FIU Magazine issue 1

BY HERO 150
TO DURBAN
ON ONE TANK
OF FUEL
HISTORY OF
THE GSX-R
FIU PROFILE
DYLAN YOUNG
USED BIKE
1994 KAWASAKI ZX9
A BIRDS EYE VIEW
FOR THE LOVE
OF MOTORCYCLING
FEATURE
THE ART OF
CALIBRATION
RIDING TIPS
THE RIGHT
GEAR

Welcome to the new FIU Magazine which is now
available in print! After the success of our first
magazine which was digital only, I wanted to improve
the content and make it applicable to all audiences.
We also wanted a monthly magazine so that we
could communicate with our customers and friends
regularly. Harry Fisher is the Editor of the magazine
(proudly) and has some great ideas on new content
from Motorcycle reviews, Places to ride, Riding Tips,
Technical Tips, customer reviews and Fire It Up
events. Why printed? For me nothing feels better than
paging through a magazine. The magazine will be
available to all customers who purchase a motorcycle
and will also be available monthly in a digital version
to existing customers and friends. Let Harry and I
know what you think and lets makes this magazine
yours as much as ours.
Craig Langton

Fire It Up
Profile
Dylan
Young
In some workplaces, you’ll see a supposedly
funny sign saying, ‘you don’t have to be mad to
work here, but it helps!’ At Fire It Up, you don’t have
to be mad in the slightest, but you do have to have
passion, integrity, skill and a dedication to service.
When Dylan Young walked in to meet Craig
Langton for his interview, Craig knew immediately
that Dylan had all those qualities and, three short
months later, he has already proven himself a
valuable member of the FIU family.
At the age of 26, Dylan might be young, but he’s
been riding motorcycles since he was 10. Like so
many youngsters, he started on a small dirt bike
and progressed to a Kawasaki Ninja 250 at 16. An
accident put paid to that bike and it was replaced by
a Big Boy 200 that lasted a couple of years before
he headed for the big time with a Yamaha R1,
something of a dream bike for a long time.
It’s no small thing to leap from a 200cc to a
1000cc bike but it says a lot for Dylan’s skill behind
the handlebars that he made the transition without
trouble.
The job at Fire It Up enabled Dylan to marry his
experience in sales and his skill in dealing with
people with his passion for motorcycles. If there’s
one thing that unites all the employees at Fire It Up,
it’s the passion for motorcycles first and foremost,
with strongly held values of customer service and
integrity coming in a very close second.
Dylan is quick to see opportunities to grow
and develop at Fire It Up and he clearly has his
sights set on bigger things. There is always so
much going on at FIU, be it getting involved with
the opening of new branches or helping with
getting the Hero brand up and running in South
Africa. Owning a Big Boy might, at the time, have
seemed like a downgrade from the Kawasaki
but it is paying dividends now as he can directly
compare it with the impressive Hero models now
sharing floor space at FIU with some of the world’s
best motorcycles. It is that insight that makes a
salesman invaluable.
Being open seven days a week is a challenge that
could put some people off but Dylan is determined
to repay the faith Craig has in him.
‘The atmosphere at FIU is high energy and
definitely customer-focussed.’ Dylan says. ‘No-one
walks in here without being seen and approached,
which might seem obvious, but it’s not always
the case in many other dealerships; this is what
sets us apart. We’re here not simply to sell you a
motorcycle but to take you through every step of the
advising and buying process so it is less daunting.
‘And, at the end of that process, It’s not about
handing over the key and waving goodbye. It’s about
developing the relationship and staying connected
with the customer so that they want to come back,
allowing us to look after them and their bikes. The
focus is on making sure the client has the support
so that they feel confident in us. That’s why I really
enjoy working here.’
Of course, communication between salesman
and customer is helped by the warranties and
service plans that Craig and the team have worked
hard to develop to protect the consumer as far
as possible. With all this in place, the after-sales
support can be of a very high level, which helps the
staff at FIU perform to their highest level.
Dylan is quick to acknowledge Craig’s influence
over the whole of Fire It Up. He could have been
overawed but Craig was quick to put him at ease;
’He’s always got time for his staff;
he’s as much of a mentor as a boss. We
can go to him with anything at any
time because he knows that his staff
are the life of the business and if the
staff aren’t happy, then the business
won’t run smoothly.’
Anyone who has been to Fire It Up can attest
to Craig’s lead-from-the-front style - he’s always
there, always looking at the details and he expects
his staff to have the same attitude. In Dylan Young,
he has exactly the type of team member he needs;
passionate, ambitious, willing to learn, friendly; a
people person. If Craig has given him the break, it is
certain that Dylan will grab the opportunity with both
hands and make a success of it. Because of that
attitude, both Fire It Up and the clients will benefit.

