MRW Issue 13

Issue 13 of SA's best motorcycle magazine

Issue 13 of SA's best motorcycle magazine


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ISSUE <strong>13</strong>

ISSUE <strong>13</strong><br />


TEST<br />


O L D V S N E W : A P R I L I A R S V 4 F A C T O R I E S<br />

E X C L U S I V E T E S T<br />


R<br />






busa<br />

F I R S T S A T E S T<br />

power<br />



S A E X C L U S I V E T E S T<br />

KRÄMER GP2-R &<br />



Every month we start the magazine<br />

from a blank piece of paper. We<br />

head out and search for content -<br />

nothing but the best content for all<br />

our fans. We pride ourselves on the<br />

content we are able to bring you<br />

every month and are very lucky to<br />

have some great contributors and<br />

resources to be able to bring you<br />

some of the most exclusives tests<br />

and features from around the world.<br />

I won’t lie it’s not always easy to<br />

find and create content, and at the<br />

start of every month I do stress a bit<br />

about what we are going to fill the<br />

magazine with. I’m very particular<br />

and strict when it comes to content<br />

for our fans - I hate nothing more<br />

than just filling pages with worthless<br />

content. The sad truth is there is a<br />

lot of that going around out there<br />

these days and the quality of SA<br />

motorcycle media is nowhere near<br />

as good as it used to be. I am seeing<br />

content from 20 years ago being<br />

used in some other publications,<br />

content that has just been rebranded.<br />

I know this because I still<br />

have that very same content on my<br />

hard-drive from all those years ago<br />

when I was part of that particular<br />

publication.<br />

It hurts me when I see motorcycle<br />

media here in SA not being taken<br />

seriously enough, but the good<br />

news for you all reading this is that<br />

you will never find boring, old,<br />

useless page filling content in any of<br />

our magazines. We strive to bring<br />

you nothing but the best and in this<br />

issue <strong>13</strong> do so once again with loads<br />

of SA exclusives!!!<br />

Yes, we worked our asses off once<br />

again to bring you quality content<br />

you won’t see or read about<br />

anywhere else in SA - maybe even<br />

the world.<br />

Let’s see, we’ve got the first ride on<br />

the very exclusive and limited KTM<br />

1290 SuperDuke RR right here in<br />

SA, Aprilia’s all-new 1100 Superbike,<br />

a proper SA test on Suzuki’s new<br />

Hayabusa and even a special KTM<br />

powered Moto2 bike tested. Oh<br />

yes, and also a first exclusive look at<br />

Ducati’s new prototype Multistrada<br />

V4 Pikes Peak Edition.<br />

Yes, that’s a lot and the least you<br />

all deserve for supporting us. Then<br />

we also have loads of other great<br />

features in both the <strong>MRW</strong> side and<br />

The Dirty Side of <strong>MRW</strong>, including a<br />

closer inside look at how our dirty<br />

bastards did over at the Motocross<br />

of Nations Event over in Italy.<br />

So, I now ask you to go and enjoy<br />

the great magazine we have worked<br />

so hard in laying out for you and<br />

until next time stay safe and enjoy<br />

the ride!<br />

Cheers, Rob<br />


Shaun Portman<br />

Beam Productions<br />

Adam Child “Chad”<br />

Sheridan Morais<br />

Donovan Fourie<br />

Mitchell Boyes<br />

Brian Cheyne<br />


Email rob@motoriderworld.<br />

com to subscribe - R500<br />

once-off for a 12-issue<br />

subscription.<br />

Check out our YouTube<br />

channel and website for<br />

some exclusive video<br />

content.<br />




Rob Portman<br />

082 782 8240<br />

rob@motoriderworld.com<br />


Shaun Portman<br />

072 260 9525<br />

shaun@motoriderworld.com<br />

Copyright © Moto Rider World:<br />

All rights reserved. No part of this<br />

publication may be reproduced,<br />

distributed, or transmitted in any<br />

form or by any means, including<br />

photocopying, articles, or other<br />

methods, without the prior written<br />

permission of the publisher.<br />


WEBSITE: www.motoriderworld.com | FACEBOOK: www.facebook.com/Moto-Rider-World | INSTAGRAM: Motoriderworld<br />

KISKA.COM Photo: R. Schedl<br />




Take aim at the horizon and choose the more adventurous way to get there.<br />

Featuring reworked ergonomics, updated electronics, and a refined powerplant<br />

that all enhance the ride, the new KTM 1290 SUPER ADVENTURE R reaffirms<br />

its status as the ultimate all-terrain powerhouse.<br />


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

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



Tech3 KTM Factory Racing’s Iker Lecuona and Danilo<br />

Petrucci circulated Misano on Tuesday but Wednesday<br />

provided an opportunity for 2022 recruits and current<br />

Moto2 championship pace-setters Remy Gardner and Raul<br />

Fernandez to have their first taste of the KTM RC16. Gardner<br />

suffered a slow speed tumble after running off track but still<br />

accumulated more than 50 laps while Fernandez’s best laptime<br />

was just 2.5 seconds away from the quickest of the day<br />

after a similar amount of track mileage.<br />

Remy Gardner, KTM GP Academy: “Incredible, honestly. I<br />

mean I expected power and strong braking but until you<br />

really try it then you don’t know. I was going through gears<br />

like there was no tomorrow. Even in the last laps it was<br />

mind-blowing how fast it was. I had a great day and a lot<br />

of fun. It was good to get a feel for the bike and to try and<br />

understand it. It was a nice little treat for us by KTM. I cannot<br />

wait to start for real and I’m looking forward to push the bike<br />

next time, trying to find those limits.”



Raul Fernandez, KTM GP Academy: “I’m really happy and thanks to KTM<br />

for giving me an opportunity. It was an amazing day and incredible to<br />

ride that bike. At the beginning there were many new things to think<br />

about, like the carbon brakes, but after a while it felt quite easy and I<br />

was enjoying it like a kid. The power was…wow. I want to start the work<br />

for next season as soon as possible even though all my focus is on<br />

Moto2 right now. In Valencia we’ll start again.”

NEWS<br />

DESK<br />



1200 RR<br />

Born of the current-generation Speed Triple 1200, the<br />

new RR thankfully leaves most of the best-looking<br />

bits of the naked bike intact. The lovely curved frame<br />

has been a highlight of this bike since 2011, the trellis<br />

subframe and high, sharp tail on the 1200 look beaut,<br />

as do the single-sided swingarm and that murderedout<br />

matt-black motor. These all remain.<br />

Indeed, the main visual change is simply the fairing,<br />

and as somebody who’s not typically overly fond<br />

of fairings I’d say that’s been done tastefully here.<br />

It’s pretty compact, works well with the lines of the<br />

bike, it’s lined with tasteful carbon bits that extend<br />

back around the tank, and it culminates in a classy<br />

round LED headlight set in amongst some X-shaped<br />

structures at the front which give it a pleasing<br />

layered look.<br />

This fairing allows a pair of fold-in sportsbike<br />

mirrors, which can flip in neatly to make the bike<br />

extremely narrow when parked, out on track or<br />

simply when it’s time to get real skinny for some<br />

lane-splitting in traffic.<br />

The ergonomics have changed too. The footpegs<br />

are higher and further back, and the flat handlebar<br />

has been replaced with a set of clip-ons that<br />

place your hands significantly lower and further<br />

forward. Triumph calls the riding position “fully<br />

engaged and committed,” and speaks of the RR’s<br />

track day potential, but this is still a streetbike first<br />

and foremost, so hopefully it’ll retain some of the<br />

nakedbike’s all-day comfort.<br />

The other substantial upgrade is a set of Ohlins Smart<br />

EC 2.0 suspension, which is semi-active, responding<br />

to surface conditions, and electronically adjustable.

NEWS<br />

DESK<br />

Otherwise, it sticks fairly closely to the<br />

spec of the Speed Triple 1200 RS, with<br />

the same 178 horsepower and 125 Nm<br />

peaks, the same Continental IMU, which<br />

enables cornering ABS, traction<br />

control, wheelie control and<br />

the like, and the same<br />

ride-by-wire system,<br />

which gives you four<br />

pre-programmed riding<br />

modes, one user configurable<br />

one and tasty features like cruise control,<br />

keyless start, back-lit switchblocks and a<br />

bi-directional quickshifter.<br />

The sporty new 1200 RR’s extra bits<br />

and pieces bump the price up to start<br />

at R309,000, making it R35k more<br />

expensive than the naked Speed<br />

triple model, but still very well<br />

priced compared to other<br />

‘superbike’ models. The RR is set to<br />

arrve in SA January 2022.<br />

As an unabashed Speed Triple fan, I think<br />

the new RR looks terrific. I’m glad it’s more<br />

neo than retro, and maintains a lot of the<br />

British bruiser’s aggressive good looks,<br />

albeit with a sportier twist and a bit of<br />

extra class thanks to candy-red and<br />

white/gold paint jobs. The formula<br />

remains intact and compelling, and the<br />

RR opens up the world of Speed Triples to<br />

a new type of buyer that might have a bit<br />

more track time on their mind. The video<br />

below has more.

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fender drastically improves airflow across the<br />

whole of the bike.<br />

The 798cc three-cylinder engine remains the<br />

same 145hp Euro5 compliant power plant<br />

that we liked on the Rosso model, though<br />

that figure jumps to 153hp when you install<br />

the optional and very not-road legal racing kit<br />

(Akrapovic exhaust and racing ECU map).<br />

This also means that the MV Agusta F3 RR<br />

benefits from a dedicated six-axis IMU from<br />

courtesy of e-Novia from Milan, Italy, which<br />

augments traction control and wheelie control.<br />

The F3 RR also benefits from a Continental<br />

MK100 cornering ABS in its electronics<br />

package, and the EAS quickshifter is now in its<br />

third iteration on the F3 platform, with faster<br />

and smoother up/down quickshifting.<br />

On the chassis side of things, MV Agusta<br />

has adjusted the frame plates on the F3<br />

RR for more rigidity,<br />

both torsionally and<br />

longitudinally<br />




In a few pages time you’ll read about<br />

the upcoming plans for the new World<br />

Supersport regulations, and now MV<br />

Agusta gives us a glimpse of the machine<br />

that they will be offering this re-imagined<br />

middleweight category.<br />

Built for the purpose of winning races, say<br />

hello to the 2022 MV Agusta F3 RR.<br />

The basic lines of the MV Agusta F3 RR<br />

might seem familiar, but the Italian brand<br />

has spent a considerable amount of time<br />

developing a new aerodynamics<br />

package for the supersport bike,<br />

which includes side-mounted<br />

strakes, a re-designed front fender,<br />

and reshaped windscreen.<br />

MV Agusta claims over 17 lbs of<br />

downforce can be generated at<br />

240 km/h from the new carbon<br />

fiber wings, without losing any topend<br />

from the supersport-class machine.<br />

Additionally, MV Agusta says that the front<br />

MV Agusta F3 RR key updates<br />











• NEW REAR RIM – 10% LIGHTER -7%<br />



NEWS<br />

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– specifically in how they mount the<br />

swingarm to the chassis.<br />

The suspension settings have also be reworked<br />

on the fully adjustable Marzocchi<br />

forks and Sachs rear shock, both for<br />

better feedback on the track, and also for<br />

better on-road characteristics.<br />

The highlight of the chassis changes<br />

though have to be the new wheels<br />

package, which is 7% lighter than the<br />

previous cast units, with a 10% decrease<br />

in their associated moment of inertia.<br />

Other mechanical upgrades abound on<br />

the F3 RR, including revised hand controls<br />

on the right-hand bar, a new stronger<br />

clutch basket, a 5.5inch TFT dash, and<br />

new footpegs for better feel.<br />

Pricing in Europe starts at R380k MSRP,<br />

which is inline with what the outgoing F3<br />

800 RC model cost.<br />

For those wanting a little more from the lightweight<br />

sports bike, there is the option of adding the nowcommonplace<br />

race kit package to the bike. The sum for<br />

this is as yet unknown although we can tell you what it<br />

includes – and more importantly what is does!<br />

Inside the box you’ll have a bespoke Akrapovic<br />

exhaust complete with carbon shrouds, CNC machined<br />

components (such as fuel cap, brake and clutch levers)<br />

single seat cover. Alongside the exhaust, you’ll also get<br />

a revised ECU for the bike which is where the real fun<br />

starts. The exhaust and ECU combo will up the redline<br />

up by 250rpm (from <strong>13</strong>,000 to <strong>13</strong>,250rpm) in turn<br />

boosting the power to 155bhp. Add all the race kit parts<br />

to your F3 RR and you’ll also shave a claimed 8kg off the<br />

bike’s weight, dropping it to 165kg dry.

NEWS<br />

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2022 KTM RC RANGE<br />




KTM is finally ready to roll out its 2022 KTM<br />

RC range, claiming the new sports bikes have<br />

a Grand Prix-inspired design and will bring<br />

race bike DNA to the streets.<br />

The 2022 RC line-up comes with multiple<br />

upgrades in terms of electronics and<br />

ergonomics. These new Supersport bikes<br />

have a new race-ready chassis with improved<br />

ergonomics and a fresh, sporty look. KTM<br />

boasts of the Grand Prix-inspired design<br />

being one of the most notable changes<br />

brought to the 2022 RC line-up. Two new<br />

colorways have also been added to each<br />

model in the range.<br />

But the new design is not only meant<br />

to please the eye but also to optimize<br />

aerodynamics, ensuring improved wind and<br />

weather protection at higher speeds. KTM<br />

explains it used CFD (computational fluid<br />

dynamics) simulation to optimize the design.<br />

Both the inner and outer body panels<br />

provide better heat management, directing<br />

the airflow away from the rider. The panels<br />

can be easily removed as the manufacturer<br />

used fewer fastening screws and a more<br />

user-friendly mounting system. All in all, the<br />

entire bodywork of the new KTM RC range<br />

makes the bikes feel just as good on the<br />

street as on the racetrack.<br />

KTM added a larger (<strong>13</strong>.7-liter) fuel tank to<br />

improve the range of the bikes and the new<br />

airbox is 40 percent larger, delivering more<br />

torque compared to the previous models.<br />

The LED headlight is also new, providing a<br />

wide beam and it is completed by an equally<br />

sharp LED taillight.<br />

An entirely new exhaust system is another<br />

upgrade of the 2022 RC range, while both<br />

the range-topping RC 390 as well as the RC<br />

125 come with an adjustable clutch and brake<br />

levers as standard. Moreover, the former<br />

is now fitted with a WP APEX rear shock<br />

absorber with pre-load adjustment.<br />

The 2022 KTM RC range will be available<br />

starting March 2022.

NEWS<br />

DESK<br />


GSX-S1000GT<br />

Suzuki has revealed its new GSX-S1000GT,<br />

a new sports-tourer designed to take riders<br />

further, faster, without sacrificing comfort<br />

and practicality; it’s ready to power your<br />

journey in style. Following a mantra of<br />

performance, distance, connection, the<br />

new GT provides all-day riding ability in<br />

a package designed to cover distances<br />

effortlessly, thanks to its characterfulyet-smooth<br />

150hp engine, agile chassis<br />

and wind-cheating bodywork, and<br />

comprehensive suite of electronic rider aids<br />

and smartphone connectivity.<br />

As a package, the GSX-S1000GT might<br />

be based on a combination of existing<br />

components under a new skin, but Suzuki<br />

– lacking the vast R&D budget of some of<br />

its Japanese rivals – has repeated proven<br />

recycling jobs. Just look at the Katana or<br />

the V-Strom 1050 to see how effective a<br />

judicious reworking of off-the-shelf parts can<br />

be, even when competing against rival cleansheet<br />

designs.<br />

It’s not like Suzuki is trying to turn a sow’s<br />

ear into a silk purse. The GSX-S1000F<br />

might not have had the most cutting-edge<br />

suspension or electronics, and the styling<br />

was never likely to set pulses racing, but it<br />

was formed around one of the all-time great<br />

superbike engines – the GSX-R1000 K5 unit –<br />

and as the years went on and rivals became<br />

ever more expensive, its price became<br />

increasingly attractive. With the new GSX-<br />

S1000GT, Suzuki is addressing at least<br />

some of those issues while doing well to<br />

keep the price from spiralling out of reach.<br />

Unsurprisingly, the bike’s main parts<br />

are shared with the latest GSX-S1000S,<br />

and in turn inherited from the previous<br />

generation. The chassis and engine are<br />

straight from the naked bike, with 150hp at<br />

11,000rpm and 106Nm at 9250rpm, a twin<br />

spar alloy frame, fully adjustable 43mm<br />

KYB forks and Brembo Monobloc radial<br />

calipers. Basically, stuff that wouldn’t have<br />

shamed a superbike a few years ago. At<br />

226kg ready-to-ride it’s 9kg lighter than the<br />

Kawasaki Ninja 1000SX and by no means<br />

hefty, although that number is 12kg up on<br />

the old GSX-S1000F.<br />

Moving away from the carried-over parts,<br />

the GSX-S1000GT gets is own dedicated<br />

new seat subframe, sitting below a much<br />

longer seat unit that of the GSX-S1000,

NEWS<br />

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equipped with mounting points for the<br />

optional luggage that most buyers will surely<br />

opt for. Ahead of it, the tank is the same, but<br />

the GT gains a distinctive-looking full fairing<br />

that adopts the sort of angular, chiselled style<br />

that the naked GSX-S1000 introduced for<br />

2021. It’s probably too complicated-looking<br />

to be called pretty, but it’s unlikely to be<br />

mistaken for many other bikes, with notable<br />

touches including unusually small LED<br />

headlights mounted right near the tip of the<br />

nose, beneath eyebrow-style running lights.<br />

The bones of the GSX-S1000GT might be<br />

getting on a bit, but there’s a veneer of high<br />

tech for the new model that means buyers<br />

won’t be missing out on the latest gadgets.<br />

As you’d expect, there’s ride-by-wire with the<br />

associated choice of riding modes, altering<br />

throttle response and power delivery, plus a<br />

five-mode traction control system and cruise<br />

control. On top of those gizmos you get a<br />

bi-directional quickshifter, low RPM assist to<br />

help prevent stalls and an ‘easy start’ onetouch<br />

starter button.<br />

TFT instruments are becoming the norm<br />

these days, and the GSX-S1000GT is no<br />

exception, with a display that’s a quantum<br />

leap forward from the old GSX-S1000F,<br />

which had the sort of grey-on-grey LCD that<br />

conjures images of 1980s Casio watches. The

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new 6.5in design, with a USB socket adjacent<br />

to it, allows smartphone connectivity giving<br />

control over contacts, phone and music<br />

along with proper map-based navigation. It<br />

will even show your calendar.<br />

Of course, there are plenty of accessories<br />

on offer as well, including carbon fenders<br />

and engine covers, a touring windscreen<br />

that’s 70mm taller than the stock version<br />

and – most importantly – a set of matching<br />

luggage to give 36 litres of storage space.<br />

Those panniers come in the same three colour<br />

options as the bike itself; Suzuki’s ‘Triton’ blue,<br />

as used on the GP bikes, a darker metallic<br />

blue, or black. Each case is big enough to<br />

swallow a full-face helmet.<br />

While the market for traditional sports-tourers<br />

isn’t nearly as strong as that for adventurestyle<br />

bikes, there’s no denying that this<br />

style of machine offers a great compromise<br />

between performance and practicality.<br />

Combined with the GSX-S1000GT’s<br />

reasonable price – which will no doubt be<br />

bolstered by a variety of purchase options<br />

when it reaches dealers in early 2022 – the<br />

bike has the makings of a success for Suzuki.

