

traffic’ as I was testing on the road,

bit naughty I know but…whatever.

So, if the throttle were kept open, the

Ego will certainly dip into the high

10-second bracket and no bike I’ve

ever ridden is easier to get into that

illusive time bracket on a daily basis.

0-100km/h: 3.3-seconds.

1/8 mile: 7.2seonds @ 174.9km/h.

¼ mile: 11.2 seconds @ 168.3km/h?

Will exceed 200km/h with a ‘clean’

run.

So would I buy one, or any of them,

you ask? A resounding yes is the answer

and if you haven’t tried one you

have no idea what you’re missing. I

let a few experienced riders have a

go and all came back as impressed

as I. Electric bikes are here to stay

and getting better and more efficient

by the week and I for one am transformed

with the Supervolt experience,

so there!

Go to www.energicamotor.com for all

technical information, amazing new

models and interesting videos about

the race series.

Call: Kobus (083 415 3333) to book a

highly recommended test ride in SA.

www.e2u.co.za

E-mail: kobus@electronia.co.za

francois@electronia.co.za

@ RACEWORX KTM

info@moto-gear.co.za • 011 027 9922 • Cnr Hendrik Potgieter Rd & Zandvliet Rd, Little Falls, Roodepoort, Johannesburg

www.moto-gear.co.za

Follow us on

@MotogearZA

78 SuperBike

LONGTERM RIDE REPORT

My father, Ben

approves

THE LIMOUSINE OF THE

ADVENTURE BIKING

WORLD

Honda Africa Twin 1100 DCT Adventure Sports long-term

test review.

The bike is nearing its 10000

mark and the Metzeler tyres

on the bike got a double

puncture about 5mm apart.

I tried plugging it, but a slow

puncture had me worried. On cars

you can take a chance but not on

bikes. I was chatting to Mark Henderson

from HRP and he mentioned the

new 50/50 Trailmax MissionTyre form

Dunlop. As someone that uses my

adventure bike off road a lot on fairly

hefty off-road tracks, but also need

it for fast road riding to Hartbeesfontein

and back and then lastly for track

riders training at Red Star, my tyre

needs might be a little different and

extreme to most riders out there, but

I thought it good to try. I was also going

to do a long trip to Cape Town and

back with some milage in between,

so I’d be able to give it a milage test

on steroids, in double quick time. Did

I also say the tyre just looks gorgeous

on the bike, see for yourself? What

is interesting that the tyre is T rated

meaning it’s good for 190km/h at full

load and top speed, so that’s one concern

sorted. Also, I did our last day

at Red Star on the bike and managed

to get my knee down on the Trail Max

Mission tyre so it already was proving

it’s worth to me. Up until now I’ve

only tried it on a dirt road and cannot

give accurate feedback, but what I did

like was how few balance weights it

took to balance, and in my book that

counts for a lot.

I’ve now had the new DCT Africa Twin

bike for 10000kms and the few standout

points for me are:

1. If you going to pillion a lot, only

ever buy the DCT, pillions think you

are legend with your smooth ger

changes.

2. Do the effort and get the latest

helmet hands free answering set up,

once set up through the bike’s Blue

tooth answering phones and listen to

music becomes a doodle.

3. The blipping on down changes with

me left thumb is totally addictive.

4. Worldwide the DCT outsells the

manual.

5. I loved the cornering lights at night

and in the day the daytime running

lights, the bike is very visible on the

road.

6. The bike rides a lot better than

what the specs suggest and feels

faster again to what the specs suggest.

7. It could possibly be the most comfortable

bike I’ve ridden on dirt roads.

So, in conclusion, this bike is one

of the most capable adventure bikes

out there and even after 10000kms of

hard riding, it looks and feels exactly

the same at the day I first got it, and

that is an achievement from the Honda

brand all on its own.

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80 SuperBike

CAPE TO THE

HELL

Bike Routes, Zontes South Africa and eleven adventure

bikers rode from the Cape to the Hell, to see if the 310Ts

adventure bikes can handle long-distance highway cruising

followed by rough-road riding.