Used Bike
Profile
1994 Kawasaki
ZX9
7,800km | R89,000
One of the fun things about walking in to Fire
It Up on any day is the chance that you might see
something unexpected, rare or, at the very least,
interesting. What makes it all the more special is
that the bikes are usually in time-warp condition,
with ridiculously low mileages and a reasonable
price tag.
One such bike that caught my eyes the other day
was this beautiful Kawasaki ZX9R and it hails from
a very interesting period in sports bike design.
The ZX9R was developed in response to the
new Honda CBR900RR Fireblade, which was a
game changer in itself. Before the Fireblade, large
capacity Japanese sports bikes stood in one of
two camps; on one side were the 750cc sports
models and on the other were the 1000cc+ sports
touring models that were a direct development of
performance bikes of the last 20 years. The 750s
had the handling, the 1000s had the power.
Kawasaki were top dogs in both categories.
The ZXR750 gave performance and incorporated
technology of the racing-homologation models
from Honda and Yamaha at half the price, while the
ZZ-R1100 was the fastest production motorcycle on
the planet.
Then came the Fireblade, with a 900cc engine
in a 750-sized chassis. It offered an unbeatable
mixture of power and handling; it was lighter than
the 750s but with more power and a chassis that
could handle it. Kawasaki had to respond - as
did Yamaha and Suzuki - but you could say that
Kawasaki, in developing the ZX-9R as a rival to the
Honda, ignored the lessons the Fireblade
was trying to teach.
Kawasaki combined the 1100 and the 750 rather
than developing a completely new motorcycle. The
result was that it was heavy - almost 30kg more
than the ‘Blade - although it produced 10-15bhp
more. But the extra power couldn’t make up for the
size, weight and reduced agility.
Thus Kawasaki positioned the ZX-
9R as a more stable, comfortable
and quicker-in-a-straight-line
alternative to the ‘Blade. History
shows us that this was a bit of a copout
for Kawasaki and they soon
rectified their mistakes with the
later generations of superbikes.
All of the above doesn’t mean that the ZX-9R
is not worth a very close look. In all reality, the
qualities of the ‘Blade were beyond the average
rider and the Kawasaki was no different.
The ZX9R might have been designed as a sports
bike but in actual fact was much better when
viewed as a sporty sports tourer. It might have been
too big and heavy as a track tool, especially when
compared to the Fireblade, but as a road bike, it
was superb; fast, roomy, comfy - even two up - and
was possessed of solid and secure handling. Fast,
good looking and useful; it’s a heady mix. Add in
rare and sought after and it would be a surprise if
the example sitting on the floor at Fire It Up sticks
around for very long.

‘A Birds Eye View’
For the love
of motorcycling
BY Mishka Moller
Lady Riders. Why do we ride? Is it the freedom, adventure,
adrenaline, spiritual experience, confidence, independence,
or the biking community? Perhaps a bit of everything? It does
not matter, because women are taking to motorcycles with an
increased voracity and I love it!
My motorcycling journey started 26 years ago with renowned,
now late, Dirk Du Plooy at his training yard in downtown Jozi. I
was so tense that my body ached two days after the weekend
riding course. In spite of stressing about learning how to coordinate
all this stuff: shifting gears, cornering, looking ahead
and all those other terrifying simultaneous things you have to
do when learning to ride – I passed my bike licence first time
round – personal challenge accomplished! I had finally embraced
my freedom, which also served as a catalyst for other incredible
life changes. I knew that I could do anything I set my mind to.
Actually, it was all about relinquishing the fear and embracing
that cliché called freedom.
To this day, when I get onto my motorcycle, I say a little prayer, I
embrace the fear and within minutes in the saddle, my confidence
is up and soon the magic soars within me – it’s an all embracing
feeling, the feeling of being whole and that I can accomplish
anything!
When I’m riding – I’m in my happy place. It’s
me-time in my helmet,