NEWS<br />

DESK<br />


The Rotary Club of Brits-Hartbeespoort is<br />

proud to present the Dam Bike Meander<br />

around the popular Hartbeespoort area in<br />

North-West Province on Sunday, 21 November.<br />

The format is something like the Amazing<br />

Race, except in teams of motorcycles and<br />

therefore far more fun. Each team will have to<br />

follow clues and head to different locations<br />

around the scenic dam, scoring points for<br />

every object collected and completed task.<br />

Such tasks include golf putting, archery and a<br />

slow race, among others. The total distance is<br />

approximately 150km.<br />

It starts at Hartbeespoort Holiday Resort,<br />

the venue of such events as the Rhino Rally,<br />

the Impala Rally and the Pretoria Toy Run, at<br />

9am and will end sometime around 1pm to<br />

live entertainment, food and a bar back at<br />

Hartbeespoort Holiday Resort, plus the prize<br />

giving for both teams and individuals.<br />

The idea is an evolution of the Rotary Club’s<br />

Classic Car Meander that has been running<br />

successfully for the past few years and<br />

adapted for motorcycles. All profits from<br />

the event will be used by Rotary to support<br />

lesser privileged children.<br />

The entry fee is R<strong>13</strong>0 per bike, paid either<br />

by EFT beforehand or on the day. Each<br />

entry gets a free bandana, a badge and a<br />

Hartbeespoort Aerial Cableway voucher<br />

valued at R240.<br />

Tel: 083 263 5326<br />

Web: rcbh.org.za

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wheel is stopped with a two-piston Brembo<br />

floating calliper on a 265 mm disc.<br />

Seat height for the Multistrada V2 and V2s<br />

is set at 830 mm as standard. There is a tall<br />

seat option with 850 mm seat height and a<br />

low seat at 810 mm, while a lowering kit is<br />

available which drops the seat height by a<br />

further 20 mm to 790 mm when combined<br />

with the low seat.<br />

As for weight, the base model Multistrada V2<br />

comes in at 222 kg ready to ride away, while<br />

the Multistrada V2S adds 3 kg for a curb<br />

weight of 225 kg with 20-litres of fuel in the<br />

tank. Weight savings have been gained in the<br />

engine, which weighs 2 kg less, of which 1.5<br />

kg was shaved off the clutch assembly.<br />

Further weight savings are realised in<br />

the wheels, which are derived from the<br />

Multistrada V4, now 1.7 kg lighter than<br />

before while spoked wheels are available<br />

as an option from the Ducati Performance<br />

catalogue. Minor weight savings include<br />

revisions to the wing mirrors and the front<br />

disc brake flanges.<br />

Inside the cockpit, the base Multistrada V2<br />

gets an LCD display while the V2S gets a<br />

5-inch TFT-LCD display as standard. Both<br />

Ducati adventure-tourers get cornering ABS,<br />

vehicle hold control, traction control and<br />

four ride modes – Sport, Touring Urban and<br />

Enduro. Opting for the higher specification<br />

Multistrada V4S gets you cruise control,<br />

Led headlights with cornering lights the<br />

earlier mentioned quickshifter, hands-free<br />

connectivity and backlit handlebar controls.<br />

Both the Multistrada V2 and V2S are<br />

available in Ducati Red with black wheels<br />

while the Multistrada V2S adds a Street Grey<br />

livery with GP Red wheels. There are two<br />

trim options available fitted at the factory<br />

– the Essential trim available for both the<br />

V2 and V2S and the Travel trim which adds<br />

panniers, heated grips and centre stand<br />

available only for the Multistrada V2S.<br />

2022 DUCATI<br />


Joining the Ducati Multistrada V4 is the 2022<br />

Ducati Multistrada V2 and Multistrada V2S<br />

which is lighter than the previous Multistrada<br />

950. The two versions of the Multistrada<br />

V2 differ in level of trim and available<br />

accessories as well as colour options.<br />

Mounted in a trellis frame, power for<br />

the Multistrada V2 comes from Ducati’s<br />

Testastretta V-twin, producing 1<strong>13</strong> hp at<br />

9,000 rpm and 96 Nm of torque at 7,750<br />

rpm, the torque figure dropping to 94 Nm at<br />

6,750 rpm for the Euro 5 compliant engine.<br />

Power gets to the ground via a six-speed<br />

gearbox equipped with slipper clutch and<br />

chain final drive, while the Multistrada V2S<br />

comes with an up-and-down quickshifter.<br />

In the suspension department, the<br />

Multistrada V2S comes with Skyhook<br />

electronic suspension for the upside-down<br />

front fork, adjustable for compression and<br />

rebound, while the rear has fully-adjustable<br />

electronic monoshock holding the doublesided<br />

swingarm. Meanwhile, the base model<br />

Multistrada V2 is equipped with a fullyadjustable<br />

upside-down front fork and a<br />

fully-adjustable monoshock at the back, with<br />

remote spring preload adjustment.<br />

Brembo does the braking for both versions<br />

of the Multistrada V2, the front end getting<br />

a pair of radial-mount Monobloc four-piston<br />

callipers grabbing twin 320 mm diameter<br />

semi-floating brake discs while the back

NEWS<br />

DESK<br />

With such high goals in mind, it is perhaps<br />

not too surprising that we still haven’t<br />

gotten word from the FIM on what the new<br />

WorldSSP homologations will look like, but<br />

from today’s news, it does seem like those<br />

rules and regulations are in their final stages<br />

of formation.<br />

“For a long time Dorna and the FIM have<br />

been discussing the way to bring more<br />

manufacturers to this class without losing its<br />

competitiveness,” explained FIM President<br />

Jorge Viegas.<br />

“We are now working towards finalising the<br />

new technical regulations to allow popular<br />

models in this range of capacity to participate<br />

in the WorldSSP Class which we believe will<br />

be more spectacular and attractive.”<br />

Echoing that sentiment was WorldSBK<br />

Executive Director, Gregorio Lavilla.<br />

“The Supersport class has been always<br />

a great class with a mix of young and<br />

experienced riders that provides great<br />

racing,” said Lavilla. “The DNA of the MOTUL<br />

FIM Superbike World Championship has<br />

been always a platform where, besides riders,<br />

manufacturers can showcase their products.”<br />

“The motorsport industry has developed<br />

a lot lately and we feel this open-wide<br />

approach into motorsport is needed,<br />

always respecting our values and the one’s<br />

shared with our partners. We thank all the<br />

manufacturers, teams, riders and the FIM for<br />

their continued support; let’s work together<br />

for a brighter future.”<br />



OVERHAUL FOR 2022<br />

The World Supersport field is ripe for<br />

change, and that shouldn’t be new or<br />

surprising information for anyone following<br />

the space.<br />

This is because the 600cc inline-four market<br />

has disappeared, especially in Europe,<br />

leaving the middleweight class with an<br />

uncertain future in racing.<br />

Where there is an absence, there is a vacuum,<br />

and the space being left behind by the<br />

Japanese supersports is being filled rapidly by<br />

European twin and three-cylinder offerings.<br />

These machines are 900cc twins and 800cc<br />

triples, and would include homologations<br />

for bikes like the KTM 890 Duke R and<br />

Triumph Daytona Moto2 765 / Triumph<br />

Street Triple 765 RS.<br />

Even the Ducati Panigale V2 is expected<br />

to get a blessing from the FIM (though<br />

with some rules concessions to level the<br />

performance), and we would expect to see<br />

the MV Agusta F3 800 on the grid as well.<br />

It is unclear if and how 600cc inline-fours will<br />

continue in the class, though with machines<br />

like the Yamaha YZF-R6 RACE on the market,<br />

there is at least a pathway for new Japanese<br />

bikes on the grid, should WorldSSP wish it.<br />

The goal seems to be having a diversity of<br />

machinery, close to production spec, that<br />

will not only fill the task of serving as an<br />

intermediate racing point for upcoming<br />

talent, but also as proving ground for<br />

manufacturer’s technology as well as<br />

entertaining and close racing for fans.

NEWS<br />

DESK<br />

By doubleapex.co.za<br />




Moodley will ride a KTM RC 250R in the<br />

one-make series. The bikes are identically<br />

prepared and have sealed engines that<br />

rev to <strong>13</strong> 000 r/min. In 2022 the series will<br />

include 25 riders, all aged <strong>13</strong> to 18, from 18<br />

nations. Up to and including 2021, 211 riders<br />

representing 36 countries have competed<br />

in the cup. The addition of Mexico for next<br />

season takes that tally up to 37 and a total of<br />

223 riders who have competed.<br />

Of the previous rookies eight have won<br />

World Championships and last year’s cup<br />

winner Pedro Acosta leads the 2021 Moto3<br />

title chase while former winner Joan Mir is<br />

the defending champ in MotoGP.<br />

The Red Bull MotoGP Rookies Cup has been<br />

a breeding ground for two-wheel talent. Over<br />

the past 15 seasons this feeder formula has<br />

produced no fewer than 30 MotoGP winners.<br />

In 2022 a young South African rider by the<br />

name of Ruche Moodley will be aiming to<br />

make his mark in the series.<br />

Fast genes<br />

Ruche Moodley is the son of 2007 SA<br />

Superbike champion Arushen, who hails from<br />

Gqeberha. The older Moodley also claimed<br />

the 2009/10 UAE Superbike titles. Ruche cut<br />

his teeth in SA but quickly made the move<br />

into European competition to further his<br />

ambitions. Over the past few years he has<br />

competed in several junior categories on his<br />

way to the Rookies Cup. Not only will the<br />

teenager compete in the Rookies Cup but<br />

also in the Hawkers European Talent Cup a<br />

championship that is run by Dorna and feeds<br />

into MotoGP.<br />

We caught up with the 14-year old earlier<br />

today while he was taking a break from his<br />

studies. He said of his upcoming season: “I<br />

feel very happy to be selected for the Red<br />

Bull Rookies Cup. I have been dreaming<br />

about racing in this series since I started<br />

riding. My goal is to learn as much as<br />

possible and fight at the front of the field. I<br />

can’t wait to start the season.”<br />

Talent factory<br />

The riders in this series are chosen from the<br />

best up and coming bike racers in the world.<br />

South Africa’s two-wheel superstar brothers<br />

Brad and Darryn Binder are graduates of<br />

this prestigious program. Brad won the 2016<br />

Moto3 title and now races in the top-flight<br />

MotoGP category for KTM where he won in<br />

his debut season. Darryn competes in Moto3<br />

where is also a race winner. Ruche counts<br />

the Binders as friends who often at hand to<br />

dispense advice to the young charge.

NEWS<br />

DESK<br />




An illustrious MOTUL FIM Superbike World<br />

Championship career will come to an end<br />

after the conclusion of the 2021 campaign<br />

with Chaz Davies (Team GoEleven)<br />

announcing his retirement from WorldSBK<br />

ahead of this weekend’s Motul Spanish<br />

Round, after starring in WorldSBK since 2012.<br />

Davies has finished runner-up in WorldSBK<br />

on three occasions, in 2015, 2017 and 2018<br />

and third placed on another two occasions<br />

as he often fought for the title throughout<br />

his career. The British rider also had two<br />

full seasons in WorldSSP and won the title<br />

in 2011 by 50 points over his nearest rival,<br />

ensuring he will go down in history as a<br />

World Champion. In that 2011 campaign with<br />

Yamaha ParkinGo, Davies claimed six wins<br />

and eight podiums on his way to the title<br />

and earning a 2012 WorldSBK seat onboard<br />

Aprilia machinery.<br />

His debut season started a run of ten<br />

consecutive seasons scoring podiums in<br />

WorldSBK while he has taken victories<br />

in all but two of his campaigns. For 20<strong>13</strong>,<br />

Davies switched to BMW machinery which<br />

featured a win on BMW’s home turf at the<br />

Nurburgring before switching to Ducati for<br />

2014 for this third manufacturer in three<br />

years. He remained with the factory Ducati<br />

team until the end of the 2020 season,<br />

taking them close to the title on numerous<br />

occasions throughout an illustrious career.<br />

For his last campaign in WorldSBK, Davies<br />

had been competing on the Independent<br />

Ducati outfit, Team GoEleven, taking one<br />

podium at the start of the season.<br />

An emotional Davies announced at<br />

Jerez that the 2021 season would be his<br />

last, saying: “I just wanted to say that<br />

unfortunately in some ways, and fortunately<br />

in others, this will be my last season in<br />

WorldSBK. It’s obviously a decision that has<br />

not come easily, it’s taken a lot of thought<br />

because I’m a strong believer in when<br />

you’re done, you’re done. To me, the timing<br />

seemed right to make this decision. Like I<br />

said, very difficult and a lot of deliberation<br />

especially being here at the circuit again!<br />

It even felt different walking in a couple of<br />

hours ago to make this announcement. You<br />

need to change something in your head.<br />

Here we are. There’s a lot of reasons behind<br />

it and like I said, a lot of deliberation and<br />

wondering whether it’s the right move but<br />

I’m very confident and I’m both happy and<br />

sad at the same time that it is the right<br />

decision. Ready to turn the page and open<br />

up the next chapter.”



The Alpinestars Primer is a protective<br />

motorcycle shoe which can be worn casually<br />

both on the motorcycle casually and for<br />

other leisure activities.<br />

The Primer boasts a causal last which gives<br />

it an excellent spongey underfoot feel for<br />

all-day comfort. It offers a snug fit coupled<br />

with ample inner volume creates a shoe<br />

which offers exceptional all-round foot<br />

comfort. Its flex grooves on foot front offer<br />

enhanced levels of flex while walking.<br />

Oh yes, and it looks so cool...<br />

Avaiable from www.bikekings.co.za<br />

Price R4000<br />



The Shoei X-Spirit 3 is the top line helmet<br />

from Shoei, as used by the best in the<br />

business, inluding Marc Marquez. Featured<br />

here is the latest replica available for the<br />

8-times world champion.<br />

When going flat out on a MotoGP bike, you<br />

do not have any time to take care about<br />

issues with your helmet. This was one of the<br />

main targets during the development of the<br />

X-Spirit III. The helmet should be perfect for<br />

racing, and nothing else. With the extreme<br />

ventilation performance and the highly<br />

sophisticated aerodynamic system, the<br />

X-Spirit III is your perfect companion to take<br />

the top place on the podium.<br />

Avaiable from Moto Mate Edenvale<br />

Tel 011 027 0545/47<br />

Price R14999<br />


PLUS V2 BOOT<br />

The SMX Plus v2 Boot perfectly blends sleek sports<br />

styling with advanced protection features developed<br />

in Alpinestars performance footwear department.<br />

It features advanced microfiber upper construction<br />

for lightweight high performance protection and<br />

superb levels of flexibility, as well as a Front flex<br />

area is constructed with a soft microfiber for<br />

improving abrasion resistance and natural forwards<br />

and backwards movement.<br />

Flexible accordion microfiber on Achilles gives<br />

enhanced natural movement.<br />

The latest colour style pictured here has just arrived<br />

in SA and is now available from Moto Mate Edenvale.<br />

Avaiable from Moto Mate Edenvale<br />

Tel 011 027 0545/47<br />

Price R7399

READY<br />

SA Exclusive Test<br />

TO RACE<br />

ktm 1290 superduke rr<br />

KTM’s all-mighty 1290 SuperDuke R needs no<br />

introduction. It’s brutally good in every way<br />

and excites more than most - that’s why most<br />

can’t get enough of it - including ourselves.<br />

But, KTM are not one’s to just sit back<br />

and enjoy their success. They are<br />

always looking for more, so, they<br />

given their hyper-naked machine<br />

an extra R making it more ‘Ready<br />

to race’ than ever.<br />

Words by Rob Portman Pics by Beam Productions

They say in life it’s not what you<br />

know, but who you know, and this<br />

came into play once again with<br />

this exclusive SA test as I am lucky<br />

enough to know a guy who recently<br />

got himself 1 of only 7 new KTM<br />

machines to arrive in the country<br />

and lucky for me, and you all, he let<br />

me test his gorgeous new naked<br />

orange beast.<br />

Now, you might be thinking that<br />

this is just an ordinary KTM 1290<br />

SuperDuke R and in many ways, you<br />

would be forgiven for thinking that as<br />

it does look just like that. But, it isn’t.<br />

This one has an extra R on in, and<br />

when motorcycles get an extra R on<br />

that means not only will you pay extra<br />

Rands, but you get more Radical,<br />

more Refined, more... RACEY!<br />

That’s exactly what the new KTM<br />

1290 SuperDuke RR is all about -<br />

giving the customer more! Over the<br />

years, any KTM model that had an R<br />

at the end of it meant pure radical<br />

and more radness. So, you can<br />

imagine what happens when they<br />

put two R’s at the end?!<br />

KTM prides themselves on their<br />

racing achievements, hence why<br />

their slogan is ‘Ready to Race’ and<br />

one can feel the track-inspired<br />

goodness in most of their models,<br />

but this RR takes the cake and is<br />

more ‘Ready to Race’ than ever.<br />

What does the extra R mean?<br />

I’ve said in many times - I love<br />

SuperDuke! It’s just so much fun<br />

to ride an orange naked beast<br />

(ok, that sounds a bit weird). It’s<br />

raw, edgy, thrilling ride gets the<br />

heart racing and face smiling every<br />

time. The only downside to it is<br />

that when buying a new 1290 SD<br />

R one does not get the complete<br />

package. Customers have to fork<br />

out more rands to unlock the full<br />

potential of the bike by purchasing<br />

the track pack, which unlocks the<br />

beast within.<br />

So, the RR version is basically<br />

all that 1290 SD R goodness made<br />

better and with full potential and<br />

more unlocked. It’s lighter, faster<br />

and more blinged-out compared to<br />

the R model. When I say faster, it<br />

still makes the same power figures<br />

from the same LC8 twin-engine<br />

both models share, but the lighter<br />

weight, full electronics pack and<br />

updated suspension makes it faster<br />

lap times wise out on track.<br />

To be honest I’m glad they did<br />

not throw any more power at it as<br />

it’s more than fast enough with the<br />

180hp and 140Nm available. This<br />

thing is stupid fast and the grunt<br />

from low down is astounding.

The RR is more on<br />

par with Superbikes<br />

than ever before.<br />

The RR is the most<br />

‘Ready to Race’<br />

SuperDuke ever!<br />

KTM have improved their naked beast<br />

over the years adding more refinement<br />

and maturity mostly in the suspension and<br />

electronics department, while also keeping<br />

that raw edge that KTM customers are<br />

accustomed to and love.<br />

KTM have turned it up to 11 with their state<br />

of the art new 1290 SuperDuke RR, taking<br />

the already formidable stock machine and<br />

stripping out every gram of fat while tuning<br />

the electronics to the max.<br />

The first thing you’ll notice is that<br />

almost everything that can be carbon<br />

fibre is carbon fibre. The fairing, the chain<br />

guard, the mudguard, the brake ducts,<br />

the undertray – even the ignition lock. The<br />

fancy plastic self-supporting seat unit of the<br />

standard R has been replaced with a carbon<br />

single seat unit that weighs just 800g. There<br />

are new machined triple clamps that save<br />

320g, new forged wheels that save 1.5kg<br />

and a new battery that drops another 2.5kg.<br />

The result is a bike that looks more like a<br />

concept bike than a production bike and<br />

weighs 9kg less than the standard model.<br />

KTM say they could have gone further with<br />

the wheels but their tame ex-MotoGP racer,<br />

Jeremy McWilliams, advised against it as<br />

they wouldn’t have been stiff enough to get<br />

the most from the chassis performance.<br />

Away from the weight trimming KTM<br />

have boosted the levels of kit on offer. The<br />

standard WP suspension has been replaced<br />

with their Apex Pro level components. Up<br />

front the RR features Apex Pro 7548 closed<br />

cartridge forks while at the rear there’s an<br />

Apex Pro 7746 shock that can be adjusted<br />

in length for sharper turn in. There’s also an<br />

adjustable Apex Pro 7117 steering damper.<br />

No wannabe track racer is complete<br />

without sticky rubber, so KTM have shod the<br />

RR with Michelin Power Cup 2 tyres.<br />

KTM have turned it up<br />

to 11 with their state<br />

of the art new 1290<br />

SuperDuke RR, taking<br />

the already formidable<br />

stock machine and<br />

stripping out every gram<br />

of fat while tuning the<br />

electronics to the max.

In only his second race ever, and the RR’s<br />

first race meeting, Graeme and his RR battled<br />

for the win in the Streetbike class just missing<br />

out on top spot, taking a well earned 2nd<br />

overall proving just how good this machine is.<br />

Graeme entering the WOM Series provided<br />

the perfect testing ground for me to test the<br />

new RR. There was an open trackday session<br />

on the Thursday before so I jumped at the<br />

opportunity to test the RR at a track I love and<br />

have raced at before on a 1290 SuperDuke R.<br />

A few years back I did the exercise of taking<br />

a 1290 SD R and entering it into the BOTTS<br />

class to see how it compared to fully blown<br />

race bikes of the Italian kind. It passed with<br />

flying colours as I managed a 2nd place in<br />

heat 1 setting very competitive lap times in<br />

the process. Race 2 did not go as well, but it<br />

was more my fault than the bikes. I got out<br />

front and pulled a healthy 2-second lead after<br />

only 1 lap, but then, whilst trying to do my<br />

best Brad Binder impression carrying massive<br />

speed and lean angle into the fast right-hand<br />

sweep, threw the bike into the PE scenery. A<br />

low point of the exercise no doubt but we did<br />

prove that the 1290 SD R was indeed ‘Ready<br />

to race’ and competitively at that. We then<br />

also went on to finish the then 24 Hour race at<br />

RSR in 2nd place on the same machine. That<br />

raised many an eyebrow and since then I have<br />

seen plenty more SD’s out at track days and<br />

race meetings.<br />

The only problem with that whole exercise<br />

was the fact we had to do a lot of suspension<br />

work to get a decent setup. Pulling forks<br />

through, adjusting pre-load, and lots more<br />

to try get the best out of the then none high<br />

spec suspension on the then Gen 2 model.<br />

Luckily the new Gen 3 beast comes with<br />

much better suspension - the WP Apex -<br />

The accessorising doesn’t stop there<br />

either. As well as all the carbon fibre, the RR<br />

comes with adjustable controls throughout,<br />

a titanium Akrapovic slip-on and a quickaction<br />

throttle. There have been changes to<br />

the electronics, too, including a reduction<br />

in traction control intervention in all modes.<br />

Sport mode has been replaced with<br />

‘Performance’, which lets you fiddle with TC,<br />

and throttle settings, start launch control as<br />

well as disabling anti-wheelie.<br />

KTM made just 500 of them globally and<br />

even with a R405,999 price tag they’re sold<br />

out fast, making this test very exclusive and<br />

making me one lucky journo to be able to<br />

test it.<br />

The RR felt like a real<br />

superbike track weapon -<br />

just what one would expect<br />

from a machine tested and<br />

approved by a MotoGP rider.<br />

Riding the RR<br />

Graeme Stretton is the proud owner of this<br />

new machine and he bought the bike from<br />

RAD KTM in Sandton and the first thing he<br />

did once the run in service was done was<br />

enter it into the streetbike class at round 4 of<br />

the WOM Racing Series down in PE.