Story by Justus Visagie.

Pictures by Desmond Louw.

It’s 10:15 on a stormy Cape

morning in October, and I have a

choice to make. Do I risk having

my riding party blown off the

coastal road into False Bay, or

have them blown off the towering Sir

Lowry’s Pass? I’m facing this little dilemma

as I’m about to lead the group

from Somerset West to a farm near

Calitzdorp in the Klein Karoo, about

four hours away. Ultimately, I want to

lead them to The Hell. While they’re

still alive.

One of the bikes in our group, a

black Zontes 310T, has just completed

a journey from Gauteng to Cape

Town via Verneukpan. (Read the

article in a previous edition of Superbike.)

The Hell would be another

feather in its cap, before it competes

in the Cape Adventure Bike Challenge.

Young dog, new tricks

The Zontes 310T does not have the

heritage of established adventure

models that have imprinted their

tread patterns all over the country.

Yet, early adopters of the 310T

are ticking off South Africa’s iconic

adventure destinations one by one.

Gamkaskloof, if not ‘conquered’ by

a Zontes before, was about to be

another one done and dusted.

Six of us are riding Zontes bikes,

with the rest a mix of GS BMWs. The

two Zontes 310X models, on-road

touring bikes with fairings, would

only ride to Kruisrivier farm, while the

four 310Ts will go all the way to the

shop and restaurant in The Hell. But

first, we have to deal with a volatile

Cape storm. I decide to risk the 5 km

of Sir Lowry’s Pass, instead of 23

km along the Gordon’s Bay-Rooiels

coastal road, with a much longer

period of exposure to the infamous

Cape Doctor.

Just 8 km beyond our descent of

the pass, we pull in at the Orchard

Farm Stall near Grabouw. I want to

make sure my flock landed safely.

It’s still raining softly, but the riders

are in good spirits. Some do present

the symptoms of giddiness and

accelerated speech, caused by the

adrenaline spike of a wet and blustery

Sir Lowry’s.

Meditations on rain

We ride through the month-end

bustle of downtown Grabouw and

the rain lets up a little, giving me false

hope. Little did I know this was to be

the pattern for this day and the next.

“Craving leads to misery,” a Buddhist

teacher told me often enough. My

excuse was that it wasn’t about me,

but that I wanted the tour to be perfect

for the other riders – as if I have

any say in the weather’s mood.

From Grabouw we head north and

north-east on the R321, negotiate a

scenic hair-pin bend, pass Vyeboom,

and then have the Theewaterskloof

dam almost lapping at our wheels,

sooner than we expected. The rain

pauses as we park on the bridge of

the overflowing dam, and the clouds

plan their next offensive. We ride

through Villiersdorp, where I recognise

the house where my grandparents

lived in the 1980s.

Pumpkins and Roses

Half an hour on the R45 takes us to

Aan de Doorns wine estate, where

we do not stop for fortified wine, but

turn right on a shortcut to the R60

and Die Pampoenstalletjie. It’s not

raining now and we enjoy moerkoffie

and rusks, to keep us going through

Ashton and on to Montagu’s Rambling

Rose restaurant, our lunch stop.

Our four large tables are close to a

tall and square wood-burning stove.

It has a flat-top surface which is too

hot to leave a pair of gloves to dry,

unless you turn them over regularly,

braai style. Which we proceed to do.

We’re on the much-loved R62

now, riding towards Calitzdorp, with

the Langeberg to the south. We zip

through Barrydale and then stop at

Ronnie’s Sex Shop for the agreedon

one beer per rider. Beyond the

pub lies a long stretch of road with

dramatic scenery. It feels as if I’m

in a Western, scanning the hills for

a potential ambush. We’re hit by

fiery beams of yellow sunlight and

the occasional bug – nothing else.

In Ladismith we fill up the bikes and

jerrycans.

