MRW Issue 13

ISSUE 13

ISSUE 13
EXCLUSIVE
TEST
EDITIONS
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
E X C L U S I V E T E S T
UPERDUKE
R
KTM’S LIMITED
EDITION SUPER
NAKED THAT’S
MORE READY TO
RACE THAN EVER
busa
F I R S T S A T E S T
power
OUR FIRST LOCAL TASTE
OF THE NEW HAYABUSA
S A E X C L U S I V E T E S T
KRÄMER GP2-R &
DUCATI MULTI V4 PIKES PEAK

EDITOR’S NOTE
Every month we start the magazine
from a blank piece of paper. We
head out and search for content -
nothing but the best content for all
our fans. We pride ourselves on the
content we are able to bring you
every month and are very lucky to
have some great contributors and
resources to be able to bring you
some of the most exclusives tests
and features from around the world.
I won’t lie it’s not always easy to
find and create content, and at the
start of every month I do stress a bit
about what we are going to fill the
magazine with. I’m very particular
and strict when it comes to content
for our fans - I hate nothing more
than just filling pages with worthless
content. The sad truth is there is a
lot of that going around out there
these days and the quality of SA
motorcycle media is nowhere near
as good as it used to be. I am seeing
content from 20 years ago being
used in some other publications,
content that has just been rebranded.
I know this because I still
have that very same content on my
hard-drive from all those years ago
when I was part of that particular
publication.
It hurts me when I see motorcycle
media here in SA not being taken
seriously enough, but the good
news for you all reading this is that
you will never find boring, old,
useless page filling content in any of
our magazines. We strive to bring
you nothing but the best and in this
issue 13 do so once again with loads
of SA exclusives!!!
Yes, we worked our asses off once
again to bring you quality content
you won’t see or read about
anywhere else in SA - maybe even
the world.
Let’s see, we’ve got the first ride on
the very exclusive and limited KTM
1290 SuperDuke RR right here in
SA, Aprilia’s all-new 1100 Superbike,
a proper SA test on Suzuki’s new
Hayabusa and even a special KTM
powered Moto2 bike tested. Oh
yes, and also a first exclusive look at
Ducati’s new prototype Multistrada
V4 Pikes Peak Edition.
Yes, that’s a lot and the least you
all deserve for supporting us. Then
we also have loads of other great
features in both the MRW side and
The Dirty Side of MRW, including a
closer inside look at how our dirty
bastards did over at the Motocross
of Nations Event over in Italy.
So, I now ask you to go and enjoy
the great magazine we have worked
so hard in laying out for you and
until next time stay safe and enjoy
the ride!
Cheers, Rob
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
Donovan Fourie
Mitchell Boyes
Brian Cheyne
SUBSCRIBE!
Email rob@motoriderworld.
com to subscribe - R500
once-off for a 12-issue
subscription.
Check out our YouTube
channel and website for
some exclusive video
content.
CONTACT
DETAILS
EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
ANYTHING & EVERYTHING
Shaun Portman
072 260 9525
shaun@motoriderworld.com
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KISKA.COM Photo: R. Schedl
THE MOST EPIC
ROADS ARE
OFFROAD
Take aim at the horizon and choose the more adventurous way to get there.
Featuring reworked ergonomics, updated electronics, and a refined powerplant
that all enhance the ride, the new KTM 1290 SUPER ADVENTURE R reaffirms
its status as the ultimate all-terrain powerhouse.
SEE MORE AT KTM.COM
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

FIRST TASTE
REMY GARDNER
Tech3 KTM Factory Racing’s Iker Lecuona and Danilo
Petrucci circulated Misano on Tuesday but Wednesday
provided an opportunity for 2022 recruits and current
Moto2 championship pace-setters Remy Gardner and Raul
Fernandez to have their first taste of the KTM RC16. Gardner
suffered a slow speed tumble after running off track but still
accumulated more than 50 laps while Fernandez’s best laptime
was just 2.5 seconds away from the quickest of the day
after a similar amount of track mileage.
Remy Gardner, KTM GP Academy: “Incredible, honestly. I
mean I expected power and strong braking but until you
really try it then you don’t know. I was going through gears
like there was no tomorrow. Even in the last laps it was
mind-blowing how fast it was. I had a great day and a lot
of fun. It was good to get a feel for the bike and to try and
understand it. It was a nice little treat for us by KTM. I cannot
wait to start for real and I’m looking forward to push the bike
next time, trying to find those limits.”

FIRST TASTE
RAUL FERNANDEZ
Raul Fernandez, KTM GP Academy: “I’m really happy and thanks to KTM
for giving me an opportunity. It was an amazing day and incredible to
ride that bike. At the beginning there were many new things to think
about, like the carbon brakes, but after a while it felt quite easy and I
was enjoying it like a kid. The power was…wow. I want to start the work
for next season as soon as possible even though all my focus is on
Moto2 right now. In Valencia we’ll start again.”