Personally, there’s no cell phone, no
music or other distractions that interrupt
this timeless magic on my motorcycle; just
the smells and the excitement of the ride.
No matter how long or how short the ride is,
I look forward to ‘time in my helmet’. Mostly
I’m riding with my besties, so a doublewhammy
happy place!
Whilst riding is often about independence,
I appreciate the brotherhood and sisterhood
of the biking community. When I first started
riding with a club as a single women in my
twenties, I was respected, treated equally
and at the same time looked after so well
– without feeling inferior. There was no
intimidation, just a bunch of like-minded
people with the same crazy desire to ride
and have fun! I welcomed the support and
still ride with that core group today. My club
celebrates 30 years this year and the same
people I met then, are still riding with the club
– from strangers to friends; these people are
now my family. I’m so proud to call them that!
I realised that if you can master your
motorcycle, you can master anything. It
changed my entire way of thinking and my
outlook on the world that I too encouraged
more women to ride. Women on motorcycles
are a beautiful and powerful thing!
The last 26 years of riding, I have been
involved with many riding communities
including official dealership chapters,
cruiser riding communities locally and
internationally.
In 2000, I started a riding academy with
renowned Grant McCleery at Gerotek which
we ran for 10 years. I sat on the board of
AMID (Association of Motorcycle Importers &
Distributors) representing Harley-Davidson
SA. I was involved with Cancervive as Lead
Rider for many years. Over the years I got
involved with adventure riding & tours, and
later on Enduro clubs and tours – locally
and internationally. I’m deeply grateful for
the privilege of being fully involved in the
motorcycle fraternity.
I have arranged and attended motorcycle
launches over the years, it even took me to
Sicily two years ago to test ride a new cruiser
tyre for Metzler. There is so much that
encompasses the moto-life that riding and
being part of the riding fraternity becomes
your life – could a girl get any luckier?
So why all this banter? Well – we now
have a dedicated column to share all things
relevant for biking ladies embracing things
like biker fashion, perceptions, where to go
& what to do from a beginner to an advanced
level with simple riding tips and anything
that we find hip and happening!
Oh and if there’s anything you a woman
need to know – feel free to reach out, that’s
what we are here for! See you on the road x

By
Hero 150
to
Durban
(On One Tank Of Fuel)
Those who don’t know will say that anyone who
rides a motorcycle must have a screw loose. To
those of us who do know, we know there is no
better way of tightening that screw than riding a
motorcycle.
Having said that, even experienced motorcyclists
look at some feats of riding that make them wonder
if there might not be a grain of truth in the ‘screwloose’
theory.
Many of us have undertaken a long motorcycle
journey. Many of us have undertaken them on
slightly unsuitable bikes. But there can’t be many
of us who have done them not only on unsuitable
bikes but also with one arm tied behind their
backs, so to speak.
But that is exactly what Prabhu Subramoney
(you’ll know him better as Prabs, Operations
Manager at Fire It Up) did one day in May. Not
content with proving that the new Hero Eco
150cc De Luxe could easily handle a trip from
Johannesburg to Durban, he did it avoiding the N3
highway in its entirety, taking only minor roads.
Nothing surprising in that, you’d say. But what if we
also told you he did it on one, 13-litre tank of petrol?
That’s 651km on 13 litres of petrol. And he still had a
litre of petrol left when he reached Ballito!
But why do it in the first place? It might be best to
let Prabs take up the story.
“The challenge was to prove a few things. First
and foremost was the economy of the motorcycle.
It’s been proven that it can do 66km/litre in
controlled conditions. But we wanted to prove what
it could do in real-world conditions.
“Secondly, we wanted to prove that you could
spend 14-hours in the saddle of this small bike
without needing an osteopath at the end of it! The
comfort was amazing and, with the engine having
a balancer shaft, it makes it so much smoother,
making that long day in the saddle that much easier.
I woke up the next day feeling as fit as when I set off.
“Third - and certainly not least - was to
demonstrate the quality of the bike. For example,
being on non-highway roads, there were plenty of
potholes, not all of which I could avoid. Add to that
the fact that sometimes the GPS directed me onto
dirt roads which could have shaken the bike to
pieces but, when I stopped, nothing had come loose
- not a nut or a bolt.”