Mud stew for thirteen

81

The wet weather had prepared a slippery

mud stew for us along the 19km

of untarred road between Kruisrivier

farm and the R62 that we now leave

behind. To ensure we’re not enjoying

the last miles too much, the rain

had started too. At last a crackling

fire welcomes six Zontes 310s, four

BMWs and thirteen damp riders to

Kruisrivier.

The conditions didn’t change

overnight, but after a hot and meaty

breakfast I feel strong enough to take

on Tolkien’s Mount Doom, never

mind the Swartberg pass. The tread

on the Zontes 310T’s tyres strikes a

balance between tar and gravel use.

I’m longing for an aggressive set of

knobblies to deal with the mud, that

has the consistency of a fresh cow

pat. But to my surprise, the wheels

run true. We do, however, lose two

comrades on a BMW R 1200 GS

early on, probably because the tyres

on the big easy are road-biased. It’s

a low-speed fall, and the couple (in

their 40s) aren’t injured. Neither is

the bike, but they decide not to push

their luck, choosing instead to relax

at the farm.

The rain that fell on the Swartberg

pass had run off in rivulets, without

washing away the surface or creating

ruts. The torquey nature of the

310 engine makes slow climbs easy,

while not overwhelming the rear

wheel to cause a loss of traction. The

rear wheel’s grip comes as a pleasant

surprise, and the little bike chugs

deftly up the pass, like a true thumper.

The rain keeps falling, but not

hard. I have my visor open, to keep it

from fogging up. I can drink the pure

raindrops and sometimes they sting

my eyes.

We encounter a friendly Capetonian

couple in a white Land Rover

Defender. “It’s better on the other

side!” the man says. Well it isn’t,

82 SuperBike

I tell myself as we ride down the

mountain’s northern slopes. But the

rain is dialled back a bit, making this

fair-weather biker a bit less miserable.

At last we turn left on the road to

The Hell.

Dry as hell

The rain stops. It’s still cloudy, but

the sky opens to a very pale blue, as

we ride west towards Gamkaskloof.

At last I can let the reins slip a bit

and the lava-coloured bike picks up

speed, its rear tyre gripping well on

the damp road. I go from agony to

ecstasy in 15 minutes.

Not expecting rain today, I had

ditched my rain gear. The air rushing

over me does a fine job of drying

my soaked riding gear… only to be

drenched again by three water crossings,

that are no challenge for the

Zontes. But now I don’t care, knowing

the rising temperature, sun and

air will have it dry again in minutes.

The group splits up and every

person now rides at his own pace,

stopping for photos or just mesmerised

by the scenery.

I’ve only been in The Hell once before,

but I recognise the last turn to

the left before the kloof is revealed,

together with the picture-perfect

Elands pass that will lead us to the

old houses and the shop. Down in

the valley we ride the last kilometres,

flanked by skeletons of burnt trees,

testament to the fire that raged here

in December 2019. All that riding in

the rain wore us out, and two riders

proceed two enjoy a cat nap on the

lush green grass by the restaurant.

The weather holds as we retrace

our steps to the R328 that links

Prince Albert and the Swartberg

pass. Then I notice puddles on the

road and murky, dove grey clouds

in the distance. As if in anticipation

of my darkening mood, a rainbow

reveals itself. We head south. As the

bikes climb up the pass, it feels as if

we’re entering a black hole.

Mount Doom again

It’s dark as night. The Medic Alert

dog tag round my neck becomes

the ring Frodo has to toss into the

fires of Mount Doom in Lord of the

Rings. A sliding rear wheel yanks me

back into consciousness as I almost

career into a low grassy bank on the

wrong side of the road. But we’ve

safely descended and it wouldn’t

have been a launch into oblivion. I

catch the slide and feel pleased with

myself. We rode to Hell and back in

difficult conditions, and the 310Ts

proved themselves. Next stop: the

Cederberg.