NEWS
DESK
TRIUMPH
SPEED TRIPLE
1200 RR
Born of the current-generation Speed Triple 1200, the
new RR thankfully leaves most of the best-looking
bits of the naked bike intact. The lovely curved frame
has been a highlight of this bike since 2011, the trellis
subframe and high, sharp tail on the 1200 look beaut,
as do the single-sided swingarm and that murderedout
matt-black motor. These all remain.
Indeed, the main visual change is simply the fairing,
and as somebody who’s not typically overly fond
of fairings I’d say that’s been done tastefully here.
It’s pretty compact, works well with the lines of the
bike, it’s lined with tasteful carbon bits that extend
back around the tank, and it culminates in a classy
round LED headlight set in amongst some X-shaped
structures at the front which give it a pleasing
layered look.
This fairing allows a pair of fold-in sportsbike
mirrors, which can flip in neatly to make the bike
extremely narrow when parked, out on track or
simply when it’s time to get real skinny for some
lane-splitting in traffic.
The ergonomics have changed too. The footpegs
are higher and further back, and the flat handlebar
has been replaced with a set of clip-ons that
place your hands significantly lower and further
forward. Triumph calls the riding position “fully
engaged and committed,” and speaks of the RR’s
track day potential, but this is still a streetbike first
and foremost, so hopefully it’ll retain some of the
nakedbike’s all-day comfort.
The other substantial upgrade is a set of Ohlins Smart
EC 2.0 suspension, which is semi-active, responding
to surface conditions, and electronically adjustable.

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Otherwise, it sticks fairly closely to the
spec of the Speed Triple 1200 RS, with
the same 178 horsepower and 125 Nm
peaks, the same Continental IMU, which
enables cornering ABS, traction
control, wheelie control and
the like, and the same
ride-by-wire system,
which gives you four
pre-programmed riding
modes, one user configurable
one and tasty features like cruise control,
keyless start, back-lit switchblocks and a
bi-directional quickshifter.
The sporty new 1200 RR’s extra bits
and pieces bump the price up to start
at R309,000, making it R35k more
expensive than the naked Speed
triple model, but still very well
priced compared to other
‘superbike’ models. The RR is set to
arrve in SA January 2022.
As an unabashed Speed Triple fan, I think
the new RR looks terrific. I’m glad it’s more
neo than retro, and maintains a lot of the
British bruiser’s aggressive good looks,
albeit with a sportier twist and a bit of
extra class thanks to candy-red and
white/gold paint jobs. The formula
remains intact and compelling, and the
RR opens up the world of Speed Triples to
a new type of buyer that might have a bit
more track time on their mind. The video
below has more.

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fender drastically improves airflow across the
whole of the bike.
The 798cc three-cylinder engine remains the
same 145hp Euro5 compliant power plant
that we liked on the Rosso model, though
that figure jumps to 153hp when you install
the optional and very not-road legal racing kit
(Akrapovic exhaust and racing ECU map).
This also means that the MV Agusta F3 RR
benefits from a dedicated six-axis IMU from
courtesy of e-Novia from Milan, Italy, which
augments traction control and wheelie control.
The F3 RR also benefits from a Continental
MK100 cornering ABS in its electronics
package, and the EAS quickshifter is now in its
third iteration on the F3 platform, with faster
and smoother up/down quickshifting.
On the chassis side of things, MV Agusta
has adjusted the frame plates on the F3
RR for more rigidity,
both torsionally and
longitudinally
MORE SEDUCTIVE
THAN EVER - THE
MV AGUSTA F3 RR
In a few pages time you’ll read about
the upcoming plans for the new World
Supersport regulations, and now MV
Agusta gives us a glimpse of the machine
that they will be offering this re-imagined
middleweight category.
Built for the purpose of winning races, say
hello to the 2022 MV Agusta F3 RR.
The basic lines of the MV Agusta F3 RR
might seem familiar, but the Italian brand
has spent a considerable amount of time
developing a new aerodynamics
package for the supersport bike,
which includes side-mounted
strakes, a re-designed front fender,
and reshaped windscreen.
MV Agusta claims over 17 lbs of
downforce can be generated at
240 km/h from the new carbon
fiber wings, without losing any topend
from the supersport-class machine.
Additionally, MV Agusta says that the front
MV Agusta F3 RR key updates
• DEDICATED AERODYNAMICS
• LOW-FRICTION, EURO 5 COMPLIANT ENGINE
• HIGH-PRESSURE INJECTORS
• BI-DIRECTIONAL RADIATOR
• NEWLY DESIGNED EXHAUST SYSTEM -
AKRAPOVIC OPTIONAL
• NEW 6-AXIS IMU INERTIAL PLATFORM
• CONTINENTAL ABS WITH
CORNERING FUNCTION
• NEW SUSPENSION SETTING
• NEW REAR RIM – 10% LIGHTER -7%
MOMENT OF INERTIA
• 5.5” TFT SCREEN