The RR version takes the SuperDuke<br />

experience to a new level in every<br />

department. It handles shaper and<br />

is more direct than ever. It’s more<br />

assured, especially on the front<br />

where naked bikes tend to feel a bit<br />

twitchy out on track.

which was the most welcomed change on<br />

the new spec bike. The RR version takes it’s<br />

to the next level with the more racy Apex Pro<br />

suspension front and back. This, and the 9kilo<br />

overall weight saving is what made the RR<br />

feel much better out on track compared to<br />

the current R model, which is already a leap<br />

ahead of the Gen 1 and Gen 2 models.<br />

The RR version takes the SuperDuke<br />

experience to a new level in every department.<br />

It handles shaper and is more direct than ever.<br />

It’s more assured, especially on the front where<br />

naked bikes tend to feel a bit twitchy out on<br />

track. When I tested the new R model for the<br />

first time I could feel a massive improvement in<br />

the handling department out on track thanks<br />

to the new WP Apex suspension and RC8<br />

R superbike chassis, but the RR’s Apex Pro<br />

suspension and setup done by former MotoGP<br />

rider Jeremy McWilliams takes it even further.<br />

When buying the RR you get a full manual<br />

with various suspension settings from<br />

McWilliams himself. There is a street, sport<br />

Owner Graeme<br />

with his new<br />

RR and his first<br />

ever track racing<br />

trophy in only his<br />

second race ever.<br />


PRICE: 7/10<br />

LOOKS: 9/10<br />

TRACK: 8/10<br />

HANDLING: 8/10<br />

POWER: 8/10<br />

TOTAL: 40/50<br />

SPECS<br />

POWER: 180 HP<br />

TORQUE: 140 NM<br />

WHEELBASE: 1496 mm<br />

SEAT HEIGHT: 837 mm<br />

DRY WEIGHT: 180 kg<br />

FUEL TANK: 16 L<br />

and racecourse setting available, so the rider<br />

can use the special tool that comes with the<br />

bike and conveniently make changes.<br />

We had it set on racecourse and it was<br />

perfect. No need to change a thing. The RR’s<br />

setup was perfect with the stiffer settings<br />

for track and combined with the very sticky<br />

Michelin Power Cup 2 track tyres was eating<br />

up the gorgeous PE track. Touching on the<br />

Michelin rubber and I was very impressed. I<br />

always think bikes like this need the best in<br />

the business Pirelli rubber fitted, but these<br />

Michelin’s felt great and offered proper good<br />

grip and stability on corner entry, mid-corner<br />

and exit. No complaints whatsoever and<br />

lasted a lot longer than the Pirelli’s that most<br />

were using on the weekend.<br />

Braking from the top-spec Brembo<br />

Stylema’s was awesome - great feel, no<br />

hesitation or fade. The stiffer and higher<br />

specced suspension also helped and gave<br />

the bike a much more solid feel overall, so no<br />

diving too much hitting the bottom getting<br />

the bike all out of shape. Planted and assured<br />

all the way around.<br />

The electronics were also much better. No<br />

interference at all, just working perfectly in<br />

the background offering me all the assistance<br />

I needed to go fast. Wheelie and traction<br />

control was set at 1 just to help me control<br />

the very powerful and responsive 140Nm of<br />

torque available and boosted 180hp thanks to<br />

the 17% extra being at sea level.<br />

Overall the bike felt great and the extra<br />

R could be felt in all departments. It did<br />

everything better and felt a lot more assured<br />

out on track, which is pretty much why the<br />

bike was created. There’s no pillion seat, plenty<br />

of carbon fibre, pro suspension and full track<br />

electronics making it a proper track weapon. I<br />

just wish KTM had maybe thrown a full fairing<br />

on it, making it a proper RR superbike model<br />

because it sure felt like one... but let’s wait and<br />

see if a Super, Duper 1290 SuperDuke RR-R<br />

will make an appearance sometime soon... Oh<br />

please KTM, make it happen!!!!

multi<br />

sport<br />

Ducati Multistrada V4 Pikes Peak<br />

SA Exclusive Test<br />

This is an unusual test. Ducati’s Multistrada V4<br />

Pikes Peak hasn’t been officially announced. To<br />

be frank, I’m not totally sure that it’s going to<br />

be called ‘ Multistrada V4 Pikes Peak’ because<br />

Ducati were keeping very tight-lipped on that<br />

and many other matters. I don’t know its price,<br />

weight or power and torque figures as Ducati<br />

weren’t forthcoming on specifications either.<br />

No, this was a ‘blind test’ of a new prototype<br />

Multistrada V4, which will probably be called<br />

the Pikes Peak and be revealed to press and<br />

public at the end of this year.<br />

Words by Adam Child ‘Chad’ Pics by Ducati/Alex Photo

What I do know is that I was the first<br />

person outside Ducati to ride it and<br />

that, as you can see, the bike I rode isn’t<br />

fully finished. It’s a test mule for the<br />

Pikes Peak’s development team who,<br />

thankfully, allowed me a few sessions on<br />

track to get a flavour of what’s in store<br />

for 2022.<br />

So what is it?<br />

The Multistrada V4 Pikes Peak promises<br />

to be the most powerful and sporty<br />

Multistrada ever.<br />

Although Ducati wouldn’t reveal any<br />

power figures, its Panigale-derived<br />

Granturismo V4, now with conventional<br />

spring-operated valves and 36,000-<br />

mile valve-service intervals, is certain<br />

to have more grunt than the older<br />

Pikes Peak’s Testastretta DVT L-twin.<br />

I’d expect peak power to be fraction<br />

higher than the current Multistrada V4’s<br />

168bhp @ 10,500 (up from twin’s 152hp<br />

@ 9500rpm old model) with torque<br />

output in line with the current V4’s<br />

125Nm (92ftlb) at 8750rpm. There could<br />

possibly be a small increase in over-rev<br />

rev for such a sports-focused machine.<br />

Track focus<br />

When Ducati introduced the new Multi<br />

V4 this year, a major shift was the move<br />

to a 19-inch front wheel to improve<br />

its off-road capabilities. For the Pikes<br />

Peak model, Ducati has opted for 17-<br />

inch wheels, which highlights both its<br />

track-focus and new lack of off-road<br />

ambition. And to show how serious<br />

Ducati are about its sporting intentions,<br />

the test bike was fitted with Pirelli SC1<br />

slicks front and rear (120/70x17 front,<br />

200/60x17 rear), although that was just<br />

for the day of my ride.

Suspension<br />

The older twin-cylinder Pikes Peak ran<br />

conventional Öhlins units but now Ducati<br />

has opted for semi-active Öhlins suspension,<br />

front and rear, instead of the electronic<br />

Skyhook Marzocchi items found on the 2021<br />

Multi V4S. Ducati wouldn’t confirm their<br />

spec, so we don’t know dimensions or travel,<br />

but they appear similar to those on Ducati<br />

Panigale V4S.<br />

Technology<br />

There are four riding modes to choose from:<br />

Race, Sport, Touring and Urban. The Race<br />

mode has replaced the standard bike’s<br />

Enduro mode, as getting dirty isn’t on the<br />

Pikes Peak bucket list.<br />

As you’d expect, a plethora of rider aids are<br />

linked to these modes, including lean sensitive<br />

traction control and ABS, plus wheelie<br />

control. The large TFT dash highlights the<br />

riding mode, rider aids, and the pre-selected<br />

suspension set up, even the spring pre-load.<br />

There’s also an up and down quickshifter.<br />

Obviously, the rider aids will be completely<br />

new, with new settings and algorithms to<br />

match the new chassis and shorter-travel<br />

suspension. Launch control wasn’t discussed<br />

or tried, but we can assume cruise control as<br />

standard, probably Adaptive Cruise Control<br />

first seen on the Multi V4 this year.<br />

The radial-mounted Brembo M50 Stylema<br />

brakes appear to be the same as those on the<br />

V4S Multistrada, although the discs and brake<br />

pad material are likely to be different. Again,<br />

the lean sensitive ABS will have a different<br />

setting compared to the long-travel Multi V4.<br />

The large TFT dash and switchgear are<br />

similar as the standard Multi V4. Mirrors were<br />

not fitted to our test bike, and I’m unsure of<br />

fuel tank size and seat height, but it’s certainly<br />

lower than the standard bike’s.<br />

Let’s ride<br />

The prototype Ducati Multistrada V4 Pikes<br />

Peak sits alone on paddock stands, tyres<br />

cooking in a deserted paddock. Due to the<br />

secrecy of this test, Ducati has exclusively hired<br />

the Autodromo di Modena racetrack. All the<br />

garage doors are closed, except ours. There<br />

are just four Ducati staff present, plus me.<br />

I know this tight and twisty Italian track like<br />

the back of my hand, so lap one is taken to 50<br />

or 60% to scrub in the slicks, then it’s flat out,<br />

pushing for a fast lap.<br />

At the end of the straight, towards the top<br />

of fifth gear, it’s hard on the Brembo stoppers<br />

and back to second gear on the quickshifter’s<br />

auto-blipper for a tight right. Stopping power<br />

is immense, while the bike’s stability and<br />

control are equally impressive.<br />

Next up: turning. The Pikes Peak is in a<br />

different league to the standard Multi V4. I<br />

thought it might struggle on such a tight track<br />

but it makes light work of even the slowest<br />

turns. Knee-down left to knee-down right is<br />

so easy it can’t just be down to the smallerdiameter<br />

wheels. I think Ducati has reduced<br />

both unsprung weight and possibly the<br />

bike’s overall weight, too. They may also have<br />

moved the centre of mass to sharpen up the<br />

steering as it’s ridiculously simple to bang the<br />

Pikes Peak from one side to the other.<br />

In Sports mode, power isn’t arm-ripping<br />

brutal, and I suspect available torque is limited<br />

in the first two gears. Driving hard out of the<br />

final turn in second gear, it’s quick but not<br />

harsh or aggressive. With the throttle against<br />

the stop, 100% pinned, I can feel the rider aids<br />

controlling the front wheel lift in second gear<br />

(and there’s little better in life than a sticky<br />

front tyre hovering above a warm racetrack).<br />

Each lap I brake a little later, turn a little<br />

faster and the prototype delivers. As you’d

expect with Pirelli slicks in perfect conditions,<br />

grip isn’t an issue. Instead, the problem lies<br />

in getting used to carrying so much lean and<br />

corner speed on a bike originally designed to<br />

be an all-rounder.<br />

Eventually, pegs start to scrape and I begin<br />

to run a run wide of corner apexes, signalling<br />

the limit for the Sports mode suspension<br />

settings (designed for aggressive riding on<br />

road tyres), so it’s time to head to the pits for<br />

a breather and try Race mode.<br />

Race mode<br />

Into Race mode, and the suspension is now<br />

catering for track riding on grippy tyres. The<br />

ride is firmer, pre-load is up from 16 to 21 and<br />

clearly shown on the dash. Rider aids are<br />

also backed off; in fact, I could have opted<br />

to switch them off completely, but as this is<br />

a priceless prototype, and one of only two in<br />

existence, I thought it would be prudent to<br />

ride with a safety net.<br />

The difference between Race and Sports<br />

mode is immediately apparent, which<br />

highlights the quality of the electronics rider<br />

and semi-active suspension. There is even<br />

more control and noticeably less fork travel<br />

which, with less intrusive lean sensitive ABS,<br />

allows me to brake fractionally later, holding<br />

on to the lever right up to the apex. In Sports<br />

mode, at race pace with slicks, it would miss<br />

the apex slightly, now it’s hitting it every time.<br />

Stability when braking heavily from high<br />

speed is solid and reassuring. At extreme lean<br />

angles generated via the grip generated by<br />

the Pirelli slick, the pegs still touch down, but<br />

they’re not buried into the asphalt as they<br />

were previously in Sports mode.<br />

Changes in direction, so fluid in Sports<br />

mode, are now electric as the taught chassis<br />

allows you to turn a fraction quicker and<br />

get on the power sooner. In Sports mode,<br />

there’s more travel and you have to ‘lift’ the<br />

bike over the rear shock, then for a fraction<br />

of a second let it settle. Now that transition<br />

is much quicker, allowing me to get back on<br />

the unintimidating and useable power early,<br />

again still with the rider aids there in the<br />


Power output in Sports and Race mode feel similar,<br />

with Race a little sharper at the bottom and the<br />

throttle map slightly more aggressive. But again, this<br />

isn’t scary Panigale-type power; it’s manageable and<br />

usable (despite having similar power to Ducati’s 1198S<br />

from 2008-2012!).<br />

It’s a slightly odd feeling riding the Pikes Peak<br />

to the limit on a track – and no amount of clever<br />

development can disguise the fact that it is a large<br />

motorcycle. Yet for a big bike, it not only works on<br />

track but is also relatively easy to manage and ride<br />

quickly. When we eventually see a production Pikes<br />

Peak for real, it certainly won’t be intimidated by the<br />

trackday fast group and, given that it’s a Multistrada,<br />

should deliver a cracking ride home afterwards too.<br />

“After all, a bike that can<br />

whisk you comfortably<br />

to the track, cut it in the<br />

fast group, then rush you<br />

home again without fuss<br />

– and do all those things<br />

without noticeable<br />

compromise – will be<br />

extremely popular. We<br />

can’t wait to ride one.”<br />

Verdict<br />

We’ve only got a flavour of what the new Multistrada<br />

V4 Pikes Peak will be like. There’s no spec-sheet yet<br />

and the development team is still putting the final<br />

touches to the bike. But we do know it will be the<br />

sportiest Multistrada ever.<br />

The old twin-cylinder Pikes Peak was good but<br />

essentially a standard Multistrada with a higher<br />

specification and accessories. For 2022, the new Pikes<br />

Peak will be significantly different to its stablemate<br />

with 17-inch wheels, new chassis dimensions and<br />

all-new track focus – effectively an SP version of the<br />

Multistrada and only the same in name and engine.<br />

Price-wise, expect it to be higher than the R358,700<br />

you pay for an S version Multi, and I’m sure dealers are<br />

taking deposits now. After all, a bike that can whisk<br />

you comfortably to the track, cut it in the fast group,<br />

then rush you home again without fuss – and do all<br />

those things without noticeable compromise – will be<br />

extremely popular. We can’t wait to ride one.

Seaside<br />


Romance<br />

There’s been much talk about the new Suzuki Hayabusa,<br />

many saying that the Japs have not done enough to their<br />

Hypersport machine. The spec sheet does not really help their<br />

cause, but, they say once you have ridden it the spec sheet<br />

goes out the window. Let’s find out then shall we...<br />

Words by Rob Portman Pics by Chris Kunn<br />

In 1999, the motorcycle world as we knew<br />

it changed forever - the Suzuki Hayabusa<br />

was born. A <strong>13</strong>00cc hyper sportbike with a<br />

barbaric 175hp and <strong>13</strong>8Nm of torque. A was<br />

a production bike boasting the most power<br />

ever seen for the public, and the world loved<br />

it. Sales hit the roof, herein SA riders went<br />

crazy - Brakpan and Springs would never be<br />

the same again.<br />

Suzuki took whatever rule book there<br />

was and burnt it to a crisp. They turned the<br />

sportbike market upside down and both<br />

Suzuki and the world was loving it.<br />

Fast forward and Suzuki made<br />

improvements to their Hayabusa machine<br />

over the years cementing its status as<br />

the top hyper sportbike. Kawasaki came<br />

along with their ZX14 model and that put<br />

massive pressure on and took sales away,<br />

but ultimately, the Hayabusa brand was very<br />

much born and legend status earned.<br />

Things were going well until green peace<br />

came along and this would seriously dent the<br />

Hayabusa and Hyper sport bikes progress.<br />

Euro regulations almost killed the Hayabusa<br />

brand. Restricting the <strong>13</strong>00cc engine was<br />

not really an option, especially with 1000cc

superbikes gaining more popularity with their big<br />

horsepower figures and high tech. Hyper sports were<br />

taking the back seat while superbikes took centre<br />

stage. News broke a few years back that the loved<br />

Hayabusa brand could come to an end, and did for<br />

a while in some world markets, but luckily here in SA<br />

Hayabusa sales were still thriving and then the news<br />

broke. News that SA bike fans, Brakpan, Springs and<br />

now also the West Rand were dying to hear - a new<br />

Hayabusa was on the way.<br />

Talk of a 1500cc supercharged hyper machine<br />

excited many - again, SA went mad at these rumours.<br />

Hayabusa tattoos all over the land were being<br />

displayed proudly until the first news of the new model<br />

broke. No supercharger? No bigger engine? Less power<br />

figures? Similar styling? Suzuki, how could you!!!<br />

Fans were ready to burn down the Suzuki factory in<br />

protest and have their Hayabusa logo tattoos removed<br />

in outrage that Suzuki was going backwards with their<br />

new machine.<br />

The internet literally blew up with unhappy fans<br />

worldwide sharing their disgust at Suzuki’s new model.<br />

To be honest, when I first saw pictures and read about<br />

I too was not very impressed. The problem was we<br />

were all hyped up with the thought of a supercharged<br />

1500cc, 3 million horsepower bike that in reality would<br />

never come. We were also shown illustrations and<br />

concepts of what a new Busa would look like - and we<br />

loved it!<br />

Again, we had to come back to reality. There was<br />

never going to be a supercharged, 1 million cc machine.<br />

That’s not Suzuki, and that’s not Hayabusa. Think about<br />

it. Why would Suzuki want to stray too far away from<br />

Hayabusa? It’s worked so well for so long, so, Suzuki<br />

did what Suzuki do best, keep it neat and simple.<br />

The Turbo charged Hayabusa concept we were all expecting

They took a winning formula, added a bit<br />

more modern to it and made, well, a modernday<br />

Hayabusa. All that good Hayabusa DNA<br />

- power, comfort and style - just wrapped up<br />

in a different way. Even though the new/old<br />

engine features 550 new parts it makes less<br />

power, this was another big talking point and<br />

one many were not happy with.<br />

Suzuki told us all, don’t worry, it’s better<br />

than ever. The spec sheet does not tell the full<br />

story. Don’t look at the numbers, ride the bike<br />

they said. These sentiments were echoed by<br />

my fellow journo mates over in the UK, who<br />

were the first to sample the new machine (I’m<br />

sure you read the full review we had a few<br />

months back by Adam Child).<br />

Now, finally, it was our chance here in SA to<br />

test the new Legend and see first-hand what<br />

all the fuss was about.<br />


Looking at the spec sheet and one can<br />

understand all the outrage. In the 22 years of<br />

Hayabusa, Suzuki had managed to only gain a<br />

few more ponies and torque and shed only a<br />

few kilos. This while 1000cc superbikes were<br />

getting lighter, faster and more sophisticated.<br />

Too many, 187hp and 150nm was nowhere<br />

near good enough. A Ducati Panigale V4<br />

was making close on 220hp - how dare you<br />

not make a <strong>13</strong>00cc have more power. The<br />

previous model made 195hp and 154Nm, so<br />

yes, on paper Suzuki had gone backwards.<br />

Old wet weight was 266kilos, and now was<br />

264 - only 2 kilos lost after all these years?<br />

Again. How could you Suzuki...<br />

But, the new Hayabusa is very much a<br />

case of not what it delivers, but rather how<br />

it delivers it. Not what the spec sheet says,<br />

but rather how it feels to ride. I was told it’s<br />

spectacular, and to be frank, it was!<br />

Suzuki said; “Ride it and it will all make<br />

sense” and that’s exactly what happened after<br />

my 470 plus km day spent on the bike.<br />

Heading into a test like this, with a bike<br />

holding such high expectations, one has to<br />

have an open mind. Most bikes these days sell<br />

you with the spec sheet alone, so you know<br />

exactly what you are going to get. With this<br />

new Hayabusa, it’s almost the opposite. You<br />

look at the legend rather than the spec sheet.<br />

You look at what made it so great in the past<br />

and what made riders/fans get the logo inked<br />

into their flesh. Brute power, comfort and<br />

muscle styling - that’s what it’s all about.<br />

The new Hayabusa is everything good<br />

about previous-gen models just made better.<br />

It looks better, rides better and holds the<br />

Hayabusa brand flag up high.<br />

When pictures were first released I was not<br />

too impressed, but now I look at them with<br />

a new frame of mind. Is it Busa? Yes. Has it<br />

been made better? Yes. I found myself loving<br />

it more and more every time I looked at it on<br />

this test. It’s had a few doses of botox all over.<br />

It’s had a proper facelift and looks sharper,<br />

younger, fresher. It’s kept that Hayabusa look<br />

and feel, but with a bit more zest.<br />

You look at what made it<br />

so great in the past and<br />

what made riders/fans<br />

get the logo inked into<br />

their flesh. Brute power,<br />

comfort and muscle styling<br />

- that’s what it’s all about.<br />

The new Hayabusa is<br />

everything good about<br />

previous-gen models<br />

just made better. It looks<br />

better, rides better and<br />

holds the Hayabusa brand<br />

flag up high.