Obviously, Prabs couldn’t go flat out all the way;
it was a balancing act between speed and fuel
consumption.
“At first I was being over-cautious
and sat at between 65-75km/h but
once I got into a rhythm, I could
sit at around 80km/h, which is
a decent speed. In some places, I
could go faster as I was on the right
side of fuel consumption but the
critical thing was to keep the revs
between 5,500 and 6,000, which
takes a lot of mental control and
that’s where the comfort played its
part as that didn’t distract me.”
It is important to note that the Eco 150 was
absolutely bog standard in every respect; nothing
had been modified at all although extra LED lights
were fitted at the front for safety, which was just as
well as Prabs had to not only watch the fuel gauge
but also the weather.
“There was a lot of mist and fog as I climbed into
the KZN mountains - I had zero visibility and that
cut my speed to 20km/h as I couldn’t see a thing!
Breaking down in such conditions wouldn’t have
been ideal; my only objective was to keep going and
the Hero removed all such worries.”
The ride wasn’t just some publicity stunt; this
was, in effect, a recce for a brand new event that
Fire It Up is planning.
“We would like to initiate an annual adventure
challenge and my ride was essential for us to
understand the terrain and challenges; we have a lot
more information about how it can work,’ said Prabs.
“It will run along exactly the same lines as what I
have just achieved; get to Durban from Johannesburg
on one tank of fuel but this time there will be a
set time that it must be achieved in. Everyone will
have to follow largely the same route and there will
be checkpoints at various stages along the way,
although between those checkpoints the competitors
will be free to take whatever route they like, obviously
without extending the mileage too much.
“We know that the bikes won’t break down; the
only reason you won’t reach the finish is because
you’ve run out of fuel.”
Is it a race, or is it a regularity run, along the lines
of the economy runs so popular at one time?
“We’re thinking of it as an adventure challenge,
the adventure being exploring parts of the country
that you miss when belting down the highway to
Durban. We want people to experience this amazing
country of ours and what better way than from the
saddle of a motorcycle? It’s not about simply getting
from point A to point B, it’s about the experiences
along the way. It will be hard but it will also be fun.
At each checkpoint there will be clues to where you
need to head for on the next leg. Of course, safety is
a big consideration but even taking that into account,
we know it will be a lot of fun.
“People were asking if it wasn’t dangerous, riding
so far without any back-up or support vehicle and
Photo credit: Bjorn Moreira / ZA Bikers
I have to tell them, ‘no, not at all.’ I had a tracking
device on the bike so the guys back in Johannesburg
could see exactly where I was and, let’s face it, if
anything had gone wrong, there will always be
someone who is willing to help, no matter how
remote the location. This is one of the challenges; if
something does go wrong (not that it will do - you’re
riding a Hero!), how do you rectify it and get on your
way again?”
There is already a lot of interest in the event, the
first of which should be in early spring of this year.
People are realising that you don’t have to be riding
a big motorcycle to have fun or to meet a challenge.
If you are one of those adventurous types and fancy
giving it a go, then get in touch with the good people
at Fire It Up and register your interest and let’s see
what happens in September!

PICTURED LEFT:
1985 GSX-R750
PICTURED RIGHT:
1986 GSX-R1100
Given the fact that Fire It Up sell all makes and models of
motorcycles, we thought that it might be useful to trace the history of
various well-known and long-lived models. This month, we kick off
with the Suzuki GSX-R.
By the end of the 1970s, the first generation of so-called
superbikes - Honda’s CB750, Kawasaki’s Z900, Suzuki’s GS range
- were getting long in the tooth. A new generation of performance
motorcycles was needed; Honda pointed the way in 1983 with its
VFR750 and Kawasaki announced the GPz900R Ninja a year later.
Suzuki looked closely at this new generation and wanted in on
the act. The very first GSX-R was the GSX-R400 for the Japanese
market. It’s trump card over other 400cc bikes on the market was its
light weight. Suzuki decided it could do the same in the 750cc class.
The engine of the new-for-1984 GSX-R750 was a DOHC, four
cylinder, just like its contemporaries. But where it differed was in
using oil to cool parts of the engine blocked off from cooling air,
such as the top of the combustion chamber. This air/oil system was
called Suzuki Advanced Cooling System, or SACS for short.
The the flat nose and dual headlight styling had its origins in
endurance racing; the regulations decreed that the headlight must
be behind the axle line of the front wheel. Endurance racers used
twin headlights for obvious reasons.
HISTORY
OF THE
SUZUKI
GSX-R

Weight was carefully monitored. Parts would be tested, then
lightened, then tested again, then lightened, until they finally
broke. That’s how they found the limits. The rear suspension was
also worked on to reduce weight and lower the centre of gravity.
The GSX-R750 was released in 1985 and, a year later, the
GSX-R1100, with its 1052cc engine, was released, remaining
faithful to the mantra of the lightest weight possible, combined with
extremely strong mechanicals.
At the time, reviewers hailed the power, handling and weight of
the new kid on the block. Of course, in comparison with what came
later, especially in the form of the Fireblade, it retrospectively looked
large, heavy and unstable, but that was all in the future. For now,
Suzuki had a winner on its hands.
In 1989, the ‘K’ model was introduced, using the new 1127cc
engine. Weight had crept up thanks to a shorter, stiffer (and heavier)
frame but handling was slightly suspect, possibly due to badly setup
suspension. It gained a reputation for ill-handling that wasn’t
helped by the death of Phil Mellor at the TT in 1989 on his ‘K’ model
GSX-R1100. James Whitham also crashed his GSX-R out of the race.
1989 GSX-R750
1993 GSX-R1100
In 1990, the ‘L’ model was released, with a longer wheelbase to
address the problems with the handling. 1991 saw the ‘M’ model,
which was changed cosmetically and then the ’N’ model which also
had further cosmetic changes.
The next big change came in 1993 with the adoption of water
cooling, which brought an increase in power to 155bhp at the crank.
As with all Suzukis the new engine was extremely strong and could
be tuned to give another 30% power without the need for forced
induction. These new models were designated WP and, several
variations, named WR, WS, WT, WV and WW, followed. Most of the
changes were cosmetic and the engine and suspension and other
components were mildly tweaked.
1998 saw the last of the 1100s and it would be a three year wait
until it was properly replaced.