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– specifically in how they mount the
swingarm to the chassis.
The suspension settings have also be reworked
on the fully adjustable Marzocchi
forks and Sachs rear shock, both for
better feedback on the track, and also for
better on-road characteristics.
The highlight of the chassis changes
though have to be the new wheels
package, which is 7% lighter than the
previous cast units, with a 10% decrease
in their associated moment of inertia.
Other mechanical upgrades abound on
the F3 RR, including revised hand controls
on the right-hand bar, a new stronger
clutch basket, a 5.5inch TFT dash, and
new footpegs for better feel.
Pricing in Europe starts at R380k MSRP,
which is inline with what the outgoing F3
800 RC model cost.
For those wanting a little more from the lightweight
sports bike, there is the option of adding the nowcommonplace
race kit package to the bike. The sum for
this is as yet unknown although we can tell you what it
includes – and more importantly what is does!
Inside the box you’ll have a bespoke Akrapovic
exhaust complete with carbon shrouds, CNC machined
components (such as fuel cap, brake and clutch levers)
single seat cover. Alongside the exhaust, you’ll also get
a revised ECU for the bike which is where the real fun
starts. The exhaust and ECU combo will up the redline
up by 250rpm (from 13,000 to 13,250rpm) in turn
boosting the power to 155bhp. Add all the race kit parts
to your F3 RR and you’ll also shave a claimed 8kg off the
bike’s weight, dropping it to 165kg dry.

NEWS
DESK
2022 KTM RC RANGE
IS GRAND PRIX-
INSPIRED AND READY
TO HIT THE STREETS
KTM is finally ready to roll out its 2022 KTM
RC range, claiming the new sports bikes have
a Grand Prix-inspired design and will bring
race bike DNA to the streets.
The 2022 RC line-up comes with multiple
upgrades in terms of electronics and
ergonomics. These new Supersport bikes
have a new race-ready chassis with improved
ergonomics and a fresh, sporty look. KTM
boasts of the Grand Prix-inspired design
being one of the most notable changes
brought to the 2022 RC line-up. Two new
colorways have also been added to each
model in the range.
But the new design is not only meant
to please the eye but also to optimize
aerodynamics, ensuring improved wind and
weather protection at higher speeds. KTM
explains it used CFD (computational fluid
dynamics) simulation to optimize the design.
Both the inner and outer body panels
provide better heat management, directing
the airflow away from the rider. The panels
can be easily removed as the manufacturer
used fewer fastening screws and a more
user-friendly mounting system. All in all, the
entire bodywork of the new KTM RC range
makes the bikes feel just as good on the
street as on the racetrack.
KTM added a larger (13.7-liter) fuel tank to
improve the range of the bikes and the new
airbox is 40 percent larger, delivering more
torque compared to the previous models.
The LED headlight is also new, providing a
wide beam and it is completed by an equally
sharp LED taillight.
An entirely new exhaust system is another
upgrade of the 2022 RC range, while both
the range-topping RC 390 as well as the RC
125 come with an adjustable clutch and brake
levers as standard. Moreover, the former
is now fitted with a WP APEX rear shock
absorber with pre-load adjustment.
The 2022 KTM RC range will be available
starting March 2022.

NEWS
DESK
SUZUKI REVEALS NEW
GSX-S1000GT
Suzuki has revealed its new GSX-S1000GT,
a new sports-tourer designed to take riders
further, faster, without sacrificing comfort
and practicality; it’s ready to power your
journey in style. Following a mantra of
performance, distance, connection, the
new GT provides all-day riding ability in
a package designed to cover distances
effortlessly, thanks to its characterfulyet-smooth
150hp engine, agile chassis
and wind-cheating bodywork, and
comprehensive suite of electronic rider aids
and smartphone connectivity.
As a package, the GSX-S1000GT might
be based on a combination of existing
components under a new skin, but Suzuki
– lacking the vast R&D budget of some of
its Japanese rivals – has repeated proven
recycling jobs. Just look at the Katana or
the V-Strom 1050 to see how effective a
judicious reworking of off-the-shelf parts can
be, even when competing against rival cleansheet
designs.
It’s not like Suzuki is trying to turn a sow’s
ear into a silk purse. The GSX-S1000F
might not have had the most cutting-edge
suspension or electronics, and the styling
was never likely to set pulses racing, but it
was formed around one of the all-time great
superbike engines – the GSX-R1000 K5 unit –
and as the years went on and rivals became
ever more expensive, its price became
increasingly attractive. With the new GSX-
S1000GT, Suzuki is addressing at least
some of those issues while doing well to
keep the price from spiralling out of reach.
Unsurprisingly, the bike’s main parts
are shared with the latest GSX-S1000S,
and in turn inherited from the previous
generation. The chassis and engine are
straight from the naked bike, with 150hp at
11,000rpm and 106Nm at 9250rpm, a twin
spar alloy frame, fully adjustable 43mm
KYB forks and Brembo Monobloc radial
calipers. Basically, stuff that wouldn’t have
shamed a superbike a few years ago. At
226kg ready-to-ride it’s 9kg lighter than the
Kawasaki Ninja 1000SX and by no means
hefty, although that number is 12kg up on
the old GSX-S1000F.
Moving away from the carried-over parts,
the GSX-S1000GT gets is own dedicated
new seat subframe, sitting below a much
longer seat unit that of the GSX-S1000,