I love the integrated indicators front and<br />

back. I love the new LED lights. I love the<br />

new tailpiece. I love the new air ducts on the<br />

side and colour trims - even the chrome ones<br />

on this white model I tested - my Springs<br />

heritage coming out.<br />

The new Hayabusa is very much ‘less is<br />

more’. Yes, it’s less numbers in many cases<br />

but so much more when riding. The way it<br />

delivers the power is superb. That 150Nm<br />

of torque comes out to play everywhere<br />

offering brute punch throughout the rev<br />

range. No need to scream this machine to<br />

get going. Pick a gear, turn the throttle and<br />

off you go. All that torque and power makes<br />

it very easy to ride. It’s a lazy bike in many<br />

ways. Just sit back and enjoy the ride and<br />

when you want ballistic power, just ask, and<br />

you will get plenty of it.<br />

What we must remember with the new<br />

Hayabusa is that Suzuki has now had to play<br />

by very strict Euro rules. Not like the old days<br />

where it was go crazy and don’t worry so<br />

much about the planet. Now, it’s go green<br />

and make the world a better place. Suzuki<br />

has had to stick to Euro 5 regulations, which<br />

is like taking the roar away from a Lion - very<br />

restricting. The new Hayabusa has 3, yes 3<br />

catalytic converters to help keep in line with<br />

Euro 5 regulations. That’s very restricting<br />

indeed, and why the power figures are not<br />

that of the previous model. What Suzuki has<br />

done is give the bike a wider spread of power.<br />

This makes it very smooth and responsive -<br />

better than ever before.<br />

The riding position has changed slightly,<br />

with the handlebars 12mm closer to the<br />

rider and the seat height 5mm lower, so you<br />

sit more in and don’t have to stretch as far<br />

to reach the bars. The riding position was<br />

great and comfortable for 250km one shot.<br />

Anything longer and the legs start taking<br />

a bit of strain. Even my short leg syndrome<br />

struggled a bit, so I do worry about taller<br />

riders being 100% comfortable. But, like I said<br />

for a 250km sprint it feels great.<br />

My ride on the new Hayabusa was from Port<br />

Elizabeth, through Knysna and to George. I<br />

was very excited and didn’t waste too much<br />

time getting to George so I could put the<br />

Hayabusa’s handling to a true test. Yes, it felt<br />

great on long open roads with long swooping<br />

corners that even a tractor would feel good<br />

on, but I wanted to see how it handled<br />

sweeping bends at speed. So, the perfect test<br />

track was just ahead - Outeniqua Pass.<br />

You will see by the video review I am busy<br />

with now and will be up on our YouTube<br />

channel soon that the new Hayabusa is no<br />

slouch around corners. It tips in at very little<br />

request, holds its line very maturely and<br />

finishes off the corner with style.<br />

At 262kilos it’s very heavy, but that’s always<br />

played in favour of Hayabusa. That extra<br />

weight translates to stability and confidence<br />

out on the open road. Thrashing through the<br />

pass the Hayabusa felt more planted than a<br />

weed bush in Bob Marley’s garden. It gives<br />

off an assured feeling that instils nothing but<br />

confidence in the rider. Tight, slow corners do<br />

pose a bit of a challenge with that weight and<br />

getting it on and off the side stand does take<br />

a bit of Crossfit, but when out on the open<br />

road, it thrives, more so than ever before.<br />

Now, I haven’t spent as much time on Busa<br />

models in the past compared to superbikes<br />

but when I did ride one I always had a big<br />

question mark over the brakes. They worked,

Myself, the new<br />

Hayabusa and Outeniqua<br />

Pass will share this love<br />

affair for many moons<br />

to come. It was a match<br />

made it heaven


C<br />

M<br />

Y<br />

CM<br />

MY<br />

CY<br />

CMY<br />

K<br />

but sometimes gave off a feeling that they<br />

might not. The sharpness was not always<br />

there, which had me worried and unable to<br />

ride the bike to its full potential. Even when<br />

Suzuki made the move to Brembo brakes<br />

for the Gen 2 models, the problem was still<br />

not 100% sorted. Much better for sure, but<br />

not completely satisfying for a 260 kilo plus<br />

machine with close on 200 hp.<br />

I’m very pleased to say that this problem<br />

has been resolved. The new Hayabusa, with<br />

its newer, higher spec Brembo Stylema brakes<br />

and floating discs get the job done the first<br />

time, every time. The feel was great and no<br />

fade or uncertainty whatsoever. This put my<br />

mind very much at ease and focussed just on<br />

enjoying what is a brilliant machine.<br />

Another aspect of the new bike that is<br />

better in every way is the new dash - a perfect<br />

blend of old school and new - a perfect fit<br />

for Hayabusa. It would have been easy for<br />

Suzuki to be tempted to go for expected allout,<br />

oversized screens used on many other<br />

modern bikes. Instead, the firm is sticking to<br />

the two big analogue gauge dash layout of<br />

older Busas, but with a colour TFT screen<br />

between them to display all the extra info.<br />

THE ALL NEW GSX<strong>13</strong>00R<br />

> Suzuki Intelligent Ride System (SIRS)<br />

> Motion Track Traction Control<br />

> Engine Brake Control<br />

> Bi Directional Quick Shifter<br />

> Launch Control System<br />

> Cruise Control System<br />

> Legendary Power & Durability<br />

> Ultimate Aero Dynamics<br />


www.suzukimotorcycle.co.za suzuki_za_motorcycles @MotorcycleSA

It did take me a few glances to get used to<br />

reading speed and revs on analogue again,<br />

but as I said, very Hayabusa fitting to me,<br />

anything else would have spoilt it.<br />

Suzuki still offers multiple riding modes,<br />

first introduced back in 2008 with the SDMS<br />

(Suzuki Drive Mode Selector) system, but<br />

the new model’s version of the system is<br />

much more in line with modern expectations.<br />

Called SDMS it gives three pre-set options,<br />

each altering power mode, traction control,<br />

wheelie control, engine brake control and<br />

quickshifter settings, plus three user-definable<br />

settings. It all works and what I love most<br />

about it all is how easy it is to operate. It’s<br />

very easy to change settings and find modes<br />

- none of these hundred different menus to<br />

scroll through - again, the simple yet effective<br />

approach by Suzuki.<br />

The new Hayabusa also gets a new<br />

electronics package, which includes all the kit<br />

you’d expect from a range-topping bike, like a<br />

six-axis IMU and cornering ABS, all with layers<br />

of options and settings. There’s also cruise<br />

control and a combined braking system,<br />

rear-wheel lift control, hill-hold control, a onetouch<br />

starter button and a low-RPM assist<br />

system that helps prevent stalls.<br />

I can’t say I put all of them to the test<br />

but I can say the cruise control is a dream<br />

and super easy to activate and deactivate.<br />

Everything about the new bike is easy, usable<br />

and enjoyable.<br />

So, Suzuki was right and my pommy mates<br />

were too. They said don’t be put off by the<br />

numbers, rather ride the bike and see and feel<br />

for it for yourself. I’ve been lucky to ride this<br />

new bike which I can honestly say is a great<br />

and better than ever representation of the<br />

Legendary status that is Hayabusa. It’s not<br />

a revolution but rather a perfect evolution<br />

of Hayabusa. Fans can be happy with what<br />

Suzuki has done and can proudly show off<br />

their Hayabusa tattoos once again!<br />

To me, the biggest problem Suzuki faced<br />

with the new Busa was the expectation. They<br />

got it so right so soon, from the first bike in<br />

1999. They made it better and better, which<br />

raised expectations even more. The fact they<br />

got it so right so soon put massive pressure<br />

and expectation on this model - hence the<br />

outrage when it wasn’t what we all expected.<br />

Everything Suzuki has done with the new<br />

Hayabusa makes sense and cents. Priced at<br />

R329,000 I see it as great value and had they<br />

gone the way many of us wanted, this would<br />

not be the case.<br />

There’s no turbo? Yes, it’s not practical for<br />

everyday riding and could cause problems<br />

over time. There’s not a new, bigger engine?<br />

Yes, but there are 550 new parts that give<br />

the motor a fresh new approach and help<br />

with broader, more usable power. It’s still<br />

bulletproof Busa, and if Suzuki were to make<br />

a whole new engine, with a supercharger, then<br />

the price would have been around R50-80k<br />

more, which then would have put it close to<br />

R400k or over, which would make Hayabusa<br />

not very accessible to the public, which would<br />

make Busa fans even angrier.<br />

So, Suzuki was right and<br />

my pommy mates were<br />

too. They said don’t be put<br />

off by the numbers, rather<br />

ride the bike and see and<br />

feel for it for yourself. I’ve<br />

been lucky to ride this new<br />

bike which I can honestly<br />

say is a great and better<br />

than ever representation<br />

of the Legendary status<br />

that is Hayabusa.<br />


PRICE: 8/10<br />

LOOKS: 8/10<br />

ROAD: 8/10<br />

HANDLING: 8/10<br />

POWER: 9/10<br />

TOTAL: 41/60<br />

SPECS<br />

POWER: 187.7 HP<br />

TORQUE: 150 NM<br />

WHEELBASE: 1480 mm<br />

SEAT HEIGHT: 800 mm<br />

WET WEIGHT: 264 kg<br />




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RACE<br />

BIKE<br />

KRÄMER<br />

GP2-R<br />

The Krämer GP2-R is the sister bike to KTM’s limited edition RC<br />

8C, which sold out in under 30 minutes. The Krämer uses a KTM<br />

890 parallel twin engine housed in a chassis designed for the<br />

track only. The GP2-R is a high spec race bike, which inspired<br />

the RC 8C, but unlike the KTM, is available to buy, and comes<br />

ready to race or just to have fun with (www.kmc-uk.com).<br />

Words by Adam ‘Chad’ Child Pics by Tim Keeton – impact images<br />

Don’t worry if you have never heard of<br />

Krämer, most haven’t. The company was<br />

set up by Marcus Krämer, a former KTM<br />

employee, to build race bikes using KTM’s<br />

engines as their platform. This is not the<br />

first bike to come from Krämer, they already<br />

produce a single cylinder 690 EVO2-R,<br />

which weighs just 125kg and makes 85hp,<br />

and a 790 twin, using the engine form the<br />

2018 KTM Duke.<br />

But this is the latest bike to come from the<br />

German factory: the bespoke GP2-R, using<br />

the latest 890 unit which normally powers<br />

KTM’s 890 Duke R. And, yes, this is the sister<br />

bike to KTM’s £31,000 RC 8C, which was<br />

produced in limited numbers (100 were built)<br />

and sold out almost immediately. The RC 8C<br />

was built in partnership with Krämer – they<br />

are essentially the same bike –aside from the<br />

different bodywork and wings. But unlike the<br />

KTM, you can buy a Krämer today for a more<br />

reasonable £26,480 – just paint it orange<br />

(http://www.kmc-uk.com/about.html)<br />

So what is it?<br />

Simply put, a ready to race track bike. It was<br />

never designed to be Euro-5 compliant or<br />

take luggage or a pillion; it was designed

specifically for the track. This suggests the<br />

design team could focus directly on lap times<br />

and didn’t have to worry about comfort or<br />

mirrors.<br />

This means it makes <strong>13</strong>0hp like KTM’s road<br />

bike but weighs just 140kg (Dry). This is a very<br />

trick motorcycle: fuel tank under the seat,<br />

slick Pirelli rubber, lightweight Dymag wheels,<br />

WP fully adjustable suspension front and rear,<br />

multi adjustable chassis… Yes, seat height,<br />

rake angle and fork offset can all be adjusted.<br />

There’s also Brembo Stylema brake calipers,<br />

wet and dry engine maps, plus adjustable<br />

engine braking, an up and down quickshifter,<br />

a steering damper, serious crash protection, a<br />

brake guard, and a GPS dash/logger. Even the<br />

titanium bolts are pre-drilled and lock-wired.<br />

The Krämer is a track-ready, over-the-counter<br />

race bike. Just turn up to a track day or race<br />

meeting, no trolly starter or pit crew required.<br />

The standard KTM engine starts on the button<br />

just like a road bike – but that is where the<br />

similarities end.<br />

It’s not cheap.<br />

Agreed, £26,000 is a lot of money for a bike<br />

you can only ride on the track. It is essentially a<br />

toy, like a high-end kit race car. But if you were<br />

to buy a road bike and convert it to a race bike,<br />

with a similar spec to the GP2-R and capable of<br />

(reliably) lapping a racetrack at the same time<br />

– then you’d need to spend between £20 and<br />

£30k extra.<br />

SPECS<br />

POWER: <strong>13</strong>0 HP<br />

TORQUE: 100 NM<br />

WHEELBASE: 1410 mm<br />

SEAT HEIGHT: 820 mm<br />

WET WEIGHT: 152 kg<br />


From the box, the GP2-R is<br />

capable of lapping mid-pack in the<br />

highly competitive British Supersport<br />

Championship, against GP2 bikes,<br />

which are mainly expensive former<br />

Moto2 machines, and highly tuned<br />

road-based Supersport 600s.<br />

This was proven in a<br />

‘demonstration’ at the BSB meeting<br />

at Donington Park. A standard<br />

Krämer ran in the top 25 despite its<br />

standard KTM 890 twin, standard<br />

suspension setting and a rider who’d<br />

never sat on the bike previously.<br />

Adapt the multi adjustable chassis,<br />

get the rider in-tune, and this is<br />

potentially a top 15 or even top 10<br />

bike at national level, with a stock<br />

motor. Suddenly £26,000 seems to<br />

be a bit of a bargain.<br />

10 out of 10 in the corners.<br />

This is where Krämer have worked<br />

their magic. If you want to make<br />

the perfect cake, you need the right<br />

ingredients – and Krämer have done<br />

just that. To start with the GP2-R<br />

tops the scales at only 140kg. Then<br />

we have fully adjustable, high spec<br />

WP suspension front and rear. Add<br />

lightweight Dymag wheels, slick<br />

Pirelli Superbike rubber, Brembo<br />

Stylema brakes, Hyper Pro steering<br />

damper, lightweight racing chain<br />

– it has every box ticked. You can<br />

change the fork offset between<br />

26 and 28mm, rake and trail, the<br />

seat height too, bar position, and<br />

obviously suspension. Everything is<br />

there to make the perfect cake.<br />

But if you’re intimidated by the<br />

prospect of tuning suspension, don’t<br />

be. We purposely rode the bike<br />

in standard trim, and it certainly<br />

delivers. I was unsure what to expect<br />

on a machine only slightly heavier<br />

than a road going 125, with huge<br />

slick rubber and the very latest

suspension and brakes – but even on standard<br />

settings you have to recalibrate to what you<br />

can get away with.<br />

The steering is incredibly light. Fast<br />

direction changes are effortless. But this isn’t<br />

a pocket size race bike with tiny clip-on bars;<br />

in fact, the ergonomics make the GP2-R user<br />

friendly, which allows you to point and throw<br />

the Krämer around with toy-like ease. On<br />

several occasions I turned in too early, hitting<br />

the apex sooner than I wanted. But once<br />

you’re dialled in to the lightweight chassis –<br />

it’s electric. Fast direction changes are so easy<br />

and after 30 minutes on track you’re not out<br />

of breath like you would be on some bikes.<br />

Mid-corner ground clearance worries are<br />

non-existent. The Krämer just wants you to let<br />

go of the brakes and carry maximum corner<br />

speed. There is so much grip and feedback<br />

you feel happy to dial in the power on the<br />

apex and start to accelerate. You don’t need<br />

to push the bike up on to the fat section of<br />

the tyre wait and hit the power with fear –<br />

instead accelerate early, feeling the bike’s<br />

grip exploit the engine torque and start<br />

to overtake larger bikes. There’s an almost<br />

perfect balance of grip, feel and power for<br />

getting on the power early.<br />

As mentioned, we wanted to run the bike<br />

in standard trim, and it impressed beyond all<br />

expectations. But, for my weight, I wanted to<br />

change the front a little, so I could carry even<br />

more elbow dragging lean. And although<br />

brilliant on the brakes running into the turn,<br />

I wanted a little more control on the fork<br />

rebound coming off the brakes. But I guess<br />

that is the beauty of the Krämer: it’s so easy<br />

to adapt and change, the perfect set-up for<br />

every rider and the conditions is just a click or<br />

two of the suspension away.<br />

The steering is incredibly light.<br />

Fast direction changes are<br />

effortless. But this isn’t a pocket<br />

size race bike with tiny clip-on<br />

bars; in fact, the ergonomics make<br />

the GP2-R user friendly, which<br />

allows you to point and throw the<br />

Krämer around with toy-like ease.

Stopping isn’t a problem<br />

With similar weight of a road going 125 and<br />

the same brakes as a 200kg superbike, plus<br />

changeable engine braking maps, excellent front<br />

forks and slick rubber, it’s safe to say the GP2-R<br />

stops!<br />

One finger on the powerful, three-way<br />

adjustable Brembo lever is all that’s needed<br />

to haul up this lightweight race bike. You can<br />

change the feel, reach and travel of the track<br />

lever – personalise to your taste.<br />

Again, if you are used to road bikes on track, it<br />

takes a little getting used to. You can brake later<br />

and let off the brakes earlier and carry immense<br />

corner speed. Plus, with so little weight, the<br />

Brembo Stylema stoppers aren’t over worked –<br />

therefore there is not fade. There is no ABS, the<br />

Hel Performance braided lines run directly from<br />

the lever to the caliper.<br />

The front discs are slightly smaller than you’d<br />

normally see on a sports bike: 290mm on the<br />

Krämer, compared to 320mm on, say, Yamaha’s<br />

R6, but the smaller discs save on weight. And<br />

bear in mind that the R6 is weighs in another 40-<br />

50kg on top of the Krämer.<br />

It’s all about the torque<br />

As mentioned, the engine comes directly from<br />

KTM, their 890 LC8c twin as used in the 890<br />

Duke. With a different air-box and exhaust peak,<br />

power is a quoted <strong>13</strong>0hp.<br />

This may not seem like a huge number of<br />

horses, and it is down compared to highly tuned<br />

Supersport 600s (140bhp) or even Moto2-<br />

inpsired GP2s in BSB (<strong>13</strong>0-140hp), but the<br />

Krämer is lighter, which gives it an impressive<br />

power to weight ratio. Torque is also impressive,<br />

its 100Nm (73.76ftlb) output more than a Moto2<br />

or Superport bike.<br />

But the KTM lump is standard and therefore<br />

should prove reliable. The gearbox and standard<br />

slipper clutch, too, are both standard – which<br />

reduces cost and keeps things simple.<br />

Krämer could have tuned the engine, or chosen<br />

a different doner engine with more power, but<br />

they wanted to make the bike usable, coast<br />

effective, and not just for experts. But the KTM<br />

lump is standard and therefore should prove

Old School<br />

Today, we are used to bikes coming with<br />

multiple rider aids, launch control, lean<br />

sensitive traction control and braking, wheelie<br />

and rear wheel prevention… The list is almost<br />

endless. And the very latest rider aids on<br />

1000cc and above sports bike machines are<br />

excellent, meaning it’s incredible what you<br />

can get away with. But those are road bikes,<br />

designed for the road, on road-based settings<br />

with around 200bhp.<br />

The Krämer makes <strong>13</strong>0bhp, wears slick<br />

tyres and is designed to be ridden on track.<br />

So like most race bike of this size, riders aids<br />

are simply not needed. There are two engine<br />

maps, and two engine brake strategies and a<br />

track pit lane limiter – but that’s it.<br />

You could argue some track day enthusiast<br />

may want some traction control, especially<br />

for the wet. But with race wets fitted and<br />

the softer engine map deployed, I believe<br />

the majority of riders won’t miss the lack of<br />

electronic assistance.<br />

As this is a pure track bike, there are no<br />

indicator buttons or horn. There’s simple<br />

racing switchgear to change the engine<br />

maps, engine braking and activate the pit<br />

lane limiter. The dash is a race Tacho AIM<br />

MXS 1.2 Race GPS with a built-in logger and<br />

GPS function. The dash displays lap times<br />

and live information like sector times and<br />

best lap. Everything is recorded, meaning<br />

that back in the pits you can flick through<br />

your lap times. Racers can delve further; look<br />

at speed, throttle position and mechanical<br />

temperatures.<br />

Krämer have even thought about crash<br />

protection. There are spindle protectors,<br />

traditional frame crash bungs on the under<br />

seat fuel tank and swingarm, but also neat<br />

little tricks like steering stops that are rubber<br />

mounted to stop the frame getting damaged<br />

when the bars are on full lock during a crash.<br />

There is even a small swing-arm protector<br />

plate behind the footrest, so the peg doesn’t<br />

damage the swingarm in a fall. Whilst we are<br />

talking footpegs, the plates which hold the<br />

pegs are identical both sides – therefore you<br />

only need to carry one as a spare.<br />

Arguably you might need a spare set of<br />

wheels for racing, already wrapped in race wet<br />

rubber, but aside from that, it’s ready to race.<br />

There’s even a one touch rain light at the rear.<br />

reliable. The gearbox and standard slipper<br />

clutch, too, are both standard – which reduces<br />

cost and keeps things simple.<br />

Due to noise restrictions at Brands Hatch,<br />

we had to fit a noise cancelling exhaust,<br />

which not only muffled the Krämer’s bark, but<br />

also strangled the power slightly. However,<br />

I was still impressed with the power. So too<br />

23-time TT winner John McGuinness, who<br />

grabbed a few laps. “That’s quicker than I was<br />

expecting,” said a beaming John afterwards<br />

(see box out).<br />

During my first laps I was riding the Krämer<br />

incorrectly, treating it like a Supersport bike<br />

and using only the top 25% of the rev range.<br />

But that isn’t the way to ride the GP2-R. It is<br />

much more forgiving and easier to ride than<br />

highly stressed Yamaha R6 or Kawasaki ZX-<br />

6R. The key is to use the torque of the 890cc<br />

parallel twin; you don’t need to dance around<br />

on the (smooth) quick-shifter.<br />

It doesn’t feel quick, but it is. You don’t<br />

need to rev it to red line, in fact you almost<br />

short shift through the gears. It feels<br />

controlled and manageable, reminiscent<br />

of a good Ducati 996, with usable torque<br />

low down and a lovely spread of power. It’s<br />

certainly a pleasing contrast to a screaming<br />

600cc Supersport bike.<br />

That usable power makes it easy to ride<br />

and unintimidating, yet still quick. With slick<br />

rubber onboard, you can apply the throttle<br />

super-early, giving the Krämer the jump on<br />

larger, more powerful bikes out of corners and<br />

feeling a bit like running a 100m race with a<br />

50m head start.<br />

There are two throttle maps to chose from,<br />

rain and road, which give full power but<br />

soften the fuel delivery. The don’t link to any<br />

electronic rider aids, because there aren’t any.