2001 GSX-R1000
2001 GSX-R750
“After 10 years of GSX-R production, both the 750
and 1100 had evolved with the times. 1996 however
introduced the first of a new type of GSX-R750. With
the demands of faster racers and road riding, the
future was bigger airboxes and stiffer chassis. Enter
the GSX-R750 SRAD. It brought the relationship
between race bikes and road bikes even closer than
it had been before. The dimensions of the new 750
were based on those of Kevin Schwantz’s 1993 World
Championship winning RGV500.”
The success of the Fireblade and the Yamaha
R1 forced Suzuki to take action and, in 2001, it
launched the GSX-R1000. The starting point was
the GSX-R750, with suitably strengthened frame
and the engine was a development of the 750cc
engine, with power up to 160bhp at the crank.
Crucially, the GSX-R1000 was lighter and more
powerful than the R1.
2003 saw the introduction of the K3 model,
which was lighter, produced more power and
handled better. The K4 (2004) model continued
without any major changes.
2005’s K5 had a redesigned engine and chassis
to further aid performance and handling and
further reduce weight. The changes were small
and incremental but had positive effects on
handling and performance. Negative effects of
the weight saving on the chassis included some
instances of cracks appearing in the frame.
2007’s K7 saw yet more revisions, this time
including an increase in weight, albeit by only
a small margin due to the increasingly strict
emissions regulations. To counter these, Suzuki
paid attention to aerodynamics and equipped the
bike with two power modes; A (unrestricted) and B
(reduced power until half-throttle is applied).

2005 GSX-R1000
2007 GSX-R1000 2012 GSX-R1000
What can be gleaned from all the above is that
the story of the GSX-R1100 and 1000 is a stream
of steady development over the years, helping the
‘Gixxer’ keep up with the competition and making
it easier to ride.
The K9 and L0 GSX-R1000s marked the turn
of the decade and they moved the GSX-R1000 on
in its development once again. Like the changes
to the 600 the previous year, the 1000 found
itself benefitting from an entirely new engine,
chassis, suspension and brakes. Being a 1000cc
sports bike, the changes were all developed on
the race track. But what it still retained was its
road bike manners. Bike magazine claimed, “It
has the most legroom, the plushest seat and the
most effective screen in its class.” Traits that the
GSX-R1000 has carried with it since.
In 2012 the GSX-R1000 received similar
updates to those the 600 and 750 benefitted
from the year before. It was launched in Miami
at the Homestead Raceway. In the same year,
worldwide production of GSX-R topped one
million units. Thay year, GSX-R mounted riders
took championship titles across the globe,
including in Australia, Sweden, and Poland. Josh
2017 GSX-R1000
Brookes would have taken the British Superbike
crown on the conventional point scoring system,
finishing every race and notching 20 podiums
along the way.
The 2012 updates to the GSX-R1000 were
made to offer heightened engine and chassis
performance as well as weight-loss for overall
performance. Two kilos were lost over the
development process and new monobloc
calipers from Brembo to offer improved braking
and reduced fade on track. Newly developed
pistons with MotoGP derived technology
reduced the moving mass by 11%, improving
acceleration and response.
Over the next ten years, this programme
continued until we get to the 2017 GSX-R1000.
This L7 model introduced mechanical variable
valve timing to the engine. It was also the first
GSX-R to get traction control courtesy of the
inertial measuring unit and ride-by-wire throttle.
Not only that - and this is hard to believe - but it
was also the first GSX-R to have a fuel gauge…!
Also announced was the R version, with quick
shifter and launch control and uprated Showa
suspension.
The Suzuki GSX-R1100 and 1000 models have
always had a strong and loyal following and that
looks set to continue into the third decade of the
2000s.
“For the first time in the company’s
history the new bike featured all
mechanical VVT technology - variable
valve timing derived from the MotoGP
GSX-RR machine, allowing for a
more linear and manageable power
band throughout the whole range. A
quickshifter and auto-blipper were
added for clutchless shifting up and
down the box. Lean sensitive traction
control, Showa Balance Free Forks,
Brembo monobloc calipers, ABS, launch
control, and multi-setting traction
control were among the new features
added. With 200hp and a weight of just
over 200kg, it is the fastest, hardest
accelerating, best performing GSX-R
ever produced.”