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equipped with mounting points for the
optional luggage that most buyers will surely
opt for. Ahead of it, the tank is the same, but
the GT gains a distinctive-looking full fairing
that adopts the sort of angular, chiselled style
that the naked GSX-S1000 introduced for
2021. It’s probably too complicated-looking
to be called pretty, but it’s unlikely to be
mistaken for many other bikes, with notable
touches including unusually small LED
headlights mounted right near the tip of the
nose, beneath eyebrow-style running lights.
The bones of the GSX-S1000GT might be
getting on a bit, but there’s a veneer of high
tech for the new model that means buyers
won’t be missing out on the latest gadgets.
As you’d expect, there’s ride-by-wire with the
associated choice of riding modes, altering
throttle response and power delivery, plus a
five-mode traction control system and cruise
control. On top of those gizmos you get a
bi-directional quickshifter, low RPM assist to
help prevent stalls and an ‘easy start’ onetouch
starter button.
TFT instruments are becoming the norm
these days, and the GSX-S1000GT is no
exception, with a display that’s a quantum
leap forward from the old GSX-S1000F,
which had the sort of grey-on-grey LCD that
conjures images of 1980s Casio watches. The

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new 6.5in design, with a USB socket adjacent
to it, allows smartphone connectivity giving
control over contacts, phone and music
along with proper map-based navigation. It
will even show your calendar.
Of course, there are plenty of accessories
on offer as well, including carbon fenders
and engine covers, a touring windscreen
that’s 70mm taller than the stock version
and – most importantly – a set of matching
luggage to give 36 litres of storage space.
Those panniers come in the same three colour
options as the bike itself; Suzuki’s ‘Triton’ blue,
as used on the GP bikes, a darker metallic
blue, or black. Each case is big enough to
swallow a full-face helmet.
While the market for traditional sports-tourers
isn’t nearly as strong as that for adventurestyle
bikes, there’s no denying that this
style of machine offers a great compromise
between performance and practicality.
Combined with the GSX-S1000GT’s
reasonable price – which will no doubt be
bolstered by a variety of purchase options
when it reaches dealers in early 2022 – the
bike has the makings of a success for Suzuki.

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DESK
DAM BIKE MEANDER
The Rotary Club of Brits-Hartbeespoort is
proud to present the Dam Bike Meander
around the popular Hartbeespoort area in
North-West Province on Sunday, 21 November.
The format is something like the Amazing
Race, except in teams of motorcycles and
therefore far more fun. Each team will have to
follow clues and head to different locations
around the scenic dam, scoring points for
every object collected and completed task.
Such tasks include golf putting, archery and a
slow race, among others. The total distance is
approximately 150km.
It starts at Hartbeespoort Holiday Resort,
the venue of such events as the Rhino Rally,
the Impala Rally and the Pretoria Toy Run, at
9am and will end sometime around 1pm to
live entertainment, food and a bar back at
Hartbeespoort Holiday Resort, plus the prize
giving for both teams and individuals.
The idea is an evolution of the Rotary Club’s
Classic Car Meander that has been running
successfully for the past few years and
adapted for motorcycles. All profits from
the event will be used by Rotary to support
lesser privileged children.
The entry fee is R130 per bike, paid either
by EFT beforehand or on the day. Each
entry gets a free bandana, a badge and a
Hartbeespoort Aerial Cableway voucher
valued at R240.
Tel: 083 263 5326
Web: rcbh.org.za