Verdict<br />

The more time I spend with the Krämer GP2-R<br />

the more I appreciated its mechanical beauty<br />

and simplicity. The carbon front mudguard,<br />

Moto2 style, details like a spoiler on the rear<br />

to help cool the radiator. The bike comes<br />

completely lock-wired, a neat little rain light,<br />

a pit lane limiter, even a brake lever guard. It’s<br />

ready to race - and an impressive package.<br />

You don’t have to be an expert to ride the<br />

track-only GP2-R, though. it’s easy to manage,<br />

ultra-light with an unintimidating engine<br />

and lots of torque. The chassis allows you<br />

to make mistakes, yet an experienced racer<br />

can get onboard, dial in the multi-adjustable<br />

suspension and geometry, and run at the front.<br />

Despite having relatively roomy<br />

ergonomics, it’s possible that if you’re a heavy<br />

rider or you ride fast, GP layout tracks like<br />

Mugello, then maybe the Krämer isn’t for<br />

you. But for everyone else this a pure and<br />

compelling race bike and track toy. Despite<br />

running a stock 890 KTM engine the GP2-R<br />

is capable of getting within a few seconds<br />

of a pole in a British Supersport race and is<br />

available directly to you, the customer.<br />

KTM’s RC 8C, the sister bike to the GP2-R,<br />

sold out in under 30-minutes, and I can see<br />

why. The Krämer is the essentially the same<br />

bike, only not orange and cheaper. And yes, I<br />

want to race one…<br />

Engineering<br />

Interestingly the 16-litre fuel tank is under the<br />

seat, with the 1/4-turn filler cap located just<br />

behind the rider, on the lip to the tall racing<br />

seat unit. Having the fuel under the rider helps<br />

to improve the mass centralisation of the bike.<br />

Despite the fuel tank supporting the seat – it’s<br />

effectively the sub-frame – the seat height can<br />

still be increased for taller riders. There’s also a<br />

fuel drain plug at the bottom of the tank that<br />

allows you to drain the fuel and measure the<br />

precise amount fuel for a track day or race<br />

(each litre of fuel is around 1kg).<br />

Despite being a narrow, ‘lightweight bike,<br />

the riding position is surprisingly roomy;<br />

this isn’t a Moto3-size bike built for midget<br />

racers. John McGuinness, who to be fair<br />

isn’t your average size racer, was impressed,<br />

and actually wanted to lower the bars and<br />

make the Krämer racier. I had no aches or<br />

pains after a full day at Brands Hatch – it’s<br />

surprisingly roomy with a decent almost TT<br />

like screen.<br />

You don’t have to be an<br />

expert to ride the track-only<br />

GP2-R, though. it’s easy to<br />

manage, ultra-light with an<br />

unintimidating engine and<br />

lots of torque. The chassis<br />

allows you to make mistakes,<br />

yet an experienced racer<br />

can get onboard, dial in the<br />

multi-adjustable suspension<br />

and geometry, and run at<br />

the front.<br />

‘This is all trackday riders need’<br />

John McGuinness<br />

“I really enjoyed that. I didn’t think it would<br />

be as quick as it is, I was passing plenty of<br />

bikes. It doesn’t feel quick, but you can get on<br />

the power early. It’s roomy, you’re almost sat<br />

upright behind a decent fairing. If it was my<br />

bike, I’d want to be a little lower, with the bars<br />

more like a 250 race bike’s. The finish is lovely,<br />

with some really high-end components, and<br />

it feels quality, everything has been thought<br />

about. I was only going to do a few laps,<br />

but I just ended up enjoying myself. It’s light<br />

and easy to ride, not hard work. I see lots of<br />

track day customers struggling with powerful<br />

1000cc bikes, when, to be fair, this is all they<br />

need. They’d have fun and lap quicker. I want<br />

to change a few bits, just set it up the way I<br />

want, then it would be a little flyer. Yeah, that’s<br />


L O N G T E R M E R<br />

LIFE<br />

WITH A<br />

DUKE<br />

Words by Shaun Portman Pics by Beam Productions<br />

It’s no secret that we have grown quite fond<br />

of our little KTM 890 Duke R long-termer<br />

here at Moto Rider World. A no-fuss, reliable<br />

and dependable machine that puts a smile<br />

on our faces every time we swing a leg over<br />

it. So far, we have done close to 4000km<br />

in total with no issues whatsoever. We have<br />

lashed the bike on a few track days and on<br />

the road come rain or shine. We have been<br />

using the bike a lot on our day to day dealer<br />

visits and have also taken it along on some<br />

of the other bike tests that we have done<br />

recently.<br />

The Asterion Battery we fitted a couple<br />

of months back hasn’t skipped a beat even<br />

when I left the ignition on accidentally for<br />

a couple of hours the one day. It never<br />

hesitated and fired straight up, much to<br />

my relief. Asterion as a brand is quickly<br />

establishing themselves here in SA and are<br />

one of the very few battery manufacturers<br />

supporting the local motorcycle racing scene<br />

giving away close to 30 batteries to racers<br />

at the recently held World of Motorcycles<br />

Racing Series held at Aldo Scribante in Port<br />

Elizabeth. Can’t wait to test their Lithium<br />

Batteries which will be arriving soon.<br />

In last month’s issue, we had a set of<br />

Mita’s new Sportforce + EV road-legal track<br />

tyres fitted and spent a day out at Midvaal<br />

Raceway putting them to the test. Wear was<br />

minimal and the tyres still looked new so we<br />

decided to take the 890 Duke R to a recent<br />

private track day which took place recently<br />

at Kyalami, eager to put them to the test at<br />

one of the most demanding and quickest

acetracks in South Africa. Having done one<br />

track day and a lot of road riding in between I<br />

was very eager to see how they would get on.<br />

Once again we wouldn’t be using tyre<br />

warmers for this test because we wanted<br />

to put as much strain on the tyres by riding<br />

them when cold, allowing them to heat up on<br />

the track and then cool down again. I would<br />

run the tyre pressures slightly harder than a<br />

normal track tyre at 2.1 bar in the front and 1.8<br />

bar in the rear. Being MCTT(Multi-Compound<br />

Tread Technology) the tyres didn’t take long<br />

out on the track to heat up and I was already<br />

getting crazy lean angles and getting my knee<br />

down halfway through the first lap. The tyres<br />

felt both stable and direct and I was soon<br />

scraping parts of the bike in corners thanks to<br />

the immense grip that the Sportforce + EV’s<br />

were offering.<br />

I was so confident that I eventually turned<br />

the Traction Control off altogether as well<br />

as the ABS which I changed to Supermoto<br />

mode. Using the back brake a found myself<br />

braking so late into the corners, sliding and<br />

skipping the rear wheel as I made my way<br />

to the apex. I was riding in a way to try and<br />

break traction from the rear tyre but all<br />

my efforts were in vain as the tyres took<br />

everything in their stride. The front tyre was<br />

equally impressive and stable upon hard<br />

braking. We haven’t changed suspension<br />

settings on the 890 Duke R at all from the<br />

factory, and to be honest there really isn’t<br />

any need to. Edge grip from both the front<br />

and rear Mita’s was superb and never tucked<br />

or folded once, even with me riding the bike<br />

like a giant supermotard. At the end of the<br />

day, the tyres still looked great and would

definitely still do another couple of track days<br />

above the two we have already done.<br />

The 890 Duke R held its own around the<br />

wide and fast Kyalami racetrack, hitting a top<br />

speed of 210kph down the fairly long straight.<br />

The KTM’s nimbleness and sharpness coupled<br />

with the Mitas Sportfoce +EV’s proved to be a<br />

match made in heaven and even managed to<br />

pass and keep up with some fast superbikes<br />

on the day. I did around 40 laps for the day<br />

on the Duke and loved every second of it.<br />

Not one hiccup or hint of brake fade from the<br />

Brembo brakes even though we are still on<br />

the original pads and brake fluid. Impressive<br />

to say the least considering the amount of<br />

abuse we have put them through on both the<br />

road and track.<br />

The Duke 890 R has proven to be a loyal<br />

and reliable companion thus far. Running<br />

costs have been low and more than anything<br />

the bike has proven itself to be very practical,<br />

not only on the track but riding through<br />

everyday traffic as well. We are really loving<br />

life on the Duke!

Bikeshop Rivonia is a dealership<br />

bursting with quality pre-owned<br />

motorcycles. They stock a variety<br />

of machines from small everyday<br />

commuters to big, turbocharged sporttourers.<br />

Their stock is of the highest<br />

quality and they often get some real<br />

exclusive and limited edition bikes<br />

in, just like the Triumph Daytona 765<br />

Moto2 replica I tested last month.<br />

This time around I popped into the<br />

dealership on a Tuesday to sample two<br />

great machines they have for sale and<br />

put out on their Facebook page for<br />

their Chooseday picks for people to<br />

comment on.<br />

The two bikes selected were a 2010<br />

Suzuki B-King naked hyper sport<br />

and a 2019 Triumph 765 Street Triple<br />

RS - two naked machines with very<br />

different selling points.<br />

The B-King - a naked Hayabusa<br />

First up I took the Suzuki B-King for a<br />

spin. Now, I noticed when posting this<br />

up on our Facebook page and YouTube<br />

channel that not many people actually<br />

know about the B-King. It wasn’t that<br />

popular, to be honest, back when it was<br />

released in 2007. Probably down to the<br />

fact that it’s not the prettiest machine<br />

to look at. It’s unique, that’s for sure, but<br />

it’s one of those bikes you’ll either love<br />

or hate - there’s no in-between.<br />

Having released the first almighty<br />

Hayabusa in 1999, Suzuki wanted to<br />

take some of that Hayabusa greatness<br />

and try out it into another model<br />

and get the same results, which<br />

was worldwide praise and more<br />

importantly, sales. Sadly, the B-King<br />

was a bit of a flop. As I said, some<br />

loved it, while most didn’t.<br />

Choose<br />

Day<br />

E X C L U S I V E T E S T<br />

B I K E S H O P R I V O N I A<br />

Every Tuesday, Bikeshop Rivonia<br />

- the massive quality pre-owned<br />

dealership based in Sandton<br />

- run a ‘Chooseday’ of their own<br />

on their Facebook page offering<br />

customers the chance to have<br />

their say on two machines. We<br />

love this idea, so popped in and<br />

took two great bikes out for a ride.<br />

Words by Rob Portman<br />

Pics by Beam Productions

The B-King is very much<br />

a naked version of the<br />

Hayabusa, featuring the same<br />

<strong>13</strong>40cc engine pushing out a<br />

monstrous 180hp and 146Nm<br />

of torque. That, combined<br />

with a very comfortable riding<br />

position made it a very easy<br />

bike to enjoy out on the road.<br />

It was Suzuki’s version of an American styled muscle bike,<br />

and in that sense, they got it right. It was the most powerful<br />

production naked bike at the time, and for many years after that,<br />

and that really was its main selling point.<br />

The B-King is very much a naked version of the Hayabusa,<br />

featuring the same <strong>13</strong>40cc engine pushing out a monstrous<br />

180hp and 146Nm of torque. That, combined with a very<br />

comfortable riding position made it a very easy bike to enjoy out<br />

on the road. At 260kilos wet weight, it’s a heavy machine, but out<br />

on the road that translates to a machine that is very stable and<br />

assured of itself. It loves long, sweeping bends and is planted to<br />

the tar with its beefy body and long wheelbase. It really is just a<br />

stripped-down, less attractive Hayabusa.<br />

Braking was good, handling was good, it has riding modes and<br />

ABS, but it was that powerful motor that really sold the bike. It<br />

punches so hard from bottom to top, with power plenty in every<br />

gear at every rpm. It’s ridiculously fast even now when most<br />

1100cc naked bikes are pushing out closer to 200hp. The B-King<br />

would match most modern-day machines when it comes to<br />

power, no doubt about it.<br />

Just like the Hayabusa, there were some that looked at the<br />

B-King as a perfect machine to customise, making it even bigger<br />

and better adding turbos, long swingarms and more edgy<br />

bodywork. Oh yes, and slightly better-looking exhausts. I’ve<br />

always been a fan of pipes coming out the tailpiece, and in a<br />

weird way Suzuki kind of got it right on the B-King, but in another<br />

way completely wrong. It’s a head-scratcher for sure. Sometimes<br />

I looked at it and liked it, and other times hated it.

It’s a bike you won’t fall in<br />

love with straight away when<br />

looking at it, but like any<br />

relationship will grow the more<br />

time you spend with it. If the<br />

looks don’t sell you, the ride<br />

most certainly will.<br />

Either way, the B-King was and still is a<br />

unique bike and this particular one from<br />

Bikeshop Rivonia is very neat, has only<br />

5,200km on it with no funny noises to be<br />

heard and no eye-sore blemishes. At only<br />

R<strong>13</strong>9,000 you get a very fast, very stable bike<br />

that one does not see every day.<br />

It’s a bike you won’t fall in love with<br />

straight away when looking at it, but like any<br />

relationship will grow the more time you<br />

spend with it. If the looks don’t sell you, the<br />

ride most certainly will. Give it a chance and it<br />

will share a life long love affair with you.<br />

If you are in the market for a unique<br />

machine that will leave most in its dust in a<br />

drag race, then this B-King is a great option.<br />


PRICE: 9/10<br />

LOOKS: 4/10<br />

ROAD: 9/10<br />

HANDLING: 7/10<br />

POWER: 9/10<br />

TOTAL: 38/50<br />

SPECS<br />

POWER: 181 HP<br />

TORQUE: 146 NM<br />

WHEELBASE: 1525 mm<br />

SEAT HEIGHT: 805 mm<br />

WET WEIGHT: 260 kg<br />


2019 Triumph 765 Street Triple RS<br />

My love affair with Triumph machines just seems to be getting<br />

stronger every time I swing my leg over one. Last month I sampled<br />

one of the best bikes I have ever tested - the Triumph Daytona 765<br />

Moto2 replica - which was also from Bikeshop Rivonia. It’s pretty<br />

much the faired version of the Street Triple just with a bit more spice.<br />

The Street Triple RS is the top-specced naked version and features<br />

the same 765cc engine used in the Daytona Moto2 and Moto2 race<br />

bike, just with a little less power on hand. Still, the Street triple is no<br />

slouch pushing out a hearty and enjoyable 118hp and 77Nm. That<br />

triple powered motor has to be one of the greatest inventions ever.<br />

The sound, the way it delivers the power - it’s all orgasmic! This one<br />

had a Yoshi aftermarket pipe fitted so the experience was amplified!<br />

That triple powered motor has to be<br />

one of the greatest inventions ever.<br />

The sound, the way it delivers the<br />

power - it’s all orgasmic! This one had<br />

a Yoshi aftermarket pipe fitted so the<br />

experience was amplified!

Then there’s the top-notch components fitted -<br />

Brembo M4.32 monobloc brakes, adjustable Showa front<br />

forks and Ohlins rear and very sticky Pirelli rubber. You<br />

get all the electronics you need - from quickshifter (up<br />

only) to traction control and ABS - all adjustable on the<br />

stunning and easy to read and operate 5inch TFT dash.<br />

The riding position is dreamy from pegs to bars while<br />

handling is pinpoint accurate no matter the environment.<br />

It’s not hard to fall in love with this bike, it’s enjoyable<br />

and easy to ride from the word go. This one has a mere<br />

1,210km on it and is practically new. It still has its balance<br />

of warranty, which is always nice when buying preowned,<br />

and priced at only R149,900 - R30k cheaper<br />

than a brand new model.<br />

So, if it’s big, powerful, unique and affordable or<br />

middleweight, more modern with tech, you are looking<br />

for then these are two great options available from<br />

Bikeshop Rivonia. If it’s something else, then I suggest<br />

you pop into Bikeshop Rivonia and have a look at the<br />

wide range of great options they have available - from<br />

sport, to street, to adventure - they have it all!<br />

Call them now on 011 918 6666 or visit their very<br />

impressive dealership at 5 Achter road, Rivonia, Sandton.<br />


PRICE: 9/10<br />

LOOKS: 9/10<br />

ROAD: 9/10<br />

HANDLING: 9/10<br />

POWER: 8/10<br />

TOTAL: 44/50<br />

SPECS<br />

POWER: 118 HP<br />

TORQUE: 77 NM<br />

WHEELBASE: 1410 mm<br />

SEAT HEIGHT: 825 mm<br />

WET WEIGHT: 189 kg<br />



TEST<br />

O L D V S N E W : A P R I L I A R S V 4 F A C T O R I E S<br />

The new Aprilia RSV4 1100 factory<br />

has arrived in SA and we took the<br />

opportunity to take it out to the finest<br />

track in the land. We also grabbed the<br />

out going RSV4 1100 Factory model to<br />

show off what a great package that is<br />

and how they match up against each<br />

other in all departments.<br />

Words by Rob Portman Pics by Beam Productions

A 217 horsepower Italian superbike around<br />

Kylami - yup, that’s the stuff dreams are<br />

made of, especially when that 217 hp<br />

Italian machine is the all-new Aprilia RSV4<br />

1100 Factory which has just arrived in SA.<br />

Tagging along for the ride is the now<br />

old-gen version of the 1100 Factory, but<br />

still well worth a mention with its valuefor-money<br />

tag. In this test, I aimed to see<br />

just how good, or bad, the new machine<br />

is well also highlighting why the old spec<br />

bike should not be forgotten about, and<br />

what makes it so special.<br />

Aprilia has gone the “bigger is better”<br />

route with its new V4, starting from the<br />

2019 model onwards. They have also gone<br />

with wings, big horsepower figures and an<br />

abundance of electronic aids. Going with a<br />

1100cc V4, they can up the power figures<br />

without stressing a 1000cc powerplant -<br />

very much a case of more is more.<br />

I sampled the first RSV4 1100 Factory<br />

model back in 2019, and again the updated<br />

version in 2020 and now finally got my<br />

hands on the all-new 2021 spec machine.<br />

The new RSV4 1100 Factory<br />

Aprilia’s top-spec production superbike<br />

has had a major revamp and in my eyes<br />

looks better than ever. That iconic old<br />

styling is still gorgeous, but the new 2021<br />

Aprilia family facelift look is spectacular.<br />

The new styling makes the old version<br />

look, well, old, and brings the new bike<br />

right in line with its competitors and in my<br />

mind even a step ahead. It has to be one<br />

of the best-looking superbikes out there<br />

today, if not the best.<br />

Helping with the overall styling,<br />

aerodynamics and downforce is the new<br />

integrated winglets. No more bolts on<br />

wings, the new ones are built into the<br />

double-wall fairing, offering a better<br />

overall look but with a purpose. Being<br />

integrated they offer much more stability<br />

at high speeds which simultaneously<br />

improves engine cooling. The Italians are<br />

the best at making functional style.<br />

Apart from the new styling, the next<br />

big updates come in the electronics<br />

department. A much more refined

package has been installed, one that is not as<br />

intrusive and offers the rider more options to<br />

customise.<br />

Past RSV4 models electronics were very<br />

intrusive and hampered the bike in many ways,<br />

but the new aids are much better and assist<br />

perfectly without taking away too much control.<br />

There is what seems like an endless list<br />

of aids on this machine - from traction and<br />

wheelie control to cruise and launch control<br />

as well as pre-set riding modes for not only<br />

engine maps but also the Ohlins electronically<br />

controlled suspension front and rear. The suite<br />

now also features a new multi-level engine<br />

brake control from the six-axis inertial ECU. All<br />

very high tech I must say.<br />

But wait. There’s more. The new RSV4 has 6<br />

riding modes, two more than the previous, with<br />

the customisable track 1 and track 2 options<br />

being added. Riders can now choose between<br />

3 road modes and 3 track, with options to<br />

customise their own track 1 and track 2. I must<br />

say it was all a bit complicated at the beginning<br />

when Sean from Aprilia SA was showing it<br />

all to me, but started making more sense the<br />

more I played around.<br />

Other noteworthy changes come in<br />

ergonomics with a narrower tank and newly<br />

designed seat, offering the rider more room<br />

and a more “natural and relaxed” riding<br />

position - so say Aprilia. They also made the

TFT bigger and easier to read and controls<br />

more functional and intuitive.<br />

At the back sees another big change,<br />

inspired by the RS MotoGP bike, the swing<br />

arm is now lighter and underslung, so<br />

basically switched around with a lower mass<br />

offering more rigidity and stability in the<br />

corners at full lean angle and under hard<br />

acceleration.<br />

The 65-degree V4 engine has had some<br />

work done. It’s grown from 1077cc to 1099cc<br />

and is now Euro 5 compliant. It still sounds<br />

fantastic and pushes out a class-leading 217<br />

hp with 125Nm of torque.<br />

It looks great, sounds fantastic and can<br />

honestly tell you it all works and is a fantastic<br />

machine to ride. It’s fast, precise, demanding<br />

yet understanding and wants to go as<br />

fast as possible without the rider feeling<br />

overwhelmed. Aprilia has always had this<br />

knack for making powerful machines that are<br />

so easy to ride, and the new version RSV4<br />

1100 factory is no different.<br />

The riding position is still very comfortable,<br />

one of the most accommodating in the<br />

superbike category today, but I must say the<br />

new seat did offer a bit too much room. I<br />

found myself slipping and sliding all over the<br />

seat, having to use my legs on the pegs more<br />

often than not to keep myself in the prime<br />

riding position just over the front of the bike.<br />

The fact that this thing is so powerful<br />

also kept me on my toes, literally. There is a<br />

great amount of power available from low<br />

down, not as punchy or fierce as the likes<br />

of Ducati’s 1100 V4 Panigale, but easier to<br />

use meaning getting on the gas earlier and<br />

harder did not take balls the size of Brad<br />

Binder’s. Once the bike reaches 7000rpm it’s<br />

like the turbo kicks in. It just bursts into life<br />

and carries the speed through to <strong>13</strong>,000 rpm<br />

with no hesitation, belting out a euphoric<br />

symphony in the process. One thing that<br />

should be on every person on this planets<br />

bucket list should be hearing an RSV4 1100<br />

at full tilt - it’s truly spectacular!<br />

1100 cc superbikes<br />

are the way to<br />

go these days.<br />

Bigger is certainly<br />

better and the new<br />

RSV4 1100 Factory<br />

proves the point.<br />

Once the bike reaches<br />

7000rpm it’s like<br />

the turbo kicks in.<br />

It just bursts into<br />

life and carries the<br />

speed through to<br />

<strong>13</strong>,000 rpm with no<br />

hesitation, belting out<br />

a euphoric symphony<br />

in the process.

Braking has never been an issue on RSV4 models and it’s no<br />

different on this new one. Brembo Stylema’s get the job done<br />

from start to finish, not one sign of fade or hesitation - just sharp<br />

and responsive every time they were called upon.<br />

The gearbox was silky smooth with the assistance of the<br />

standard fitted quickshifter and autoblip while all the electronics<br />

worked as promised, assisting when needed without being too<br />

intrusive and spoiling the ride.<br />

The new RSV4 is a bike that will take you 2 or 3 track days<br />

to really understand how it all works, with so much tech and<br />

customising available from the now more refined electronics suite.<br />

But it’s also very much a plug and play system - just select a preset<br />

riding mode and go forth and enjoy what is one of the best<br />

riding experiences I have ever had around the Kyalami track.<br />

All this goodness will cost you a pretty penny, with a price tag of<br />

R495,011 being set on the new RSV4 1100 Factory edition. That’s a<br />

lot of money and R55k more than the big red 1100cc V4 machine<br />

available from their Italian rival. Still, after you ride a bike like this<br />

one does not think about the money, but rather how one can get<br />

the money to buy one.<br />

This model is the demo available from IMI out in Bryanston<br />

so I suggest you give them a call on 010 443 4596<br />

and book a test ride.<br />

With 80% of peak<br />

torque available<br />

in the midrange,<br />

you don’t have to<br />

rev the engine into<br />

the stratosphere<br />

to get a strong pull<br />

out of corners. And<br />

it continues to pull<br />

even harder as the<br />

revs pick up heading<br />

down the straight to<br />

the next corner.<br />

The V4 engine loved playing around the Kyalami playground.<br />

It loved the blend of fast-flowing and slow turns and so did the<br />

new spec Ohlins electronic suspension and apex eating chassis.<br />

I had the bike set in track 1, which was custom setup by Sean<br />

from Aprilia. I did find it a bit too soft, especially under hard<br />

braking where the front would dive too fast getting the bike a bit<br />

out of shape heading into the turns. I did try a few changes in the<br />

track 1 mode as well as manually in the suspension setting but<br />

found the best setup in the pre-set race mode.<br />

Like I said earlier there is a lot to play with and only having a day<br />

out on track was not enough time to explore it all, but riders who<br />

love tech will go crazy with this machine.<br />

For sure the new MotoGP inspired underslung swingarm help<br />

with grip and stability at the rear. At full lean angle, the rear keeps<br />

its line much better and under hard acceleration, it doesn’t step<br />

out or weave at all. It grips hard and is very assured.