Workshop Tip
Fire It Up Tribe
For the Fun Of It
When you buy a motorcycle from Fire It Up, you are doing so much more than purchasing a
mode of transport; you become part of a family and, like all families, we like to get together to
have some fun.
The Fire It Up Tribe was conceived to bring all motorcyclists together, no matter what they
ride or how experienced they are. Motorcycling, by its very definition, is a solo pursuit but,
having said that, we love doing nothing more than getting together to share the passion we
all feel for it.
Every month we organise events to which all Tribe members are invited. These range
from Sunday morning breakfast rides, to MotoGP Sundays hosted at Fire It Up, with all
three races being shown on big screens and themed meals being available from the
Fire It Up Diner. We have new member evenings where you can meet Donovan Fourie
and Harry Fisher, who organise the club events, and some of the team from Fire It
Up, where we explain what the Tribe is all about and what you can expect.
We’ll have technical evenings, movie nights and mid-week night rides.
Once or twice a year, we’ll organise a weekend run to get us properly out of
the city, with an overnight on Saturday where we can all let our hair down.
The important thing to remember is that this is your club, so if you have any
suggestions, we would love to hear them and will happily include them in
the itineraries.
Being a member of the club also brings benefits at Fire It Up, from
free coffee at the Diner to discounts on some of the many services
offered at Fire It Up. Talk to any of the lovely people at Fire It Up for
more details. Or you can follow us on Facebook. Look up Fire It
Up Tribe Group and you can ask to become a member and get
all the notifications. Ask anyone at Fire It Up to be added to
the WhatsApp group as well.
Welcome to the Tribe.
Oiling
Your
Chain
If there’s one thing that you have do yourself,
regularly, it is to lubricate your chain. The advent of
the ‘O-ring’ chain has made this less essential than
previously, or maybe it would be more accurate to
say that intervals between lubrications has been
extended, even if the need to has not.
Lubrication will not only extend the life of the
chain but also the gearbox and rear sprockets
and help with quieter running. So often I hear
the argument that, because it doesn’t rain at all
in Gauteng during winter, then there is no need
lubricate because water spray won’t wash away the
film of oil on the chain.
What these people fail to realise is that the lack
of rain only serves to increase the amount of dust,
which is fantastically abrasive. With no filter, such
as you find cleaning air before it enters the engine
or oil in the engine, a chain is extremely exposed
and therefore needs all the help it can get to give
long life.
If your bike has a centre stand, then cleaning and
oiling a chain is simplicity itself. Take a soft brush
and scrub away any congealed oil and gunk (Bike
Kings sell specialised chain brushes). Then, with
the bike on its centre stand, spin the back wheel and
aim the jet of lube from the can onto the inside of the
chain, the part that actually touches the sprockets.
Easy as that. Give it a few minutes to set and you’re
good to go. Modern lubes have anti-fling properties
so you shouldn’t find your back wheel rim covered in
gunk after the first ride.
If the chain is really dirty, as it can get on
adventure or off-road bikes, you can buy spray chain
cleaner which will loosen caked on muck making
it easier to brush off. Never be tempted to use a
pressure washer; water will penetrate the rollers
and stuff them up and there is the danger that you
could get a blast of water into the wheel or swing
arm bearings, rinsing out any grease.
But what happens when you don’t have a centre
stand, only a side stand? Well, you can clean and
lube the bit of chain you can see, then wheel the bike
forward to expose the next bit of chain. That’s a bit of
a faff, so try this;
Put the bike on its side stand. Take your car’s jack
and place it under the rear tip of the swing arm on
the opposite side to the side stand. Slowly raise the
jack until the rear wheel has just left the ground so it
will spin freely as if the bike is on a centre stand. Hey
presto, you can now clean and lube the chain. Make
sure to do it on level ground and place a chock in
front of the front wheel so the bike can’t roll forward
and off the side stand.
It may sound simple, lubricating your chain, but
often it is the small things that will keep your bike
running properly.