K&N Style Filters

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Alloy R990.00

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50201415/L TERMINAL PROTECT BLUE 50.00

50320400/L BRK,CLTCH,CHAIN CLEANER 44.00

50500192/L CHAIN LUBE 150ML 34.00

50500193/L CHAIN LUBE 400ML 69.00

50510403/L CHAIN WAX 400ML 71.00

50510404/L CHAIN WAX 150ML 34.00

51528262/L PETROL INJECTOR CLEANER 10.00

53203200/L AIR FILTER SPRAY 55.00

53203500/L AIR FILTER OIL 500ML 55.00

53204005/L BIO FILTER CLEANER 5l 325.00

53204400/L BIO FILTER CLEANER 400ML 47.00

53780300/L SPARK 300ML 44.00

55000314/L TYRE FIX 200ML 45.00

56000001/L FORK OIL SYN 5W 125.00

56000002/L FORK OIL SYN 10W 125.00

56000003/L FORK OIL SYN 2.5W 135.00

56000400/L MOUSSE LUBRICANT 100.00

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86 SuperBike

SHOP

FOCUS

KTM PAARL

The Western Cape has a new flag-ship dealer in Paarl.

Franziska Brandl

The same owners of RAD KTM in

Rivonia have opened a brandnew

dealership the heart of the

winelands on the outskirts of Paarl

in a business park called Zandwyk

Park. They are aiming to service the

vast area around them, including the

Northern Cape and Garden Route

areas.

The premises they are in now is an

interim premises while the new premises

is being built in Paarl Junction,

right next to the N1 500m away. But

even this temporary shop is absolutely

stunning in Zandwyk Park. The

current location is designed to cater

for the ever-increasing discerning

KTM customers as a result of KTM

expanding worldwide and elevating

the brand’s positioning within the

motorcycle industry.

In South Africa they (KTM) absolutely

dominate the off-road segment

and the saying, “if it ain’t orange, it’s

a lemon” rings true for many a rider.

Their second biggest market share

growth has come from the Adventure

bike market and KTM Paarl is poised

to cater to this segment of riders.

The product offering is getting even

broader in the coming years, spanning

more segments and the KTM

Paarl dealership is geared to meet

87

those demands.

There is currently a substantial

range offering, from KTM baby pacifiers

and scale model motorcycles to

the full range of Motorcycles beginning

with the electric SX-E to the

range topping 1290 GT and Super

Adventure models and everything in

between. This dealership offers it all.

Clinton Pienaar the current Editor

of SuperBike Magazine has joined

the KTM PAARL team together with

a highly competent crew comprising

of Jarryd Coetzee (National off-road

racer) and Leith Roode (25 years in

the industry) on sales.

The Service department is headed

up by Bonnie Wiese (a well known

stalwart of the industry in the WC).

With Mike Grove (Arguably the best

Orange Technician in SA) and Ronald

v Rensburg (13 years in the industry

88 SuperBike

with strong race bike prep back ground)

are caring for your pride and joy. Tiaan

Janse v Rensburg is the new apprentice

coming up the ranks. Service reception

with a friendly and accomplished smile is

Neusa Costa.

Nicky Marais, a fiery redhead will take

care of all your clothing needs, While

David Gonsalves will assist with any

KTM parts you may require.

Elzan Rust heads up the Administrative

department, while all your F&I

requirements are taken care of in-house.

It’s been rumoured that this is the

A-team that has been assembled and all

a statement like that does, it make this

group of people try even harder.

When asked, Clinton had this to

say about his new position “I’m sad to

see my baby (SuperBike Magazine) go

after 14 years but I’m very happy with

my decision. KTM as a brand is going

places. If you look at the expansion of

the product line-up of the last few years

in so many segments and their performance

in Moto3, Moto 2 and MotoGP.