The 2020 Aprilia RSV4 1100 Factory<br />

I brought this bike along on this test not only<br />

to see if the new one is that much better but<br />

also to highlight why it is still such a great<br />

value-for-money machine. A real collector’s<br />

item in many ways.<br />

Yes, it’s not as pretty as the new bike but<br />

it’s still that iconic Aprilia superbike looks that<br />

we have loved for many years now and will<br />

always have a place in the ever-evolving world<br />

of superbikes. But what this model does have<br />

over the new bike is a bit more exclusivity.<br />

It’s dressed with a few more bling parts and<br />

a once-off factory-inspired livery making it<br />

more exclusive and a collectors dream.<br />

Don’t believe me, then read this from<br />

Aprilia themselves: “Aprilia RSV4 1100 Factory<br />

boasts exceptional performance combined<br />

with a racing frame and suspension and a<br />

series of first-rate electronic controls, added<br />

to which is the semi-active suspension. The<br />

colour combinations emphasise the exclusive<br />

nature of prestigious materials such as<br />

carbon (utilised on the front mudguard, the<br />

side panels, the exhaust terminal guard, the<br />

aerodynamic appendages, and the new front<br />

tank cover), in contrast with the titanium<br />

finish of the street-legal Akrapovic exhaust<br />

It doesn’t take much to get the best out of this<br />

bike. While some of its competitors can feel<br />

like they want to rip your arms off and get a<br />

bit overwhelming, the RSV4 offers thrilling<br />

serenity, if there is such a thing.

tailpipe, the same colour as the forged<br />

aluminium wheels.”<br />

So yes, the 2020 model was very exclusive<br />

and what makes it such value for money is<br />

the added extras which all add up to around<br />

R110k. There are still a few new ones available<br />

from Aprilia SA at R479,311, take in the over<br />

R100k worth of extras and the fact it’s an<br />

exclusive release then it’s well worth it.<br />

Plus the fact that it’s an awesome machine<br />

to ride, that does help. It’s an Aprilia V4<br />

superbike man, what’s not to love. Ok, the<br />

styling did look dated when we had it parked<br />

next to the new one, so that’s a bit of a<br />

bummer but riding it back-to-back against<br />

the new machine I found that this one more<br />

than holds its own against the newer model.<br />

Even though it’s slightly less capacity than<br />

the new one, it still boasts the same 217<br />

hp but with slightly less torque at 122Nm. I<br />

could feel that the new bike had more punch<br />

low down, but this was still no slouch. The<br />

electronics did hold it back more, a sentiment<br />

Aprilia SA rider Michael White agreed on.<br />

Michael started the year off racing on this<br />

model, winning every race he competed in on<br />

this bike before trading up to the new spec<br />

bike. Not the Factory version, but rather the<br />

RSV4 1100 model - so cheaper price tag of<br />

R385,011 and no electronic suspension. Having<br />

now spent some time on the new bike, and<br />

winning first time out in PE, road kit and all,<br />

Michael says the biggest difference he can<br />

tell between both models is in the electronics<br />

department. The new one is way less intrusive<br />

and responds better to adjustments, while the<br />

older model is hampered by over baring aids.<br />

Still, it’s plenty fast and handles just as well as<br />

the new bike. The new underslung swingarm<br />

on the new model did offer a bit more grip and<br />

feel at full lean angle and corner exit, but that’s<br />

not saying the 2020 model was bad, but rather<br />

how good the new one is.

Just like the new RSV4 this one features<br />

top Ohlins electronic suspension that<br />

can be manually set or pre-set using<br />

one of the riding modes available,<br />

which automatically sets engine map<br />

and suspension setting, making it very<br />

accommodating for newby riders wanting<br />

and needing a softer, more plush and<br />

forgiving setup as well as experienced<br />

riders wanting harder more precise and<br />

dialled in settings.<br />

The 2020 version, just like the new 2021<br />

was so easy to ride. You don’t realise you<br />

are doing crazy speeds and fast lap times,<br />

because it doesn’t feel like you are. Calm<br />

and relaxed generally means fast lap times<br />

and this RSV keeps you calm and relaxed at<br />

all times, which means fast times.<br />

It doesn’t take much to get the best out<br />

of this bike. While some of its competitors<br />

can feel like they want to rip your arms off<br />

and get a bit overwhelming, the RSV4 offers<br />

thrilling serenity, if there is such a thing.<br />

It’s an oxymoron - it’s fast and furious, but<br />

calmly. It’s silky smooth Brad Pitt playing<br />

the role of Dominic Toretto in the Fast<br />

and Furious movies, rather than the brute,<br />

muscled up, intimidating Vin Diesel.<br />

I’ve said it before, the RSV is a superbike<br />

for the masses. It will guide riders in the<br />

right direction to go fast, rather than trying<br />

to push them too hard. It goes with the flow<br />

and is enjoyable in every aspect.<br />

This is also the demo unit available from<br />

Aprilia SA and like I said they still have<br />

a couple of new 2020 models on their<br />

showroom floor so if you like what you see<br />

and have read then call them now on 010<br />

443 4596 and own a piece of history. For<br />

Aprilia nutters, this is a must-have machine<br />

for sure!<br />


PRICE: 7/10<br />

LOOKS: 9/10<br />

TRACK: 9/10<br />

HANDLING: 9/10<br />

POWER: 8/10<br />

TOTAL: 42/50<br />

SPECS<br />

POWER: 217 HP<br />

TORQUE: 125 NM<br />

WHEELBASE: 1436 mm<br />

SEAT HEIGHT: 845 mm<br />

WET WEIGHT: 202 kg<br />

FUEL TANK: 17.9 L<br />


PRICE: 8/10<br />

LOOKS: 7/10<br />

TRACK: 8/10<br />

HANDLING: 9/10<br />

POWER: 8/10<br />

TOTAL: 40/50<br />

SPECS<br />

POWER: 217 HP<br />

TORQUE: 122 NM<br />

WHEELBASE: 1442 mm<br />

SEAT HEIGHT: 853 mm<br />

WET WEIGHT: 202 kg<br />



WET & WILD<br />

M O T O A M E R I C A S E A S O N F I N A L E<br />

One of the most dramatic<br />

races in AMA Superbike<br />

history took place in<br />

a rainstorm at Barber<br />

Motorsports Park and it’s one<br />

that won’t soon be forgotten,<br />

especially if your name is<br />

Cameron Petersen or Mathew<br />

Scholtz. By Paul Carruthers<br />

M4 ECSTAR Suzuki’s Petersen earned his firstcareer<br />

MotoAmerica Superbike win after surviving<br />

a crash in the downpour. Westby Racing’s Mathew<br />

Scholtz finished second after surviving a crash in<br />

the downpour. Oh, and Warhorse HSBK Racing<br />

Ducati New York’s Loris Baz finished third after also<br />

surviving a crash in the downpour.<br />

And that translates to the unbelievable fact that<br />

all three podium finishers crashed in the same race<br />

in which they podiumed for the first time in AMA<br />

Superbike history. Yes, all three podium finishers<br />

suffered a crash and finished on the<br />

podium. All three… well, you get the point.<br />

Petersen’s first HONOS Superbike win<br />

made him the 62nd rider in history to win<br />

an AMA Superbike race and the second<br />

from South Africa. The win also went a<br />

long way to solidifying Petersen’s hold on<br />

third in the 2021 MotoAmerica Superbike<br />

Championship with two races left to run on<br />

Sunday at Barber Motorsports Park.<br />

Petersen also teamed up with Mother<br />

Nature to stop Jake Gagne’s win streak at 16<br />

with the newly crowned 2021 MotoAmerica<br />

Superbike Champion crashing out of the<br />

lead on the second lap, remounting, pitting<br />

for repairs, and then ending up 12th.<br />

“Honestly, I don’t think it’s really hit me<br />

yet,” Petersen said. “It’s been a long road<br />

to get to this point. Like you said, I had this<br />

circled from the beginning of the season. I<br />

know this is my favorite track in the world,<br />

The moment Cam though it was all over...


Cam and Mathew went at it all race<br />

long. So proud of our two SA boys.<br />

That’s a former MotoGP and WSBK<br />

star behind them in Loris Baz.<br />

and I knew that the Suzukis are really good<br />

around here. I came into Barber with a little<br />

bit of confidence, and I think that has kind of<br />

shaped my weekend so far. Honestly, I don’t<br />

really know what to say. That cool down<br />

lap, I was so emotional. My family sacrificed<br />

everything for me to get to this point. To<br />

finally get a Superbike win, it feels like it has<br />

paid off, especially riding against world-class<br />

riders like this. This place is no joke. I couldn’t<br />

be happier. But, honestly, that was probably<br />

the craziest race I’ve ever been involved in.<br />

“The beginning of the race wasn’t too bad,<br />

but it was actually pretty good conditions for<br />

a rain race. Then, unfortunately, I ran over the<br />

paint into turn one and ended up crashing.<br />

But I did whatever I could to hold onto the<br />

bike and try to keep it running. Lucky, when<br />

I picked the bike up, it started right up first<br />

fire. I was able to get going back in second.<br />

I knew I had a gap behind me, so I was just<br />

trying to do laps and make sure I brought<br />

the bike home. Then as the race went on, it<br />

Wayne Rainey<br />

congratulating<br />

Cam on his first<br />

SBK win<br />

started really puddling up. Honestly, there<br />

wasn’t a spot on the track where we weren’t<br />

hydroplaning unless we were on the upper<br />

apex of the corner. Honestly, (it was) probably<br />

one of the scariest races I’ve been in. It’s<br />

unfortunate. I came over turn four and I saw<br />

yellow flags and I was like, ‘there’s no way.’<br />

Sure enough, went into five and unfortunately<br />

Matty (Scholtz), same thing. He got out into<br />

the thick water and just hydroplaned. It was<br />

crazy. It’s unfortunate that he went down, but<br />

I’m going to take my first win any way I can<br />

get it. Hopefully, this isn’t the last. Thank you<br />

to everyone who has supported me and been<br />

in my corner. Like I said, I hope this isn’t the<br />

last, and let’s try to win two more tomorrow.”<br />

Petersen and Scholtz battled at the front of<br />

the pack after Gagne’s demise. Then Petersen<br />

crashed in turn one and Scholtz held court<br />

at the front by himself. Then came the fateful<br />

15th lap and Scholtz was down, the South<br />

African sliding from the crest of the hill out<br />

of turn four all the way down to turn five. He


remounted but Petersen had already splashed<br />

past and was on his way to victory.<br />

“I came over four, same as I’d done every<br />

single lap prior, and the puddle was just<br />

bigger than it was and the front just washed<br />

out,” Scholtz said. “I was basically riding and<br />

just hydroplaned and crashed. Not much to<br />

it. The track was just way too wet for us to be<br />

riding. I don’t think there was a single rider<br />

that was holding it flat out on the start/finish<br />

line. We were in fourth gear spinning, second,<br />

third, fourth down the whole straight. I’ve got<br />

mixed emotions now. Obviously, second is<br />

good. I’m really, really happy finishing second.<br />

I’m really happy for Cam, winning his first<br />

Superbike race. It was a little bit bulls*&% that<br />

when three of the four guys had all crashed<br />

and I was in front putting my hand up like,<br />

‘guys, we’ve been hydroplaning.’ We are on<br />

Superbikes, fourth and fifth gear flat out<br />

spinning out, then just had to keep on going<br />

and unfortunately crashed. It is what it is.<br />

We’re going to have to come back tomorrow<br />

and just try to hang on. I know that Jake<br />

(Gagne) had a pretty decent pace going. The<br />

track with how it is, it was very slippery. So<br />

definitely try to change a couple things and<br />

come back swinging tomorrow.”<br />

Baz was fortunate to be able to race at all<br />

after a crash on Friday left him beaten up<br />

with a damaged right wrist. Since he wasn’t<br />

able to take part in the qualifying sessions, he<br />

was also forced to start from the back row.<br />

He charged through the pack and caught<br />

the battle between Scholtz and Petersen,<br />

before suffering his crash and remounting<br />

in ninth place. From there he charged again<br />

and worked his way back to third for his<br />

seventh podium finish of the season. The wet<br />

conditions made it a bit easier on his injured<br />

wrist, but the crash in the race left him with<br />

barely a nub for a right footpeg and a right<br />

handlebar that was bent almost to the tank.<br />

Loris Baz had a very eventful round<br />

The moment Mathew lost the lead in race 1.<br />

“The (wet weather) made it easier, then<br />

I crashed again on the race,” Baz said. “For<br />

the restart, the side of the bike, especially the<br />

handlebars, were completely bent into the<br />

fairing, so I don’t even know how I managed<br />

on the start. Then I just had to work my<br />

handlebars from a really strange position. It<br />

was bent the opposite way. It was so hard just<br />

to touch the brake. I just tried to survive after<br />

that. Also, the conditions, at that moment,<br />

the rain was okay. I think we all had really<br />

good fun then it started to rain more. I should<br />

have fought until the end, but for sure, when<br />

you are hydroplaning with a 1000cc in turn<br />

15, it’s really frightening. That race was just<br />

so strange. My expectation at the start, I just<br />

wanted to use it as a qualifying race, just try<br />

to get the best start position for tomorrow.<br />

After three laps, I was fourth and then third. I<br />

came behind them and then I crashed again.<br />

Then again, I just tried to restart and go for<br />

the qualifying. I didn’t know I was third until I<br />

crossed the finish line. I was sure Jake (Gagne)<br />

was in front of me, because I saw him crash<br />

and passing me back. It was just a crazy race.<br />

Hats off to Cam (Petersen). We all crashed,<br />

but he did better than us. It was a really, really<br />

crazy race. I remember (someone) winning<br />

and crashing, but I don’t remember any<br />

podium with the three top guys crashing.”<br />




Despite a weekend at Barber Motorsports<br />

Park that featured horrendous weather<br />

and difficult racing conditions, the 2021<br />

MotoAmerica Superbike Series ended as<br />

it should have with Jake Gagne winning a<br />

record 17th race to put an exclamation point<br />

on a season like no other.<br />

Gagne, who earlier in the season set a<br />

record with <strong>13</strong> straight wins, didn’t win


his record-extending 17th race in a row in<br />

Saturday’s race one, and he didn’t win it in<br />

race two on Sunday morning, but he did<br />

take that 17th victory in the season finale on<br />

Sunday afternoon at Barber Motorsports Park.<br />

How’s this for a season? Twenty starts, 17<br />

victories, 18 podiums and 445 championship<br />

points. That was Gagne’s year with the Fresh<br />

N’ Lean Attack Performance Yamaha team<br />

as they simply scorched the competition<br />

in putting together a season that is<br />

unprecedented in AMA Superbike history.<br />

The cherry on top is that Gagne’s victory in<br />

race three at Barber – the 17th of his season<br />

and career – on Sunday put him into a tie with<br />

Nicky Hayden for eighth on the all-time AMA<br />

Superbike win list.<br />

“What a way to finish the year,” Gagne<br />

said after win number 17. “Yesterday was<br />

chaos. We all threw it down, but I couldn’t<br />

What a year 2021 has been. Mathew is<br />

runner up for the year. 2 wins, 9 seconds<br />

and 5 third positions for a total of 16<br />

podiums in 20 races. Well done to<br />

Mathew and the Westby Racing Team.<br />

get it back up in time. The race earlier today,<br />

we weren’t too happy with it. We had some<br />

issues and we sorted it out and we were<br />

ready to go out there and try to win this<br />

thing in race three. Hats off to this team. It’s<br />

been an incredible year. Seventeen wins is<br />

unbelievable, especially against a field this<br />

deep and talented, these amazing teams.<br />

These guys are world-class riders. We did<br />

our work. We focused on what we needed to<br />

focus on and cranked out laps. I gave it my<br />

all every single lap of every single race, and<br />

it worked out most of the time. I feel blessed<br />

and I’m just lucky to have such a great crew,<br />

such an amazing motorcycle. I’ve had more<br />

fun than ever racing motorcycles, so life is<br />

good. It’s going to be nice to have a little<br />

break here, but we’ll be back to work and<br />

ready to keep fighting with these guys next<br />

year. It’s going to be hard to beat that year.<br />

Nothing but hard work to come and we’ll just<br />

keep chipping away.”<br />

Westby Racing’s Mathew Scholtz had his<br />

best weekend of the year, despite crashing<br />

out of the lead but remounting to finish<br />

second in Saturday’s Mother Nature race.<br />

Scholtz made up for his Saturday miscue<br />

with his fourth career Superbike victory on<br />

Sunday morning (in a race that was stopped<br />

a few laps early when a deer ran across the<br />

What a season from Gagne - 20<br />

starts, 17 victories, 18 podiums<br />

and 445 points in the overall<br />

standing. A ture champion!<br />

wet track in front of Scholtz) and followed<br />

that up with a second-place finish behind<br />

Gagne in race three – another wet race – on<br />

Sunday afternoon.<br />

“Yeah, I don’t even know what happened<br />

yesterday,” Scholtz half-joked after erasing<br />

that race from his memory banks with a win<br />

in race two. “I’m just trying to forget about<br />

that and just concentrate on what we do<br />

now. Pulled a pretty decent gap in the first<br />

couple laps. I definitely took some pretty<br />

decent risks in the more fast-speed corners,<br />

which I think definitely helped me open up<br />

the big gap. I tried to charge. At the halfway


point, I had a couple decent front-end<br />

pushes, front-end wobbles. Also tucked the<br />

front in corner five. So, I kind of just chilled<br />

out, watched the board, and just tried to hold<br />

the six- or seven-second gap. I think with five<br />

laps to go, I was coming over the corner of<br />

14, 15 there and a deer jumped out. I didn’t<br />

really think too much of it then, then I saw<br />

that the red flag came out and I kind of knew<br />

that I had won it there. Just a big thank you<br />

to the Westby crew. Yesterday was a difficult<br />

time for us. Kind of thinking with a 11-second<br />

gap, one and a half laps to go, I kind of<br />

screwed up big time there. It’s always good<br />

to bring home a decent result afterwards.”<br />

Warhorse HSBK Racing Ducati New York’s<br />

Loris Baz was also on the podium in both<br />

races on Sunday with a second-place finish<br />

in race two in the morning and a third in race<br />

three on Sunday afternoon. Baz doesn’t like<br />

to do things the easy way and his third-place<br />

finish came after a crash early in the race<br />

with an impressive fight back through the<br />

pack to follow.<br />

“The start was not too bad,” Baz said after<br />

the final race of the season. “I actually got<br />

into P2 really early and Jake (Gagne) was<br />

pushing hard. I had a moment going into turn<br />

six or seven, then Cam (Petersen) crashed. It<br />

was a bit of a mess. Jake already had a twosecond<br />

lead on the first lap. So, I tried just to<br />

get a feeling on the bike. I was struggling a<br />

little bit, then I found a pace. I had a lack of<br />

rear grip, so I started to push on the front and<br />

then I just lost it into turn five. I managed to<br />

pick up the bike pretty early and restart it. I<br />

had an error message on the bike, and I could<br />

not turn it off. I had to reset the bike. So, I<br />

restart almost half a lap trying to reset all the<br />

buttons that I have on the bike. All the guys<br />

came through and finally the bike started to<br />

work again. When I went to neutral, it went<br />

into restart again. So, I just put my head down.<br />

I saw <strong>13</strong> or 15 seconds to the podium. I said,<br />

‘Let’s do it.’ It would be bad to do another<br />

crash. I would have normally not cared, but<br />

I wanted to finish the season with a podium at<br />

least. I managed to get back pretty fast. So, it’s<br />

not what we wanted. I really wanted to finish the<br />

season a little bit better, but I gave everything I<br />

had. Big thanks to the team, all the guys, all the<br />

fans that stood in the rain, and MotoAmerica<br />

for this great season. It’s been nice to discover<br />

a new championship. Congrats to Jake (Gagne)<br />

for kicking our asses all season. He finished the<br />

same way that he started the season.”<br />

With Scholtz, Baz and Gagne owning the<br />

podium in both races on Sunday, Saturday’s<br />

first-time winner Cameron Petersen was fourth<br />

in race two on the M4 ECSTAR Suzuki, then<br />

crashed in race three, remounted and finished<br />

fifth, giving him a 1-4-5 weekend tally. That<br />

handed Cam 3rd overall for the season.<br />



What a great season it has been for SA riders<br />

over in the US. You’ve just read about how well<br />

Mathew and Cam did in the 1000cc class, and<br />

now let’s tell you about our stars in the 600cc<br />

championship.<br />

Both Sam Lochoff and Dominic Doyle headed<br />

into the 2021 Supersport championship as<br />

rookies, stepping up from the Supersport 300<br />

class. Both showed great pace from the word<br />

go, with Sam progressing at a rapid rate with<br />

his M4 ECSTAR Suzuki. Doyle would suffer<br />

some injuries, which set him back somewhat<br />

but he still managed loads of top ten finishes<br />

ending the season in P8 overall. We know there<br />

is more to come from this young star and look<br />

forward to seeing what he can do in the 2022<br />

championship.<br />

Sam had a fantastic year, with a few podiums<br />

in the bag including a hard fought win at the<br />

penultimate round. Sam ended his season<br />

off with a 4th and 3rd place at Barber in the<br />

tricky conditions, cementing 3rd overall in the<br />

standing. What a job boys! We are very proud!