THE ART OF CALIBRATION
(NOT ’TUNING!’) By;
It seems like a short while ago when Euro 4 was introduced
the tuning industry was shaken as no longer could you simply
fit an exhaust or a Fuel Module and disconnect lambda sensors.
Many customers still fitted full system exhausts or removed their
catalytic converters only to discover bikes were harder to ride and,
as the ECU became more confused, the bikes became slower.
Now that Euro 5 is the new standard in motorcycles, tuning has
become more complex than ever and simply fitting a full system
exhaust can destroy an engine without the proper supporting ECU
Software or Euro 5 compliant fuel module. The latest motorcycles
are expected to run extremely lean to comply with these
restrictions, as a result creating high engine temperatures.
Dean Michau
Simply put the old tuning days are done
forever. Today making a motorcycle perform
better, smoother, more responsive and
run cooler is managed in a number of
different ways but to give you an idea, a Euro
5 motorcycle has a complicated ECU Map
structure which looks like this: (pictured right)
Calibrating a motorcycle for best
performance really comes down to removing
the restrictions put in place to achieve Euro
Emission regulation compliance from a C02
and a noise perspective, using carefully studied
methods to de-activate cold start and exhaust
flaps when full system exhausts are used.
This is carefully managed in a multiple of fuel
maps, timing maps and throttle maps in all the
different rider modes. If you view the attached
MAP structure you will notice the complexity.
These MAPs are modified in SA and sold all
over the world.
When talking to customers I don’t like using
the word tuning as it is often synonymous with
making an engine perform at beyond what
it was designed for, revving the hell out of it
on the Dyno searching for more power which
ultimately causes premature wear or failures. I
prefer the term ‘calibration’ which coincidently
is also used by the technology manufacturer
we represent, Dimsport, who are world leaders
in Engine Calibration supplying equipment,
Software and Rapid Bike Fuelling modules.
Dimsport/Rapid Bike are the only company
in the world capable of managing the Euro 5
fuelling requirements every 10 milliseconds!
Although the device is a plug and play (it still
requires dealer fitment) it is supplied calibrated
for the particular brand and obviously warranty
friendly.
Over the last year or so, Dimsport/Rapid
Bike became official tuning partner for
Akrapovic which has seen major developments
in engine calibration and therefore the
technology is used in our National Race Bikes
and a large number of the WSBK bikes.
Over the next issues of the magazine, you
can expect us to dive deeper into certain areas
covered above!

RIDING TIPS
The Right
Gear
Now, to most of you out there, the answer to
what to wear when riding a motorcycle is pretty
obvious and it can be summed up in one easy
acronym; ATGATT - All the Gear, All the Time. It’s
only a complete fool who ventures out on the roads
without, at the very least, the whole of his or her
body being completely covered, even if it is not all
dedicated motorcycling gear. Protection against
abrasion or impact will be limited but it’s better
than nothing. The only problem in our chosen
mode of transport is that, better than nothing is
never good enough.
But what about those of you new to riding and
maybe on a budget? Are you properly protected?
Can you afford not to be?
When I lived in the UK, it was pretty difficult to
venture out on a bike without wearing plenty of
protective clothing and that can be summed up in
one word; weather! I got so used to always having
to wear protective gear - protective against the
elements if nothing else - that when I came to SA
I found it impossible to ride without at least a good
jacket and jeans; it just felt wrong.
Here in South Africa, we don’t have the problems
of an English climate. At least, not in the same
sense. What we do have here is extremes of
weather, no matter in what province you ride.
We all know what it is like riding in the heat of
summer; sometimes unbearably hot, especially if we
are riding a bike with huge acres of wind protection.
Similarly, in winter, it might be freezing cold in the
early mornings and late evenings but, in the middle of
the day, it can still get warm - I hesitate to say hot! -
leaving you stripping off layers like mad. And let’s not
pretend that we don’t get rain!
It’s expensive to have a range of gear in your
cupboard that can cope with all weather conditions,
let alone carrying it all with you; ventilated for
heat, insulated for cold, waterproof for wet. There
is nothing more uncomfortable than wearing the
wrong gear for the conditions; too hot, too cold
or simply wet through. Not only that, but it is
also dangerous; concentration suffers if you are
uncomfortable.
There are many solutions out there. I own a jacket
that is a ventilated jacket on the outside but has
a thermal and a waterproof lining that are easily
zipped out. Thats the best of all worlds but not all
styles of jackets come in such practical forms. It’s all
about compromise; buy the best and most versatile
jacket you can afford. Also, look for one that has
CE approved armour built in on elbows, shoulders
and back; the bits that stick out and really need
protecting. Take a look at this Next Ikaro jacket; full
airflow with a zip-out waterproof lining for R2,600.
Another option is to own a ventilated jacket for
summer riding which, let’s face it, is when you
will be doing most of your riding anyway, and then
supplement that with a waterproof over-jacket for
winter. You can wear several layers underneath for
insulation. The waterproof blocks the wind perfectly
with the added benefit of keeping rain out and folds
up small enough to fit in a backpack when not
needed. The Oxford Rainseal jacket and pants for
R900 and R600 respectively do the job nicely whilst
offering increased visibility in bad weather.
What about the legs? There are a few brands
out there that make Kevlar armoured jeans that
look acceptable when off the bike, are comfortable
on the bike and will protect the skin on your legs
and backside when you are sliding along the road.
Bike Kings at FIU stock Nexo, Tankwa and Oxford
(for ladies), all for around R2,000. They might not
have too much impact protection, but that is a
compromise you have to decide to take.
Feet and ankles have to be protected. Again, there
are lots of boots out there that look like a casual boot
but have hard protection built in, in addition to the
more traditional riding boots. Make sure they are
high enough to protect the ankle from impact and
abrasion. Forma, Spirit and Alpinestars all do boots
that don’t look too much like motorcycle boots, priced