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wheel is stopped with a two-piston Brembo
floating calliper on a 265 mm disc.
Seat height for the Multistrada V2 and V2s
is set at 830 mm as standard. There is a tall
seat option with 850 mm seat height and a
low seat at 810 mm, while a lowering kit is
available which drops the seat height by a
further 20 mm to 790 mm when combined
with the low seat.
As for weight, the base model Multistrada V2
comes in at 222 kg ready to ride away, while
the Multistrada V2S adds 3 kg for a curb
weight of 225 kg with 20-litres of fuel in the
tank. Weight savings have been gained in the
engine, which weighs 2 kg less, of which 1.5
kg was shaved off the clutch assembly.
Further weight savings are realised in
the wheels, which are derived from the
Multistrada V4, now 1.7 kg lighter than
before while spoked wheels are available
as an option from the Ducati Performance
catalogue. Minor weight savings include
revisions to the wing mirrors and the front
disc brake flanges.
Inside the cockpit, the base Multistrada V2
gets an LCD display while the V2S gets a
5-inch TFT-LCD display as standard. Both
Ducati adventure-tourers get cornering ABS,
vehicle hold control, traction control and
four ride modes – Sport, Touring Urban and
Enduro. Opting for the higher specification
Multistrada V4S gets you cruise control,
Led headlights with cornering lights the
earlier mentioned quickshifter, hands-free
connectivity and backlit handlebar controls.
Both the Multistrada V2 and V2S are
available in Ducati Red with black wheels
while the Multistrada V2S adds a Street Grey
livery with GP Red wheels. There are two
trim options available fitted at the factory
– the Essential trim available for both the
V2 and V2S and the Travel trim which adds
panniers, heated grips and centre stand
available only for the Multistrada V2S.
2022 DUCATI
MULTISTRADA V2
Joining the Ducati Multistrada V4 is the 2022
Ducati Multistrada V2 and Multistrada V2S
which is lighter than the previous Multistrada
950. The two versions of the Multistrada
V2 differ in level of trim and available
accessories as well as colour options.
Mounted in a trellis frame, power for
the Multistrada V2 comes from Ducati’s
Testastretta V-twin, producing 113 hp at
9,000 rpm and 96 Nm of torque at 7,750
rpm, the torque figure dropping to 94 Nm at
6,750 rpm for the Euro 5 compliant engine.
Power gets to the ground via a six-speed
gearbox equipped with slipper clutch and
chain final drive, while the Multistrada V2S
comes with an up-and-down quickshifter.
In the suspension department, the
Multistrada V2S comes with Skyhook
electronic suspension for the upside-down
front fork, adjustable for compression and
rebound, while the rear has fully-adjustable
electronic monoshock holding the doublesided
swingarm. Meanwhile, the base model
Multistrada V2 is equipped with a fullyadjustable
upside-down front fork and a
fully-adjustable monoshock at the back, with
remote spring preload adjustment.
Brembo does the braking for both versions
of the Multistrada V2, the front end getting
a pair of radial-mount Monobloc four-piston
callipers grabbing twin 320 mm diameter
semi-floating brake discs while the back

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With such high goals in mind, it is perhaps
not too surprising that we still haven’t
gotten word from the FIM on what the new
WorldSSP homologations will look like, but
from today’s news, it does seem like those
rules and regulations are in their final stages
of formation.
“For a long time Dorna and the FIM have
been discussing the way to bring more
manufacturers to this class without losing its
competitiveness,” explained FIM President
Jorge Viegas.
“We are now working towards finalising the
new technical regulations to allow popular
models in this range of capacity to participate
in the WorldSSP Class which we believe will
be more spectacular and attractive.”
Echoing that sentiment was WorldSBK
Executive Director, Gregorio Lavilla.
“The Supersport class has been always
a great class with a mix of young and
experienced riders that provides great
racing,” said Lavilla. “The DNA of the MOTUL
FIM Superbike World Championship has
been always a platform where, besides riders,
manufacturers can showcase their products.”
“The motorsport industry has developed
a lot lately and we feel this open-wide
approach into motorsport is needed,
always respecting our values and the one’s
shared with our partners. We thank all the
manufacturers, teams, riders and the FIM for
their continued support; let’s work together
for a brighter future.”
WORLD SUPERSPORT
SET FOR BIG RULES
OVERHAUL FOR 2022
The World Supersport field is ripe for
change, and that shouldn’t be new or
surprising information for anyone following
the space.
This is because the 600cc inline-four market
has disappeared, especially in Europe,
leaving the middleweight class with an
uncertain future in racing.
Where there is an absence, there is a vacuum,
and the space being left behind by the
Japanese supersports is being filled rapidly by
European twin and three-cylinder offerings.
These machines are 900cc twins and 800cc
triples, and would include homologations
for bikes like the KTM 890 Duke R and
Triumph Daytona Moto2 765 / Triumph
Street Triple 765 RS.
Even the Ducati Panigale V2 is expected
to get a blessing from the FIM (though
with some rules concessions to level the
performance), and we would expect to see
the MV Agusta F3 800 on the grid as well.
It is unclear if and how 600cc inline-fours will
continue in the class, though with machines
like the Yamaha YZF-R6 RACE on the market,
there is at least a pathway for new Japanese
bikes on the grid, should WorldSSP wish it.
The goal seems to be having a diversity of
machinery, close to production spec, that
will not only fill the task of serving as an
intermediate racing point for upcoming
talent, but also as proving ground for
manufacturer’s technology as well as
entertaining and close racing for fans.