Then add to that their Dakar performance

and in other International MX and

Enduro events. It’s a brand that understands

what it takes to win. Also, not to

mention that we have a South African in

the premier MotoGP class that also just

directs more and more people into the

KTM brand direction. There has never

been a better time to be involved with

the KTM brand locally and I feel that this

shop’s positioning might just be a 100%

in the right place. Their bikes live up to

the motto which is “Ready to Race” and

together with my fantastic team, we are

going to strive for absolute customer

satisfaction. We believe in - bums in

seats sells motorbikes - and we have

a full range of demo bikes available for

testing, so please pop in for a coffee

and a test ride. After that, the bikes sell

themselves”.

At the launch evening they had Franziska

Brandl, MD of the KTM Group SA

over to cut the ribbon and she had this

to say, “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

Franziska Brandl

officially opens

up the shop with

Miguel Lage to her

left and Clinton

Pienaar to the right

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”.

So, if you are on holiday or live in the area,

pop into KTM Paarl, they are just off the N1

as you get through the Huguenot tunnel.

They’d be happy to welcome you into their

dealership.

89

90 SuperBike

WORLD

When Joan Mir crossed the finish line at the Valencian

Grand Prix and clinched the brand’s first title in two

decades, there was wild celebrations both at the Circuit

Ricardo Tormo and back at headquarters in Hamamatsu,

Japan - but there was a very happy man by the beach in

Texas’ Gulf Coast too, in the form of former Suzuki world

champion Kevin Schwantz.

By Simon Patterson

CHAMP

91

Not only one of Suzukis’ most storied

riders ever but also someone who

remains to this day deeply invested

in the brand and their racing

program, the 1993 world title winner has

watched all season long as Mir has set up an

unexpected title challenge.

But while the 23-year-old Mallorcan might

have been the underdog to take the 2020

crown, it’s no real surprise to Schwatz that

Suzuki were able to put together all the pieces

that Mir needed.

Still recognisable as the same factory that

he rode for at the height of his career and

still a regular visitor to their garage in a normal,

non-COVID, season, he says that the

DNA of the squad has never changed.

“I know how good the guys at the factory

are, I know how good the riders are, but

these days everything has to be perfect,” the

56-year-old told The Race from his fishing

boat the day after Mir won Suzuki’s first title

since 2000.

“Man, to be able to build a bike that’s capable

of winning a world championship and

to have the right guys on it at the right time

is really difficult. A tip of the hat to everyone

in Hamamatsu, to everyone at ECSTAR

Suzuki from [team principal Davide] Brivio

down.

“Joan is the one who has to race the thing

every weekend, he’s the one who scored

more points than everyone else, and he’s the

one who won - end of discussion.

“The coolest thing about it was the performance

both Suzukis had the weekend

before. They got to Valencia, they qualified

up front, started there, led from the front,

and Rins made one mistake and it cost him

the race.”

Much has been written since Suzuki’s title

charge commenced about the nature of the

team, with its roots in Japan but largely run

by Italians and featuring two Spanish riders.

Managing to blend those disparate cultures

together into a squad that somehow retains

the feeling of a family-run squad in the lower

categories rather than a factory MotoGP

outfit, it’s been a huge part of their success.

But that’s no surprise at all to Schwantz.

Something he attributes to a unique culture

within the Japanese rac program, he ]’s

adamant that it’s felt that way since he first

joined them in 1986 - and that it’s something

they need to protect at all costs.

“It’s so much more of a family. Sure, it’s

not actually a family, but it’s so much smaller

than other factories that it’s easy for it to feel

like family. You see them, you know them

- they’re not just ‘the guys back in Japan,’

92 SuperBike

Kevin Schwantz

because most of them come to the

races.

“Davide has put together a good

group of guys and they keep that

presence about them, the feeling of

‘hey, we should sit down and have

dinner together tonight, we should

connect, because the more we talk,

the better we’re going to be.’ A team

like Suzuki can do that, because the

engineers are so hands-on.

“You keep doing things exactly

like you are. The thing you have to

remember, that was hard for me as

a rider, is that they’re always saying

‘we’re such a small factory, it’s

hard for us to make changes quick.’

You’ve just got to understand that

and make do with what you’ve got,

until the time comes that they can

get you something that you think you

need the most.”