Tony<br />

GRAZIE<br />

AFTER 18-yearS, 9 World<br />

Championships and 93<br />

Grand Prix winS, ITALIAN<br />

ICON Antonio Cairoli<br />









SA World Enduro star Wade Young<br />

won the recent round of the 2021 FIM<br />

Hard Enduro World Championship.<br />

Young, on his Sherco machine, took the<br />

overall win at the HERO Challenge in<br />

Poland over three minutes ahead of Billy<br />

Bolt’s Husqvarna with KTM’s Manuel<br />

Lettenbichler in 3rd.<br />

Young said: “My start wasn’t ideal - I got<br />

a bit boxed off - but I stayed relaxed<br />

because I knew my pace was good. In<br />

the second half my flow was good. I was<br />

hitting my lines, putting in my times and<br />

took it home for the win. It’s been an<br />

awesome day.”



Brother Leader Tread KTM’s Bradley<br />

Cox snatched up not only the E1<br />

Championship, but the National Enduro<br />

Championship overall.<br />

Cox headed into the final round held in<br />

his back yard at Creighton, KwaZulu-<br />

Natal just needing just to finish to wrap<br />

up the title, which he did.<br />

Cox consistency has been his secret<br />

to success this season. Cox has been<br />

relentlessly hammering home his<br />

advantage with podium finishes at<br />

every round. His consistent efforts have<br />

ultimately sent him to the top of these<br />

prestigious championships.

NEWS<br />

DESK<br />

NEW TIGER 1200<br />


It’s clear that the folks at Triumph’s Hinckley<br />

factory have been busy. Very, very, busy.<br />

Straight on the heels of the unveiling of its<br />

Tiger Sport 660 prototype, we’ve received<br />

pictures of the company’s new Tiger 1200<br />

prototype. They didn’t release much more<br />

information about the bike other than to say<br />

that the machine has “…now reached final<br />

stages of testing.” But they do say that the<br />

word “transformation doesn’t do the new<br />

bike justice.<br />

Triumph boasts: The word ‘transformation’<br />

simply doesn’t do it justice. Designed to<br />

deliver the new ultimate large capacity<br />

adventure ride, the incredible Tiger 1200<br />

will bring every advantage in one allnew<br />

motorcycle family. Now significantly<br />

lighter than its closest competition, with an<br />

astonishing transformation in weight, the<br />

new 1200 will combine the triple powered<br />

engine advantage with a new dimension in<br />

class-leading agility, control and handling.<br />

From the pictures, it’s easy to see that the<br />

bike has indeed changed significantly. The<br />

new Tiger 1200 has been slimmed down.<br />

Gone are most of the bike’s plastics. In<br />

exchange, we get an almost skeletal view of<br />

the bike’s chassis. We can also see that the<br />

bike is still shaft drive. But it looks like the<br />

swingarm is now a double-sided unit.<br />

Weight is a key parameter for the big bore<br />

ADV bikes, so it will be interesting to find out<br />

just how much lighter the new Tiger 1200 is.<br />

The new Tiger 1200 official prototype<br />

showcases Triumph’s signature T-Plane triple<br />

advantage for the first time in the large<br />

capacity adventure world.<br />

Delivering more power and character than<br />

its closest competition, the only other shaft<br />

driven bike in the class, the new 1200 engine<br />

brings all of the low down torque delivery<br />

of a twin, married to the top end punch and<br />

incredible soundtrack that only the Triumph<br />

triple delivers.<br />

Beautifully smooth and refined, with<br />

incredible response and tractability, equally<br />

perfect for kicking up the dirt, sweeping<br />

through the corners, or crossing continents<br />

in style.<br />



The most successful motocross racer of<br />

all time, Ricky Carmichael, has put the<br />

new Tiger 1200 official testing prototype<br />

through its paces in an exclusive first ride.<br />

Here’s what he thinks of this new machine.<br />




NEW 1200, AND IT SHOWS. IT<br />


NEWS<br />

DESK<br />

KTM ANNOUNCES 2022<br />



The 350 EXC-F Factory Edition is KTM’s new<br />

addition to its 2022 line-up, and it promises<br />

to give riders both the confidence to plunge<br />

into the roughest terrains as well as the right<br />

tools to chase championships and stay in the<br />

first place.<br />

The new dual-sport bike is based on the<br />

KTM 350 EXC-F but gets the factory racing<br />

treatment from the Austrian manufacturer,<br />

which can be spotted at first glance.<br />

Its aesthetics clearly show that the bike is<br />

ready to race, with the Red Bull KTM Factory<br />

Racing-inspired graphics. The 2022 KTM 350<br />

EXC-F Factory Edition features a factory blue<br />

seat, orange oil plug, orange CNC-machined<br />

clamps, and orange frame.<br />

The new off-roader packs a light engine with a<br />

great power-to-weight ratio. At only 28 kg, the<br />

fuel-injected DOHC engine is close in weight<br />

to the 250 cc, while offering almost the power<br />

and torque of a 450 cc.<br />

KTM also saves in weight with the WP XACT<br />

48mm air fork, while also making it easy to<br />

access and adjust.<br />

For the 2022 Factory Edition, KTM used a<br />

lightweight chromoly steel frame, and light,<br />

stable aluminum profiles for the subframe, with<br />

the latter weighing less than 900 grams and<br />

offering reliable rear fender stability.<br />

KTM keeps the aluminum tapered Neken<br />

handlebar and all models offer an optional<br />

map-select switch, which also lets riders<br />

activate traction control at a simple push of<br />

a button. This can prove to be very useful<br />

especially when dealing with slippery<br />

conditions.<br />

The manufacturer also boasts other premium,<br />

race-derived upgrades such as the radiator<br />

protection and fan, the factory wheels and<br />

anodized hubs, the front brake disc<br />

guard, and the engine skid plate.<br />

KTM calls its 2022 KTM 350 EXC-F<br />

Factory Edition the ultimate fourstroke<br />

offroad machine. Pop into<br />

your nearest KTM dealership to<br />

find out more about pricing and<br />

arrival time.

NEWS<br />

DESK<br />

HONDA’S 2022 AFRICA<br />



When a motorcycle model stays popular over<br />

the decades, it’s not a good idea to mess with<br />

it too much. Honda knows what makes the<br />

Africa Twin and Africa Twin Adventure Sports<br />

such crowd-pleasers, so it makes sure to only<br />

introduce enough upgrades to improve what’s<br />

lacking and give the bikes a fresh look.<br />

Honda introduced the XRV650 Africa Twin in<br />

Europe more than three decades ago. What<br />

we now know as the Africa Twin is actually<br />

a “brand-new motorcycle from the wheels<br />

up,” which was launched in 2016, keeping<br />

the original version’s popular characteristics.<br />

According to Honda, this athletic-looking bike,<br />

with a comfortable chassis, proved to be a<br />

versatile riding option, from daily commutes<br />

to weekend adventures.<br />

In 2018, the manual transmission and Dual<br />

Clutch Transmission (DCT) versions of the<br />

Africa Twin were upgraded with a Throttle<br />

by Wire (TBW) control and three riding<br />

modes, extended torque control options,<br />

and benefited from improved engine<br />

response and sound. That same year, the<br />

Africa Twin Adventure Sports for off-road<br />

riding was introduced, with features such as<br />

greater range, longer-travel suspension, and<br />

upgraded wind protection.<br />

At the beginning of this year, the CRF1100L<br />

Africa Twin was “comprehensively redrawn”<br />

for a more aggressive, compact look, while<br />

the CRF1100L Africa Twin Adventure Sports<br />

benefited from enhanced technology,<br />

including the Showa Electronically Equipped<br />

Ride Adjustment option.<br />

For 2022, the Africa Twin is equipped with<br />

an aluminum rear carrier as standard, while<br />

the Adventure Sports model features a new<br />

5-stage adjustable screen that is 4.3” (110<br />

mm) lower, for improved visibility, without<br />

decreasing weather protection. Also, both<br />

DCT versions feature new settings that are<br />

meant to make handling in the first two gears<br />

even smoother.<br />

In terms of looks, both models are updated<br />

with vibrant graphics. The 2022 Africa Twin<br />

boasts black aluminum side covers with a red<br />

rear subframe and ‘Big Logo’ graphics. The<br />

2022 Africa Twin Adventure Sports is equally<br />

striking, with ‘Cracked Terrain’ graphics.

NEWS<br />

DESK<br />




Leading rider Tristan Purdon took a clean<br />

sweep for Red Bull KTM at the fifth round of<br />

the National Motocross Championship when<br />

he stormed to victory in both the MX1 and<br />

MX2 Class respectively. With the class win<br />

having narrowly evaded his grasp in the last<br />

few rounds, the rider came back swinging<br />

to take top honours in all four heats he<br />

competed in.<br />

As the curtains of the prestigious series slowly<br />

start to draw to a close, it’s full steam ahead<br />

for Purdon as he prepares to defend both<br />

red plates. The double victory comes at the<br />

perfect time for the rider who is about to<br />

compete in the biggest motocross race of the<br />

year, the Motocross of Nations. The pinnacle<br />

event gives Purdon the opportunity to test<br />

himself against the very best in this sport and<br />

will put him in good stead for the final two<br />

rounds of the South African championship.<br />

Adding an exciting element to the race for<br />

the MX2 title has been the battle between<br />

Red Bull KTM teammates Purdon and<br />

Cameron Durow. The riders have fought tooth<br />

and nail for points this season with Durow<br />

edging his way to the top of the leaderboard<br />

in the last few rounds.<br />

Durow came off second best this time<br />

around after two unfortunate crashes in the<br />

first MX2 heat. Regaining his composure, he<br />

managed to salvage the moto to finish in fifth<br />

place. He set off with a blistering pace in the<br />

second moto before Purdon made his move,<br />

but held onto his pace to finish in second and<br />

ultimately secure second place overall.<br />

While the result was not what Durow had<br />

hoped for by his own high standards, the race<br />

for the prestigious championship is far from<br />

over. While getting his hands on the MX2 title<br />

is his main focus, Durow has also been getting<br />

valuable experience racing in the MX1 Class.<br />

This weekend he put on an eye-catching<br />

performance when he placed second overall<br />

in the competitive class – his best MX1 finish<br />

this season.<br />

Once again, Red Bull KTM’s Jonathan Mlimi<br />

stole the show in the High School Class. It was<br />

a perfect race for the rider who finished first<br />

in everything from qualifying to the two heats<br />

he competed in.<br />

The event didn’t come without its challenges,<br />

however. After setting off with the holeshot<br />

in the first heat, Mlimi had a slight tip over in<br />

a corner. Shaking off any unsettled nerves,<br />

he fought his way back to the front to secure<br />

the win.<br />

The second moto started off with yet<br />

another holeshot, and Mlimi didn’t look<br />

back. He explained: “After the holeshot I<br />

controlled the race from the front to bring<br />

home another win for the day. This was a<br />

very memorable race as it was my first 1-1 of<br />

the season!”<br />

A seemingly elusive Pro Mini victory only<br />

just evaded the grasp of Trey Cox. Having<br />

secured the holeshot and the win in the first<br />

heat, a victory overall looked promising for<br />

the rising star.<br />

With only two laps to go in the second moto,<br />

Cox had a crash that kept him from the top<br />

step of the podium. The results were enough<br />

to defend his championship lead, however,<br />

and Cox will line-up with the red plate in the<br />

next round.

NEWS<br />

DESK<br />

2022 HUSQVARNA<br />

TE 300I AND FE 350<br />


Underlining Husqvarna Motorcycles’<br />

commitment to producing the very best<br />

offroad machinery, the MY22 TE 300i and FE<br />

350 Rockstar Edition enduro models have<br />

received key technical upgrades for 2022.<br />

Now equipped with a Brembo clutch system<br />

as well as Galfer brake discs front and rear,<br />

the competition-focused machines continue<br />

to feature an extended list of race-tested<br />

Technical Accessories to ensure best-in-class<br />

performance.<br />

These incredibly popular, limited-edition<br />

motorcycles are finished with the latest<br />

Rockstar Energy Husqvarna Factory Racing<br />

graphics, which stylishly adorn both models.<br />

Headlining the revisions for MY22, both<br />

the TE 300i Rockstar Edition and FE 350<br />

Rockstar Edition now feature high quality,<br />

Factory Racing approved Brembo parts. With<br />

the clutch system delivering reliable, fadefree<br />

performance, stopping power is also<br />

improved thanks to the Brembo brake master<br />

cylinders and calipers working in unison<br />

with the all-new Galfer discs, guaranteeing<br />

consistent braking, even in the most extreme<br />

conditions.<br />

Both models are carefully assembled with<br />

many components from the Technical<br />

Accessories range, used by the race winning<br />

Rockstar Energy Husqvarna Factory Racing<br />

enduro team. Leading the upgrades, blue<br />

anodised CNC machined triple clamps,<br />

Michelin enduro tyres, a Supersprox rear<br />

sprocket, softer ODI grips, and a high-grip<br />

seat cover enhance both the handling and the<br />

durability of the TE 300i Rockstar Edition and<br />

FE 350 Rockstar Edition models. In addition,<br />

the chromium molybdenum steel frames of<br />

each machine are finished with a tough, black<br />

powder coating for a true race team look.<br />

The TE 300i Rockstar Edition continues to<br />

set the bar for high-level 2-stroke enduro<br />

machinery. Delivering low maintenance<br />

costs, impressive engine torque, and tipping<br />

the scales at just over 106 kg, the TE 300i<br />

Rockstar Edition is the racers choice when it<br />

comes to competing in physically demanding<br />

events, or the perfect bike for anyone looking<br />

for a highly reliable motorcycle that delivers<br />

unrivalled performance.<br />

Offering incredible versatility and allowing<br />

riders to master the toughest of terrain, the<br />

FE 350 Rockstar Edition leads the way when<br />

it comes to premium offroad motorcycle<br />

engineering. With a 350 cc DOHC 4-stroke<br />

engine that creates a broad spread of usable<br />

power, a handlebar mounted engine map<br />

switch allows riders to quickly and easily<br />

adjust performance, including the option of<br />

selecting traction control for improved grip in<br />

slippery conditions.<br />

Providing additional performance options,<br />

Husqvarna Motorcycles offers the Technical<br />

Accessories range - a complete collection<br />

of thoughtfully designed, high-quality<br />

components to further improve performance<br />

and increase durability. In addition, the<br />

Functional Offroad Apparel collection allows<br />

riders to create a personalised look with<br />

protective items that assure the highest levels<br />

of safety and comfort.

NEWS<br />

DESK<br />



900 RALLY PRO<br />

At the end of this month, the 25th James<br />

Bond Film, “No Time To Die,” is finally<br />

scheduled to hit theaters. Fans of the<br />

franchise are already bracing for what will be<br />

the end of an era, while car and motorcycle<br />

fans are bracing for what promises to be an<br />

amazing display of motorized contraptions.<br />

Among them, a wide range of Triumph<br />

motorcycles, used by the movie’s stunt team<br />

to perform all sorts of gimmicks we’re all<br />

going to see in their full glory soon enough.<br />

The British bike maker, a long-time presence<br />

in the franchise, supplied for the movie Tiger<br />

900s and Scrambler 1200s.<br />

In the case of the Tiger, the version we’ll<br />

see in the movie is a Rally Pro, and because<br />

Triumph seems to be particularly proud of<br />

this model, it decided to bring it to the realworld<br />

roads.<br />

Triumph announced this week the launch of<br />

the Tiger 900 Bond Edition, a two-wheeler<br />

sporting none of the gadgets of the famous<br />

spy, but all of the bling. Limited to 250<br />

units that will be sold from an undisclosed<br />

date, the 900 comes of course with unique<br />

features.<br />

First of all, the two-wheeler sports a dark<br />

attire, with Matt Sapphire Black used<br />

extensively on the entire body, from the<br />

frame to the seat, and from the front end to<br />

the rear fender.<br />

The black is highlighted by special Bond<br />

graphics, and features a billet machined<br />

handlebar clamp on which the bike’s unique<br />

limited edition number stands. Out back,<br />

we get a heated rider and pillion seat, with<br />

unique Bond Edition branding.<br />

Triumph went beyond what is immediately<br />

visible with this one, and provided something<br />

really cool for true Bond fans: a 007 start up<br />

screen when the motorcycle is fired up.<br />

At the time of writing, the British bike maker<br />

did not reveal the price for the Tiger 900<br />

Bond Edition, but if it’s any consolation,<br />

you should know a signed certificate of<br />

authenticity will be offered with each one.

NEWS<br />

DESK<br />


2021 MOTOCROSS OF<br />


Red Bull KTM Factory Racing starred at the<br />

74th Motocross of Nations in Italy as Tony<br />

Cairoli and Mattia Guadagnini celebrated<br />

victory for their country on home turf, Jeffrey<br />

Herlings dominated two of the three races<br />

at Mantova for the Dutch and Rene Hofer<br />

claimed the top spot in the MX2 class riding<br />

for Austria.<br />

The Motocross of Nations’ traditional<br />

September slot meant that the third running<br />

of the annual competition in Italy since<br />

2009 fell midway through the delayed 2021<br />

FIM MXGP Motocross World Championship<br />

(Jorge Prado was one rider that elected not<br />

to take part). Even though the event was<br />

not the usual end-of-season finale, a decent<br />

crowd braved overcast and showery/stormy<br />

conditions at Mantova and to watch 33<br />

countries battle for the Chamberlain Trophy.<br />

Tony Cairoli added Motocross of Nations<br />

victory to his glittering career record thanks<br />

to 7th position overall in the MXGP class.<br />

Cairoli, who had seen ‘MXoN’ and Grand Prix<br />

promoters Infront Motor Racing and the FIM<br />

formally ‘retire’ his #222 number before the<br />

races, was a first corner faller in the opening<br />

moto but rode back to 21st. The Italian was<br />

still sore after his heavy practice crash the<br />

previous Sunday at the Grand Prix of Sardinia<br />

but took 2nd place in the final moto to give<br />

Italy the precious points they needed.<br />

Mattia Guadagnini was also riding for the<br />

blue jersey and used his KTM 250 SX-F to<br />

go 5-6 and be runner-up in MX2. The MXoN<br />

debutant was the second of five KTMs in the<br />

final MX2 top six.<br />

Jeffrey Herlings controlled the second moto<br />

from start to finish, winning by almost 50<br />

seconds. The Dutchman then repeated his<br />

dominance by an even bigger margin in the<br />

third moto. The results gave the current MXGP<br />

championship leader his first 1-1 at the Nations<br />

(and since his first appearance for the Dutch<br />

in 2009) and helped the team secure silver<br />

medals although the difference was only 1<br />

point from the Italians at the end of the day<br />

Rene Hofer was the top rider for Team Austria<br />

and the overall victor in MX2 for what was his<br />

second attempt at the MXoN. The 19-year-old<br />

finished 8th against the 450s in the first moto.<br />

He then performed admirably in a far wetter<br />

second race to take 3rd behind Herlings and<br />

Valentin Guillod. His 8-3 scorecard enabled<br />

him to own the MX2 trophy on the day as<br />

Austria classified 9th in the final ranking.<br />

MX2 World Champion Tom Vialle rode<br />

superbly to push Thomas Kjer Olsen all<br />

the way to the flag in the first moto. The<br />

Frenchman unfortunately had to retire early<br />

in the second race with a technical problem.<br />

Team France were 5th as Vialle posted a 2-38.<br />

KTM rider Liam Everts made his Motocross of<br />

Nations debut for Team Belgium and walked<br />

away with the Ricky Carmichael Award<br />

as the best youngster on the day and 4th<br />

overall in MX2.<br />

Tony Cairoli: “This was the one missing in<br />

my career and I’m really happy to get it. For<br />

sure it was a bit risky to come here and ride<br />

after last week’s crash. I didn’t feel 100%.<br />

On the dry track I could handle it better but<br />

on the wet track I was really struggling. The<br />

first moto crash didn’t help and I didn’t have<br />

the best feeling. I knew I needed just one<br />

decent moto and start and managed to do<br />

that. The other two guys did an amazing job,<br />

especially Mattia for his first time.”