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By doubleapex.co.za
SA TEEN RUCHE
MOODLEY SET FOR RED
BULL MOTOGP ROOKIES
Moodley will ride a KTM RC 250R in the
one-make series. The bikes are identically
prepared and have sealed engines that
rev to 13 000 r/min. In 2022 the series will
include 25 riders, all aged 13 to 18, from 18
nations. Up to and including 2021, 211 riders
representing 36 countries have competed
in the cup. The addition of Mexico for next
season takes that tally up to 37 and a total of
223 riders who have competed.
Of the previous rookies eight have won
World Championships and last year’s cup
winner Pedro Acosta leads the 2021 Moto3
title chase while former winner Joan Mir is
the defending champ in MotoGP.
The Red Bull MotoGP Rookies Cup has been
a breeding ground for two-wheel talent. Over
the past 15 seasons this feeder formula has
produced no fewer than 30 MotoGP winners.
In 2022 a young South African rider by the
name of Ruche Moodley will be aiming to
make his mark in the series.
Fast genes
Ruche Moodley is the son of 2007 SA
Superbike champion Arushen, who hails from
Gqeberha. The older Moodley also claimed
the 2009/10 UAE Superbike titles. Ruche cut
his teeth in SA but quickly made the move
into European competition to further his
ambitions. Over the past few years he has
competed in several junior categories on his
way to the Rookies Cup. Not only will the
teenager compete in the Rookies Cup but
also in the Hawkers European Talent Cup a
championship that is run by Dorna and feeds
into MotoGP.
We caught up with the 14-year old earlier
today while he was taking a break from his
studies. He said of his upcoming season: “I
feel very happy to be selected for the Red
Bull Rookies Cup. I have been dreaming
about racing in this series since I started
riding. My goal is to learn as much as
possible and fight at the front of the field. I
can’t wait to start the season.”
Talent factory
The riders in this series are chosen from the
best up and coming bike racers in the world.
South Africa’s two-wheel superstar brothers
Brad and Darryn Binder are graduates of
this prestigious program. Brad won the 2016
Moto3 title and now races in the top-flight
MotoGP category for KTM where he won in
his debut season. Darryn competes in Moto3
where is also a race winner. Ruche counts
the Binders as friends who often at hand to
dispense advice to the young charge.

NEWS
DESK
DAVIES TO RETIRE FROM
WORLDSBK ACTION
AFTER THE 2021 SEASON
An illustrious MOTUL FIM Superbike World
Championship career will come to an end
after the conclusion of the 2021 campaign
with Chaz Davies (Team GoEleven)
announcing his retirement from WorldSBK
ahead of this weekend’s Motul Spanish
Round, after starring in WorldSBK since 2012.
Davies has finished runner-up in WorldSBK
on three occasions, in 2015, 2017 and 2018
and third placed on another two occasions
as he often fought for the title throughout
his career. The British rider also had two
full seasons in WorldSSP and won the title
in 2011 by 50 points over his nearest rival,
ensuring he will go down in history as a
World Champion. In that 2011 campaign with
Yamaha ParkinGo, Davies claimed six wins
and eight podiums on his way to the title
and earning a 2012 WorldSBK seat onboard
Aprilia machinery.
His debut season started a run of ten
consecutive seasons scoring podiums in
WorldSBK while he has taken victories
in all but two of his campaigns. For 2013,
Davies switched to BMW machinery which
featured a win on BMW’s home turf at the
Nurburgring before switching to Ducati for
2014 for this third manufacturer in three
years. He remained with the factory Ducati
team until the end of the 2020 season,
taking them close to the title on numerous
occasions throughout an illustrious career.
For his last campaign in WorldSBK, Davies
had been competing on the Independent
Ducati outfit, Team GoEleven, taking one
podium at the start of the season.
An emotional Davies announced at
Jerez that the 2021 season would be his
last, saying: “I just wanted to say that
unfortunately in some ways, and fortunately
in others, this will be my last season in
WorldSBK. It’s obviously a decision that has
not come easily, it’s taken a lot of thought
because I’m a strong believer in when
you’re done, you’re done. To me, the timing
seemed right to make this decision. Like I
said, very difficult and a lot of deliberation
especially being here at the circuit again!
It even felt different walking in a couple of
hours ago to make this announcement. You
need to change something in your head.
Here we are. There’s a lot of reasons behind
it and like I said, a lot of deliberation and
wondering whether it’s the right move but
I’m very confident and I’m both happy and
sad at the same time that it is the right
decision. Ready to turn the page and open
up the next chapter.”