A keen spectator of the smaller

classes, like Suzuki’s team boss,

he’s also insistent that having an eye

to spot the right talent in Moto2 has

paid dividends for Suzuki. Plucking

both Rins and Mir out of the middleweight

class after only a season and

sticking them directly into a factory

MotoGP team, it’s a gamble that has

paid off dramatically for them with

Mir’s title in only his second season.

And Schwantz says that it’s obvious

now - especially with Ducati’s

2021 signings of Enea Bastianini,

Luca Marini and Jorge Martin - that

it’s a model that others are out to

copy - and rightly so.

“Putting younger kids on these

things is great - Miller is a great

example, even though he isn’t that

young any more. The kids they’re

putting into the Espponsorama

team… it might not be next year, but

in two or three years’ time they’re going

to be hot property - every team is

going to be thinking ‘fuck, why didn’t

we do that?’

“It’s funny how you can look at a

kid developing as they come through

Moto2 and Moto3, and you can kind

of predict what he’s going to end up

being like when you get him on a big

bike and let him get used to it.

“If we back up and look at Moto2

when Morbidelli was there, when

Rins was there, when Mir and Quartararo

were there - Quartararo was

the one who one weekend would

disappear and leave you thinking

‘where did that come from?’ He can

find it on the MotoGP bike, but we

know exactly what his downfall was

in Moto2 - one weekend he couldn’t

figure it out at all and the next he

would send it to the frigging moon!”

And, with such an influx of young

talent finding their feet in 2020 in the

absence of dominant champion Marc

Marquez through injury, Schwantz

is convinced that there has been a

changing of the guard in MotoGP in

the past few months.

“Seeing nine different winners with

a race still to go at a circuit where no

one has ever raced a MotoGP bike

will be interesting. We could easily

93

94 SuperBike

see ten different winners in a season

of fourteen races. Nearly a different

winner every weekend is incredible.

“Marc is going to find it a different

place than the one he left. There are

so many guys who found more pace

this year, and consistently finding it.

After having not ridden or raced a

MotoGP bike for a year, it’s going to

take him some time to find his pace

again too. You always have it in the

back of your head that the last time

you did, it put you on the ground and

it really hurt.

“I hope that’s not the case and

physically and mentally he comes

back just as tough as he was, because

that’ll be the great benchmark

of how the class has evolved since

he was gone.”

No stranger to injuries and time

off himself, after a career riding

500cc two-strokes to the limit every

weekend and none of the advanced

medical care available to modern riders,

he’s convinced that there’s still a

tough road ahead for the eight-time

world champion, once he regains his

fitness.

“I was always convinced that after

the time I took off, it took me twice

as long to come back again, and

I never missed an entire season,”

Schwantz admitted. “If I was off for

a month, I knew I needed to come

back as soon as I could even if I

wasn’t 100% physically, because I

would need to get my head back to

speed.

“The worst case scenario is

that you get back on that fucker,

you’re 100% fit, you’re thinking

‘I’ve crashed my mountain bike, I’ve

crashed my first bike, I am ready!’ -

then you get back on it and you’re

halfway through a day of testing

asking yourself ‘why am I two fucking

seconds off?’ Your brain isn’t acclimated

to 220mph, and it takes time

to get your depth perception and

your sense of speed working; you

almost have to relearn it all.”

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TEL: 011 792 5795


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Quarter-BW.indd 1

C

M

Y

CM

MY

CY

CMY

K


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pg82.indd 1

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ding

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TD SB Mag_Jan'20.indd 1 2019/12/11 9:4



trywide by The Courier Guy

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skets - Air Screws - Pilot & Main Jets - Jet Needles

d Race Carbs & Replacement Parts

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d Race Carbs & Replacement Parts

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arts for Road Off Road & Quad Bikes



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arts for Road Off Road & Quad Bikes



ad Race Performance Parts


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uild quality

te

dagencies.co.za • www.tdagencies.co.za

ng:

Pipe Includes integrated inlet heat shield

2019/11/12 7:10 PM

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ior build quality

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tdagencies.co.za • www.tdagencies.co.za

ering:

2019/10/16 2:17 PM

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onday to Friday - Trade & Retail Sales

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ecial - FCR-MX - PWK - PE - PJ

Road Race Carbs & Replacement Parts

ore - VM Roundslide- HSR - TM/TMX - VM



We manufacture scree

and headlight protecto

and import screens and

cowls for the later mod

bikes

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255 West Street

Pretoria North

Cape Town: 021 510 0900


12 Auckland Street (Cnr Section


Racescreen.indd 1

nday to Friday - Trade & Retail Sales

oComp

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rcycles has the

cts available on

Made in Japan

les, rebuilds, project bikes.

Parts for Motorcycles.

rier country wide

cme-services.co.za

cmesalvage.com

CT: 011 943 3901

ek days 8:00 to 17:00

urdays 9:00 to 12:00

d. Rispark, Patlyn AH,

nnesburg South

Motorrad

Before

After

Contact Mark

072 828 1723




Aquablasting.indd 1 2018/07/16 10:50

WASAKI

KIDS

TRAINING

CAMP

4-6 APRIL PORT ELIZABETH - R1,990 PER CHILD


IDUBE:

27 – 29 JUNE

REDSTAR RACEWAY

6, 8 AND 8 DECEMBER

HOSTED BY SAMRA


082 560 3684

i k e r s . c o . z a

ikers

.com/zabiker

m/za_bikers

.com/za.bikers/

NG WEBSITE!!





perfect place to relax with a glass of wine or a

cold beer after a hard day of sightseeing.

Little pilgrims hotel.indd 2 2019/01/

Untitled-4 1

ENGINE REBUILDS

MODIFICATIONS

SPENSION REBUILDS

ENSION MODIFICATIONS

VICING & MAINTENANCE

DYNO TUNING

FICIAL TECHNICIAN TO

EG GILDENHUYS

NATIONAL SUPERBIKE

TEL: 011 792 5795

erhardus Str, Cnr CR Swart

Strijdom Park

2017/03/16 12:03 PM

2016/07/15


(all inclusive)


YOU CAN BY RENTING A KTM RC390 RACE

READY FROM RADMOTO!


RADMoto on 011 234 5007

2018/03/1


(all inclusive)

Contact Keryn at

RADMoto on 011 234 5007

2018/05/18

pg 72.indd 1

pu

Untitled-1 2

Raceparts


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Made in Japan










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Manual CC Tensioners - Adjustable Sprocket e


Raceparts


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Carb part for Harley Davidson

Keihin CVK40mm

New!

2019/10/18 00:09:19

2019/11/14 23:02:17

2019/11/14 23:02:17

ote

build quality

tdagencies.co.za • www.tdagencies.co.za

ing:

2019/12/11 9:45 AM

2019/12/13 00:52:02

2019/12/13 00:52:02

2020/01/23 22:01:29

2020/01/23 22:01:29

2020/02/20 20:34:34

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HERE, CONTACT DANIEL AT DANIEL@SUPERBIKEMAG.CO.ZA

| 081 813 5017 | info@pwparts.co.za

BUILD KITS

PLASTIC AND STICKER

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AIR BOXES

SSORTED CABLES

SSORTED CABLES

ADVERTISE

YOUR BRAND

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TD SB Mag_Dec'19.indd 1 2019/11/1

Raceparts


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Made in Japan























TD SB Mag_Nov'19.indd 1 2019/

T

Raceparts


MotoComp





Made in Japan


Float Valves - Gaskets - Air Screws - Pilot & Main Jets - Jet Need







Raceparts


MotoComp





Made in Japan

Carb Rebuild Kits & Parts for Classic & Newer Model








Raceparts


MotoComp





Made in Japan









Raceparts


MotoComp





Made in Japan

Carb Rebuild Kits & Parts for Classic & Newer Model









New!