RIDING TIPS
Spirit Daredevil
Alpinestars Faster 3
from around R2,500 up to R4,000. If you want the full
motorcycle boot look, then Bike Kings have boots
from Alpinestars and Gaerne, but expect to shell out
significantly - you’re looking at R5,000-plus.
Gloves are essential. What is the first thing you
do when you fall if you are walking? Put out your
hands. It’s the same when you fall off a motorcycle.
Some gloves come with hard plastic pucks on the
palm to offer more abrasion resistance. The choice
is enormous, ranging in price from around R600
up to R2,000. Gloves are about the only piece of
apparel where it makes sense to have a winter pair
and a summer pair. If you get two years out of a
pair of gloves - depending on how often you ride -
you’re doing well.
Of course, even the right and most expensive
gear can only protect you so far but its about giving
Alpinestars SMX-6
Gaerne GP1
yourself the best chance possible of walking away
not only alive but intact.
We’ve all heard the stories about someone who
has come off a bike when not wearing protective
gear. We’ve all seen the pictures. And yet, every day,
certainly in summer, we see riders in slops and
t-shirts and shorts riding around their neighbourhood.
Scarily, we also see them on the highway.
Now, I’m not about to get all preachy about this
but the reality is that there can be no excuse for not
wearing the best gear possible. To put not too fine
a point on it; your life depends on it! It’s all very well
investing in a good helmet, but why then ignore every
other part of your body? Your head isn’t much good if
there’s nothing to attach it to!
Yes, it can be expensive, but so is a long stay in
hospital, waiting for the skin on your legs, arms and
back to grow back. Talk to one of the sales advisors
at Fire It Up and Bike Kings about adding all your
protective gear on to your bike finance; it’s a painless
way of getting the gear you need without breaking
the bank and will only add a few hundred rand a
month to your repayments. Such gear can easily run
to R20,000. Having said that, you could spend less
than half of that and still be giving yourself sufficient
protection.
There isn’t a climatic condition, a style of riding or
an aesthetic taste that isn’t catered for in motorcycle
apparel; it’s all out there if you look hard enough. The
bottom line is this; wear the right gear no matter
where you are riding or how far it is. You might feel a
bit silly dashing to the corner shop for a pint of milk
with it all on, but not half as stupid as you will look
with no skin on 50% of your body.
Talk to the guys at Bike King on the first floor of
Fire It Up; they’ll steer you in the right direction.
Forma Creed
Winter Glove
Alpinestars Centre
Summer Glove

Hero Eco Deluxe
Commercial Pack includes:
• Crash Bars
• Top Box & Brackets
• Licence and Registration
• First Service Free
• 5years/100 000km Warranty
R17 999
Hero ECO 150
Commercial Pack Includes:
• Crash Bars
• USB Charger
• Top Box and Bracket
• Licence and Registration
• 5 year/ 100 000km warranty
• First Service Free
• 60km/l
R22 999
Hero Eco 150 Trail
Commercial Pack Includes:
• Spoked Wheels
• Crash Bars
• USB Charging Port
• Trail/Off-road specific
• Licence and registration
• Top Box and Bracket
• 5year/100 000km warranty
• First service Free
R24 999
Hero XPulse200 – SA’s new
favourite! Includes:
• Navigation
• USB charge port.
• LED Headlight
• Aluminium Bash Plate
• 21”Front Wheel.
• 45km/l
• Licence and registration
• Hand Guards
• Screen
• LED Display including caller ID
• Hurry nearly sold out!
R40 999
Bryanston
TEL: 011 467 0737
EMAIL: info@fireitup.co.za