ALPINESTARS PRIMER
RIDING SHOE
The Alpinestars Primer is a protective
motorcycle shoe which can be worn casually
both on the motorcycle casually and for
other leisure activities.
The Primer boasts a causal last which gives
it an excellent spongey underfoot feel for
all-day comfort. It offers a snug fit coupled
with ample inner volume creates a shoe
which offers exceptional all-round foot
comfort. Its flex grooves on foot front offer
enhanced levels of flex while walking.
Oh yes, and it looks so cool...
Avaiable from www.bikekings.co.za
Price R4000
SHOEI X-SPIRIT 3
MARQUEZ6 HELMET
The Shoei X-Spirit 3 is the top line helmet
from Shoei, as used by the best in the
business, inluding Marc Marquez. Featured
here is the latest replica available for the
8-times world champion.
When going flat out on a MotoGP bike, you
do not have any time to take care about
issues with your helmet. This was one of the
main targets during the development of the
X-Spirit III. The helmet should be perfect for
racing, and nothing else. With the extreme
ventilation performance and the highly
sophisticated aerodynamic system, the
X-Spirit III is your perfect companion to take
the top place on the podium.
Avaiable from Moto Mate Edenvale
Tel 011 027 0545/47
Price R14999
ALPINESTARS SMX
PLUS V2 BOOT
The SMX Plus v2 Boot perfectly blends sleek sports
styling with advanced protection features developed
in Alpinestars performance footwear department.
It features advanced microfiber upper construction
for lightweight high performance protection and
superb levels of flexibility, as well as a Front flex
area is constructed with a soft microfiber for
improving abrasion resistance and natural forwards
and backwards movement.
Flexible accordion microfiber on Achilles gives
enhanced natural movement.
The latest colour style pictured here has just arrived
in SA and is now available from Moto Mate Edenvale.
Avaiable from Moto Mate Edenvale
Tel 011 027 0545/47
Price R7399

READY
SA Exclusive Test
TO RACE
ktm 1290 superduke rr
KTM’s all-mighty 1290 SuperDuke R needs no
introduction. It’s brutally good in every way
and excites more than most - that’s why most
can’t get enough of it - including ourselves.
But, KTM are not one’s to just sit back
and enjoy their success. They are
always looking for more, so, they
given their hyper-naked machine
an extra R making it more ‘Ready
to race’ than ever.
Words by Rob Portman Pics by Beam Productions

They say in life it’s not what you
know, but who you know, and this
came into play once again with
this exclusive SA test as I am lucky
enough to know a guy who recently
got himself 1 of only 7 new KTM
machines to arrive in the country
and lucky for me, and you all, he let
me test his gorgeous new naked
orange beast.
Now, you might be thinking that
this is just an ordinary KTM 1290
SuperDuke R and in many ways, you
would be forgiven for thinking that as
it does look just like that. But, it isn’t.
This one has an extra R on in, and
when motorcycles get an extra R on
that means not only will you pay extra
Rands, but you get more Radical,
more Refined, more... RACEY!
That’s exactly what the new KTM
1290 SuperDuke RR is all about -
giving the customer more! Over the
years, any KTM model that had an R
at the end of it meant pure radical
and more radness. So, you can
imagine what happens when they
put two R’s at the end?!
KTM prides themselves on their
racing achievements, hence why
their slogan is ‘Ready to Race’ and
one can feel the track-inspired
goodness in most of their models,
but this RR takes the cake and is
more ‘Ready to Race’ than ever.
What does the extra R mean?
I’ve said in many times - I love
SuperDuke! It’s just so much fun
to ride an orange naked beast
(ok, that sounds a bit weird). It’s
raw, edgy, thrilling ride gets the
heart racing and face smiling every
time. The only downside to it is
that when buying a new 1290 SD
R one does not get the complete
package. Customers have to fork
out more rands to unlock the full
potential of the bike by purchasing
the track pack, which unlocks the
beast within.
So, the RR version is basically
all that 1290 SD R goodness made
better and with full potential and
more unlocked. It’s lighter, faster
and more blinged-out compared to
the R model. When I say faster, it
still makes the same power figures
from the same LC8 twin-engine
both models share, but the lighter
weight, full electronics pack and
updated suspension makes it faster
lap times wise out on track.
To be honest I’m glad they did
not throw any more power at it as
it’s more than fast enough with the
180hp and 140Nm available. This
thing is stupid fast and the grunt
from low down is astounding.

The RR is more on
par with Superbikes
than ever before.
The RR is the most
‘Ready to Race’
SuperDuke ever!
KTM have improved their naked beast
over the years adding more refinement
and maturity mostly in the suspension and
electronics department, while also keeping
that raw edge that KTM customers are
accustomed to and love.
KTM have turned it up to 11 with their state
of the art new 1290 SuperDuke RR, taking
the already formidable stock machine and
stripping out every gram of fat while tuning
the electronics to the max.
The first thing you’ll notice is that
almost everything that can be carbon
fibre is carbon fibre. The fairing, the chain
guard, the mudguard, the brake ducts,
the undertray – even the ignition lock. The
fancy plastic self-supporting seat unit of the
standard R has been replaced with a carbon
single seat unit that weighs just 800g. There
are new machined triple clamps that save
320g, new forged wheels that save 1.5kg
and a new battery that drops another 2.5kg.
The result is a bike that looks more like a
concept bike than a production bike and
weighs 9kg less than the standard model.
KTM say they could have gone further with
the wheels but their tame ex-MotoGP racer,
Jeremy McWilliams, advised against it as
they wouldn’t have been stiff enough to get
the most from the chassis performance.
Away from the weight trimming KTM
have boosted the levels of kit on offer. The
standard WP suspension has been replaced
with their Apex Pro level components. Up
front the RR features Apex Pro 7548 closed
cartridge forks while at the rear there’s an
Apex Pro 7746 shock that can be adjusted
in length for sharper turn in. There’s also an
adjustable Apex Pro 7117 steering damper.
No wannabe track racer is complete
without sticky rubber, so KTM have shod the
RR with Michelin Power Cup 2 tyres.
KTM have turned it up
to 11 with their state
of the art new 1290
SuperDuke RR, taking
the already formidable
stock machine and
stripping out every gram
of fat while tuning the
electronics to the max.