Raceparts


MotoComp




Made in Japan


Made in Japan









We manufacture scree

and headlight protecto

and import screens and s

cowls for the later mod

bikes

Pretoria: 012 565 6730

255 West Street

Pretoria North

Cape Town: 021 510 0900


12 Auckland Street (Cnr Section


Raceparts


MotoComp




Made in Japan


Made in Japan









Raceparts


MotoComp





Made in Japan









Raceparts


MotoComp





Made in Japan










New!

KIDS TRAINING

CAMP

REDSTAR RACEWAY

9,10,11 DECEMBER

R2 500

WE SUPPLY:

MOTORCYCLES,


ACCOMODATION.

HOSTED BY SAMRA


082 560 3684

Raceparts


MotoComp




Made in Japan


Made in Japan













www.acmesalvage.com

CONTACT: 011 943 3901




Johannesburg South

Motorrad


ZA Bikers





Little

Bike Worx

RACING SERVICES

ENGINE REBUILDS

MODIFICATIONS

SUSPENSION REBUILDS

SUSPENSION MODIFICATION

SERVICING & MAINTENANC

DYNO TUNING


GREG GILDENHUYS


TEL: 011 792 5795

48 Gerhardus Str, Cnr CR Swa

Strijdom Park

Quarter-BW.indd 1

C

M

Y

CM

MY

CY

CMY

K

RSR Landscape A5 Advert for July PRESS.pdf 1 2016/06/08

Unit 10, 5 Star Business Units, Cnr Beyers Naude and Ju



Westside Motorcycles

Westsid

WSMC.indd 1


Jan18.indd 82

Ca

MRA

Variotouring Adventure

Spa


pg82.indd 1

Ubuntu Breakfast Run

Riding

inUnity

AFRICA

NK BRAVEHEARTS

NATIONAL CO-ORDINATOR +27 81 479 9365

26.01.20


KENYA . ZIMBABWE


MOROCCO . NAMIBIA


with bikers from:

D E S I G N E D B Y S A M A N T H A @ S M O K E S I G N A L S M E D I A 0 7 4 8 4 7 5 0 6 4

20 0

2 C

AFRI A

UN U

UB T

IK S

B ER

RUN










• Made in the USA




TD SB Mag_Jan'20.indd 1 2019/12

Raceparts


MotoComp





Made in Japan










Christmas break! Closed 16 Dec until 6 Jan 2020

Raceparts


MotoComp


tel 073 750 9697

mcomp@mweb.co.za



Made in Japan






Raceparts


MotoComp


tel 073 750 9697

mcomp@mweb.co.za



Made in Japan






2-4 OCTOBER

ail Sales

p

e s

za www.motocomp.co.za

online.com

Guy

lassic & Newer Models

ot & Main Jets - Jet Needles

lacement Parts

- PJ

lacement Parts

- TM/TMX - VM

ace Performance Parts

rs - Adjustable Sprocket etc

sic Kawasaki Parts














TD SB Mag_Dec'19.indd 1

2019/11/12 7:10 PM

Retail Sales

p

o r i e s

co.za www.motocomp.co.za

p-online.com

rier Guy

Classic & Newer Models

Pilot & Main Jets - Jet Needles

eplacement Parts

PE - PJ

eplacement Parts

SR - TM/TMX - VM

d Race Performance Parts

ners - Adjustable Sprocket etc

lassic Kawasaki Parts














TD SB Mag_Nov'19.indd 1

2019/10/16 2:17 PM

T

Raceparts


MotoComp




M


Made in Japan









We manufacture s

and headlight prot

and import screens

cowls for the later

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Untitle

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pg82.indd 1 201

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Untitled-1 2

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Made in Japan

Carb Rebuild Kits & Parts for Classic & Newer Mo

Float Valves - Gaskets - Air Screws - Pilot & Main Jets - Jet Ne





Road / Off Road Race Performance P

Manu

SuperBike Magazine January February 2021

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