NEWS<br />

DESK<br />



The curtains of the National Enduro<br />

Championship have officially drawn to a close.<br />

The season couldn’t have ended better for<br />

Brother Leader Tread KTM who walked away<br />

with top honours as leading rider Bradley Cox<br />

stormed to the victory overall.<br />

The final event of the season took riders to<br />

Creighton, Kwazulu-Natal, where Cox had the<br />

home ground advantage. While the race was<br />

off to a shaky start by his own high standards,<br />

Cox held his composure to cross the finish line<br />

and officially snatch up the overall win that he<br />

had been waiting for.<br />

“The actual race this weekend was really<br />

tough for me – I was just so nervous and<br />

so much was at stake. After a shaky start,<br />

I managed to claw my way back to finish<br />

fourth for the day - I felt so relieved to cross<br />

that finish line! I’m excited about my future<br />

in Enduro and I plan to keep putting KTM on<br />

top!” said Cox.<br />

Having only started racing Enduro four years<br />

ago, Cox describes putting in tremendous<br />

work behind the scene to establish himself as<br />

a frontrunner in this sport. He added: “When<br />

I consider the fact that I only started Enduro<br />

four years ago, to achieve the overall win is<br />

really something special. It took a lot of hard<br />

work, but as I saw myself progressing over the<br />

years, I truly believed that the overall win was<br />

possible. Now I get to ride with the number<br />

one plate next year, which is unreal!”<br />

Cox will now turn his focus to finishing off the<br />

National Cross Country Championship, where<br />

yet another overall victory looks promising for<br />

the multi-disciplined star.<br />

As the national season comes to an end, KTM<br />

South Africa’s Marketing Manager Louwrens<br />

Mahoney commented: “I cannot be prouder<br />

of not only our riders but everyone involved in<br />

the team. It has been a long season with many<br />

of ups and downs, tears and sacrifices, but to<br />

end the season with a double championship<br />

and the number one plate makes it all worth<br />

it. The work already starts for the 2022 season<br />

as we learn from all our experiences and find<br />

ways to improve - race by race.”

a DECADE OF<br />



Just 1<br />

Just over a decade ago, former Italian international<br />

racer and team manager Tony Amoriello had a vision for<br />

a unique helmet that could address inadequacies that<br />

he believed were still, after decades of technological<br />

advancements, going unmet in the industry. He set out<br />

with the not-so-modest goal of creating the best helmet<br />

in the world, and in 2011, JUST1 Helmets was formed.<br />

Words by Jeff Kocan (racerxonline.com)<br />

Having been a pro racer and then worked<br />

with many more during his managerial career,<br />

Amoriello had years of feedback and personal<br />

experience to draw from when designing<br />

his ideal lid. The results was the J12 helmet,<br />

which debuted in at the 2011 INTERMOT trade<br />

show and made an immediate impression<br />

on the industry and the sport with its refined<br />

appearance and design. In October of 20<strong>13</strong>,<br />

H&H Sports Protection came on board and<br />

helped the brand make a splash on the<br />

international market.<br />

These days, JUST1 Helmets is known as<br />

JUST1 Racing, as Amoriello and his company<br />

have expanded their vision beyond helmets<br />

to create a full suite of gear that’s just as<br />

advanced and thoughtfully designed as that<br />

groundbreaking J12 helmet. Leading the way in<br />

the JUST1 Optics division is the Nerve Goggle,<br />

alongside the popular Iris and Vitro goggles.<br />

The company’s gear line was designed<br />

to satisfy the requests of team riders who<br />

felt their needs weren’t quite being met by<br />

what was currently on the market. They

settled on three styles, each with a different<br />

emphasis: the J-FLEX line pushes current tech to<br />

its limits, J-FORCE exudes classic moto style, and<br />

J-ESSENTIAL (which has just arrived in SA) focuses<br />

on keeping weight as low as possible. Each line<br />

comes with a wide variety of matching JUST1 glove<br />

choices as well.<br />

Despite branching out to cover the rest of the<br />

rider’s body, JUST1’s core business remains its<br />

helmets, and they’ve expanded their reach to other<br />

disciplines in that area as well, including downhill<br />

and cycling and, in 2020, road racing and Hyperstreet<br />

with the J-GPR helmet, designed to be the<br />

safest and most comfortable on-road full-face<br />

helmet for a road racers.<br />

JUST1 plans to bring two major new products to<br />

the market in 2021. First, the J22 will replace the<br />

J12 as the brand’s top-of-the-line helmet. The result<br />

of years of research, its patented and exclusive<br />

new technical features help ensure even higher<br />

levels of safety and comfort—and looks great as<br />

well, merging American and European styles into<br />

something stylish and new.<br />

And if you noticed that the JUST1 family wasn’t<br />

quite “head to toe,” now will be, thanks to the new<br />

J-BXR motocross boots.<br />

In just 10 years, JUST1 Brand has expanded its<br />

coverage in every sense; along the way, it’s racked<br />

up 10 World Championships, 3 European titles,<br />

and dozens of national titles in motocross, enduro,<br />

Supermoto, and road racing. Here’s to even more<br />

success in its second decade.<br />

In just 10 years, JUST1 Brand<br />

has expanded its coverage<br />

in every sense; along the<br />

way, it’s racked up 10 World<br />

Championships, 3 European<br />

titles, and dozens of<br />

national titles in motocross,<br />

enduro, Supermoto, and<br />

road racing.<br />

the new range of just1<br />

j-essential mx kit has<br />

just arrived in sa.<br />

Just1 Founder,<br />

Tony Amoriello

GOING<br />

SOLO<br />

I recently got the opportunity to take<br />

a 2021 BMW 1250R GS Rallye for a week.<br />

This test aimed to see whether or not the<br />

almost R400 000 price tag is worth it if<br />

you don’t plan on going over mountains<br />

and all that crazy stuff. What if you just<br />

want a nice big touring bike?<br />

Words by Mitchell Boyes Pics by Kristen Tubb (Precious Imagery)<br />

Part Two

By now, we all know that the BMW GS in all<br />

its multiple variations is one of, if not the most<br />

popular bike in modern history. For a long<br />

time, being more a fan of superbikes, I never<br />

really understood the fascination with a bike<br />

that looked so big and clunky. I would see<br />

pictures of people taking the GS’s to track<br />

days and think it to be absurd.<br />

From where I collected the bike, I had a<br />

ride of about 60km’s home through some<br />

lovely Western Cape back roads and my<br />

biggest assumption (How clunky the GS was)<br />

was immediately shattered. The big Beemer,<br />

with a full tank of fuel, felt suspiciously light<br />

and nimble. I would very quickly come to<br />

realise that the fact that “the GS will be<br />

clunky” wasn’t the only assumption I had that<br />

would be proved wrong. So apart from how<br />

nimble the bike felt, the first thing that made<br />

an impact on me was how well the screen<br />

worked. In the past couple of months, I have<br />

ridden several larger adventure style bikes<br />

and, for the most part, the Screens have been<br />

fine. The GS is different though, of all the big<br />

bikes I’ve ridden, none come close to the wind<br />

protection that the GS offers. Granted I had<br />

it on the highest possible setting, but still, it<br />

works brilliantly!<br />

Next, I want to talk about electronics,<br />

specifically the Dash. The German<br />

manufacturer really has not changed much<br />

from the previous iteration and I’m completely<br />

okay with that because it works brilliantly so<br />

why fix what isn’t broken. True to form, the<br />

Dash is aesthetically, very pleasant to look at.<br />

It is clear with all the important information<br />

displayed. The dash doesn’t just show you the<br />

imperative information though, it can show<br />

you a very large variety of things depending<br />

on what you are interested in seeing. For<br />

example, if you want to see information<br />

about the bike such as tyre pressure, battery<br />

voltage, temperature etc, there is a whole<br />

screen option dedicated to that. If you want<br />

to connect your phone to it, you can with<br />

options for making wireless phone calls as<br />

SPECS<br />

POWER: <strong>13</strong>6HP<br />

TORQUE: 143NM<br />

SEAT HEIGHT: 890mm<br />

WET WEIGHT: 268kg<br />

FUEL TANK: 30 L<br />

PRICE: R345 700

well as having a navigation screen. The nicest<br />

thing about this is the fact that no matter<br />

what screen you are on, you are still able to<br />

see your speed and gear indicator. The sheer<br />

number of options available on this dash is<br />

really impressive and while I’m not the biggest<br />

fan of a plethora of electronics this bike has<br />

made me realise the upside. When I picked<br />

the bike, I just assumed that the tyre pressure<br />

and everything was okay. about 30km into the<br />

ride, a warning popped up on the dash telling<br />

me to pull over because my tyre pressure<br />

was low. I stopped and there wasn’t a major<br />

issue, but the fact that the bike can warn a<br />

rider before something goes catastrophically<br />

wrong really gives one peace of mind.<br />

In terms of the electronics suit as a whole, it<br />

is also similar to the previous model, but again<br />

that’s okay because it is still class-leading.<br />

The GS Rallye has automatic electronic<br />

suspension which will adjust itself depending<br />

on how much weight it needs to carry. The GS<br />

also comes with a range of heater options, like<br />

grip and seat heating. While the Seat heater<br />

can be rather intense, I did find that it came in<br />

handy when riding during the tail end of the<br />

Western Cape winter. The GS also comes with<br />

4 different riding modes, full LED lights, cruise<br />

control and a first for me on a bike, Hill-start<br />

control. There are so many electronic gadgets<br />

on this bike to keep you interested but a<br />

motorcycle isn’t just about gadgets, so how<br />

does it ride?<br />

As I mentioned before, I was surprised by<br />

how nimble the GS felt, especially because<br />

it had 20 litres of fuel onboard. I quickly<br />

realised why I have seen so many pictures<br />

of GS’s on racetracks and it’s because the<br />

handling is rather impressive. I felt that I could<br />

push the GS through the corners, more so<br />

at least than any of the other overland bikes

that I’ve ridden. And yes, realise that you’re<br />

not going to set lap records on a GS, but<br />

the fact remains that if you were so inclined,<br />

you could throw it around a track. I was<br />

genuinely impressed with all things handling<br />

related when it came to the GS Rallye. This<br />

includes the riding position because even<br />

though it initially felt like I was quite far back,<br />

I quickly acclimatised and realised how super<br />

comfortable it was.<br />

When it comes to the engine, I, once again,<br />

don’t have anything bad to say. In town, and<br />

more specifically traffic, it runs very smoothly<br />

at slow speeds. On the other hand, it has<br />

more than enough power to keep you busy.<br />

Now some of you might be thinking, ‘well<br />

what if I like to have a little bit of fun between<br />

the lights?’ Fret not, the GS has more than<br />

enough power to dispose of any poorly<br />

customised Etios or Civic because let’s face it,<br />

we’ve all been there.<br />

With a bike like this, open road performance<br />

and fuel consumption are very important.<br />

The GS unsurprisingly is brilliant on the open<br />

road has more than enough power to fulfil its<br />

purpose. In terms of fuel consumption, the GS<br />

again performs relatively well. After a week<br />

of all sorts of riding the computer was telling<br />

me that I was getting 16.9km per litre which in<br />

my opinion is not too bad. It could be better<br />

though if one were to ride on the open road<br />

over a longer distance with cruise control<br />

constantly on.<br />

Next, we come to the gearbox and that<br />

is where I have a small issue. It’s the same<br />

issue I had when I rode the F 900 XR but<br />

it seems exaggerated. The problem is this<br />

when using the quickshifter, changing from<br />

2nd to 3rd and up, the gearbox is lovely and<br />

smooth, but the change from 1st to 2nd is not<br />

pleasant regardless of how you are riding or<br />

what revs you are at. the bike jerks forward<br />

when changing into second and I just feel it<br />

should be better. I realise that this is not the<br />

end of the world and is easily solvable by just<br />

using the clutch to change from 1st to 2nd.<br />

Considering how good the rest of the bike is<br />

though, this did bug me quite a bit.<br />

In summary, the R1250 GS Rallye, I believe<br />

is worth the price tag, even if you don’t intend<br />

on going on hectic overland adventures. It’s a<br />

bike that I wouldn’t mind riding every day and<br />

genuinely looked forward to riding every day<br />

for the week I had it. At the end of the day,<br />

the fact of the matter is, bikes nowadays are<br />

getting expensive, that’s just the reality. There<br />

are other options should you not like the looks<br />

of the GS, bikes that will do the job, like the S<br />

1000 XR or the R 1250 RT. But at the end of<br />

the day, you’re still going to pay almost 300k<br />

for the cheapest BMW alternative.<br />

In summary, the R1250 GS Rallye, I believe is worth<br />

the price tag, even if you don’t intend on going on<br />

hectic overland adventures. It’s a bike that I wouldn’t<br />

mind riding every day and genuinely looked forward<br />

to riding every day for the week I had it. At the end of<br />

the day, the fact of the matter is, bikes nowadays are<br />

getting expensive, that’s just the reality.

a DECADE OF<br />



Just 1<br />

Just over a decade ago, former Italian international<br />

racer and team manager Tony Amoriello had a vision for<br />

a unique helmet that could address inadequacies that<br />

he believed were still, after decades of technological<br />

advancements, going unmet in the industry. He set out<br />

with the not-so-modest goal of creating the best helmet<br />

in the world, and in 2011, JUST1 Helmets was formed.<br />

TEAM<br />

Words by Jeff Kocan (racerxonline.com)<br />

SA<br />

Motocross of Nations 2021<br />

After many cancellations, setbacks and the<br />

uncertainty of the times, Team South Africa headed<br />

to Mantova, Italy, to compete in the world renowned<br />

Motocross of Nations Event. MXoN is an annual event<br />

where the nations best motocross racers come<br />

together to compete on the world stage.<br />

Words by Tiegan Reed Pics by @evaszabadfi_photo / @mxjuly / @cdsimages / @shotbybavo

2021 saw a very strong team selection:<br />

Youngster Camden McLellan, an SA champ<br />

and Euro champ, seemed to be an obvious<br />

choice for this year’s team. Now based in<br />

Belgium, Camden has become familiar with<br />

the international racing scene and track<br />

conditions, making him an ideal rider in<br />

the MX2 Class (250). David Goosen, also<br />

with plenty of international racing and the<br />

2017 National MX2 Champion, was selected<br />

as the MXGP Class (450) rider. The team<br />

was rounded up with the 2020 National<br />

MX1 Champion & current MX1 & MX2<br />

championship points leader, Tristan Purdon,<br />

selected as the MX Open Class (450) rider.<br />

This specific selection of riders all have<br />

great achievements to their names, adding<br />

to the SA Teams list of strengths for 2021.<br />

With only 2 weeks ahead of the event,<br />

the original management team opted to<br />

pull out the event due to travel challenges.<br />

The 3 riders and their families then took it<br />

upon themselves and had to plan, prepare<br />

and organise funding in time for the event.<br />

Without the new team managers, Cheryl<br />

McLellan and Lynne Purdon, the journey<br />

to Italy as Team SA would not have been<br />

possible. The team is grateful for all the<br />

sponsors that came on board and for all the<br />

contributions that made the trip possible.<br />

The teams first goal was to qualify into<br />

the main races, not something that has<br />

been done many times in past years, before<br />

moving their focus onto the racing. Once<br />

through the finals, their focus was mainly<br />

to finish, as that has also been a rarity in<br />

recent years. It was off to a good start as<br />

Team SA earned first gate pick in a ballot<br />

for the qualifying races.<br />

The qualifying saw great performances<br />

out of team SA in the riders’ respective<br />

classes. David Goosen was first out of our<br />

riders onto the track and third into the first<br />

corner after the gate drop. Keeping close to<br />

the front half of the field, he went down and<br />

was pushed back a number of positions.<br />

Pushing to the flag, Goosen ended the<br />

qualifying in a promising 20th position.<br />

Camden was eager to keep the good<br />

momentum going in the MX2 qualifying.

Getting a good jump out the gates and into<br />

a comfortable 4th position early on in the<br />

race, but also making a mistake, with not<br />

much time left to salvage any positions.<br />

Camden dropped back by two positions,<br />

coming out of the qualifying with an<br />

impressive and favorable 6th position.<br />

Purdon was last to go out onto the track<br />

for the MX Open qualifying, but was one of<br />

the first out the gates and even led out the<br />

race for a few straights before going down<br />

and being left behind. Tristan fought and<br />

claimed some positions back and ended<br />

the qualifying in 23rd.<br />

The team’s qualifying results along with<br />

Camden’s impressive 6th place was enough<br />

to put them straight through to the main<br />

races. The team qualified in 16th, better<br />

than the previous event in 2019 which saw<br />

the team qualify last. This had the team<br />

optimistic and hungry to test their skills in<br />

the main races the following day.<br />

Sunday’s main races took a turn along<br />

with the weather. Rain was the forecast of<br />

the day, but the team was still committed<br />

to going out and doing their best.<br />

Unfortunately David had received<br />

inconclusive covid test results on Sunday<br />

morning, although testing negative a<br />

number times thereafter, it was too late and<br />

proceeded in involuntary withdrawal from<br />

the main races. It was devastating as the<br />

team was on a good foot and like the other<br />

riders, this had been a long time dream for<br />

David. It was heartbreaking to see the effort<br />

put into competing the biggest race of his<br />

career go to waste.<br />

The team’s qualifying results along with<br />

Camden’s impressive 6th place was enough<br />

to put them straight through to the main<br />

races. The team qualified in 16th, better<br />

than the previous event in 2019 which saw<br />

the team qualify last. This had the team<br />

optimistic and hungry to test their skills in<br />

the main races the following day.

Camden and Tristan’s shoulders were now<br />

heavier, going into the main races without their<br />

teammate made them a 2 man team, meaning<br />

they would not be able to compete in enough<br />

races to bring home a good result, but they<br />

pressed on and headed to the final races.<br />

The first main race saw Camden with an<br />

average start and pulling into pit lane within<br />

the first lap due to goggle issues, setting him<br />

back into last position. Camden rode smooth<br />

and consistent, fighting off the positions one<br />

by one, only to be faced with goggle issues<br />

again and forced into pit lane once more with<br />

a lap to go. Camden had run out of time and<br />

settled into 28th. Camden says he was feeling<br />

confident and ready to redeem himself for<br />

his second main race. A great start had him<br />

with the front of the pack, but also only a<br />

few straights in, another rider had crossed<br />

Camden and he went down, uninjured but<br />

unable to continue due to mechanical issues.<br />

Tristan lined up for the main races feeling<br />

excited after a good start in the qualifying but<br />

the worsening weather and track turned up<br />

the intensity and they were not the conditions<br />

he was accustomed to. Tristan had two solid<br />

main races, finishing safely on the demanding<br />

circuit with some of the world’s best riders.<br />

Despite all the blows, it was still an<br />

impressive achievement for each of the riders<br />

to be selected to represent their country and<br />

for the team to qualify and compete.<br />

We hope to see Team SA qualifying and<br />

competing at more MXoN events in the future.<br />

Facebook Link<br />

https://www.facebook.com/mxonsa/<br />

Instagram Link<br />

https://instagram.com/team.sa.mxon<br />

Camden’s Social Media<br />

https://instagram.com/the.mackey.122<br />

https://m.facebook.com/camdenmclellan/<br />

Davids Social Media<br />

https://instagram.com/davidgoosenmx21<br />

Tristan’s Social Media<br />

https://instagram.com/tristanpurdon41<br />


a DECADE OF<br />



Just 1<br />

Tony<br />

Just over a decade ago, former Italian international<br />

racer and team manager Tony Amoriello had a vision for<br />

a unique helmet that could address inadequacies that<br />

he believed were still, after decades of technological<br />

advancements, going unmet in the industry. He set out<br />

with the not-so-modest goal of creating the best helmet<br />

in the world, and in 2011, JUST1 Helmets was formed.<br />

GRAZIE<br />

Words by Jeff Kocan (racerxonline.com)<br />

Nine-Time Motocross<br />

World Champion Antonio<br />

Cairoli Set To Retire<br />

by Jack Gaffney (primetimesportstalk.com)

“This is not an easy decision.<br />

I’ve always said that<br />

numbers and statistics did<br />

not mean that much to me. I<br />

think it was an achievement<br />

for me and my family to win<br />

one world championship so<br />

to have had a career like this<br />

is very special.<br />

off an impeccable run of seven World Motocross<br />

titles, along with five Supercross titles for the<br />

orange brand. That includes four Cairoli titles when<br />

he ran on a KTM 350 SX-F against a field of 450s.<br />

Still being a title-contending rider in his mid-30s<br />

also adds to his legend. While his last title came in<br />

2017, he finished in either second or third two of<br />

the last three seasons (hurt in 2019). Currently, he<br />

sits third in the 2021 MXGP standings, one point<br />

back of Romain Febvre, and 29 back of Tim Gajser.<br />

The opportunity to go out on top is almost never<br />

available to many athletes at all, especially for<br />

someone at Cairoli’s age. Expect him to go all-in so<br />

to speak. In addition to having the chance to win his<br />

first Motocross Des Nations in a little over a week’s<br />

time. Regardless, European Motocross is losing one<br />

of its all-time greatest.<br />

Coming to America?<br />

Antonio Cairoli has been synonymous with<br />

European Motocross over the last decade and a<br />

half. He is the all-time premier class MXGP winner<br />

with 69 Grand Prix wins, 93 in total. In addition to<br />

a whopping seven premier class titles with a pair<br />

of 250 championships to boot. However, with the<br />

Sicilian Superman set to turn 36 years old next<br />

week, his iconic career was likely going to end<br />

sooner or later. Now it is set to be the former. As the<br />

MXGP icon announced recently in Rome, Italy, that<br />

the 2021 season will be his last.<br />

End Of An Era<br />

The GPs have been losing a number of key names<br />

in recent years. From Gautier Paulin to Clement<br />

Desalle, and Tanel Leok, but Cairoli is without a<br />

shadow of a doubt, the biggest retirement post-<br />

Stefan Everts. At his peak from 2009 to 2014, he<br />

won six consecutive 450 World Titles and 47 GPs.<br />

His entire career has been with the De Carli team,<br />

which at first ran Yamaha’s, then from 2010 on KTM.<br />

Cairoli now may be the rider most associated with<br />

the brand. As his first title with them in 2010 started<br />

While his full-time competition days are soon to be<br />

behind him, Cairoli did not close the door on some<br />

one-off appearances. In a post-press conference<br />

interview with Jason Weigandt of RacerX.com,<br />

Cairoli said the following in regards to future plans.<br />

“I would love to do some racing in the U.S. and<br />

mabye some Nationals I would like to do. Because<br />

now I am free, and all those years, 18 years, I have<br />

always been a contender for [MXGP Championship].<br />

So when it’s like that it’s very difficult to go to the<br />

U.S. just for my pleasure, then mabye have a small<br />

crash and break my collarbone. So now I’m free and<br />

I can just do whatever I want, and I would like to do<br />

some races.”<br />

Even if it is just a one-off appearance, Cairoli<br />

running a U.S. National would be monumental. The<br />

only times he has raced in the states is when the<br />

GPs come to America, the last being in 2017. The<br />

No. 222 racing in a field completely filled with guys<br />

he has (mostly) never raced with before would be<br />

must-watch TV. In any case, this is a big loss for<br />

Motocross, as well as Italian motorsports. Cairoli<br />

and Valentino Rossi retiring in the same year just<br />

feels right. A pair of absolute icons who were some<br />

of the absolute best to ever do what they did.<br />

Congratulazioni per il pensionamento Tony.

Long-term FIM Motocross World Championship promoters<br />

Infront Motor Racing, together with the FIM, have decided<br />

to retire the #222 in honor of Red Bull KTM Factory Racing’s<br />

Tony Cairoli who will draw the curtain on a glorious 18-<br />

year career at the season-ending Grand Prix of Cittá de<br />

Mantova at Mantova on November 10th.

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