In only his second race ever, and the RR’s
first race meeting, Graeme and his RR battled
for the win in the Streetbike class just missing
out on top spot, taking a well earned 2nd
overall proving just how good this machine is.
Graeme entering the WOM Series provided
the perfect testing ground for me to test the
new RR. There was an open trackday session
on the Thursday before so I jumped at the
opportunity to test the RR at a track I love and
have raced at before on a 1290 SuperDuke R.
A few years back I did the exercise of taking
a 1290 SD R and entering it into the BOTTS
class to see how it compared to fully blown
race bikes of the Italian kind. It passed with
flying colours as I managed a 2nd place in
heat 1 setting very competitive lap times in
the process. Race 2 did not go as well, but it
was more my fault than the bikes. I got out
front and pulled a healthy 2-second lead after
only 1 lap, but then, whilst trying to do my
best Brad Binder impression carrying massive
speed and lean angle into the fast right-hand
sweep, threw the bike into the PE scenery. A
low point of the exercise no doubt but we did
prove that the 1290 SD R was indeed ‘Ready
to race’ and competitively at that. We then
also went on to finish the then 24 Hour race at
RSR in 2nd place on the same machine. That
raised many an eyebrow and since then I have
seen plenty more SD’s out at track days and
race meetings.
The only problem with that whole exercise
was the fact we had to do a lot of suspension
work to get a decent setup. Pulling forks
through, adjusting pre-load, and lots more
to try get the best out of the then none high
spec suspension on the then Gen 2 model.
Luckily the new Gen 3 beast comes with
much better suspension - the WP Apex -
The accessorising doesn’t stop there
either. As well as all the carbon fibre, the RR
comes with adjustable controls throughout,
a titanium Akrapovic slip-on and a quickaction
throttle. There have been changes to
the electronics, too, including a reduction
in traction control intervention in all modes.
Sport mode has been replaced with
‘Performance’, which lets you fiddle with TC,
and throttle settings, start launch control as
well as disabling anti-wheelie.
KTM made just 500 of them globally and
even with a R405,999 price tag they’re sold
out fast, making this test very exclusive and
making me one lucky journo to be able to
test it.
The RR felt like a real
superbike track weapon -
just what one would expect
from a machine tested and
approved by a MotoGP rider.
Riding the RR
Graeme Stretton is the proud owner of this
new machine and he bought the bike from
RAD KTM in Sandton and the first thing he
did once the run in service was done was
enter it into the streetbike class at round 4 of
the WOM Racing Series down in PE.

The RR version takes the SuperDuke
experience to a new level in every
department. It handles shaper and
is more direct than ever. It’s more
assured, especially on the front
where naked bikes tend to feel a bit
twitchy out on track.

which was the most welcomed change on
the new spec bike. The RR version takes it’s
to the next level with the more racy Apex Pro
suspension front and back. This, and the 9kilo
overall weight saving is what made the RR
feel much better out on track compared to
the current R model, which is already a leap
ahead of the Gen 1 and Gen 2 models.
The RR version takes the SuperDuke
experience to a new level in every department.
It handles shaper and is more direct than ever.
It’s more assured, especially on the front where
naked bikes tend to feel a bit twitchy out on
track. When I tested the new R model for the
first time I could feel a massive improvement in
the handling department out on track thanks
to the new WP Apex suspension and RC8
R superbike chassis, but the RR’s Apex Pro
suspension and setup done by former MotoGP
rider Jeremy McWilliams takes it even further.
When buying the RR you get a full manual
with various suspension settings from
McWilliams himself. There is a street, sport
Owner Graeme
with his new
RR and his first
ever track racing
trophy in only his
second race ever.
RATINGS
PRICE: 7/10
LOOKS: 9/10
TRACK: 8/10
HANDLING: 8/10
POWER: 8/10
TOTAL: 40/50
SPECS
POWER: 180 HP
TORQUE: 140 NM
WHEELBASE: 1496 mm
SEAT HEIGHT: 837 mm
DRY WEIGHT: 180 kg
FUEL TANK: 16 L
and racecourse setting available, so the rider
can use the special tool that comes with the
bike and conveniently make changes.
We had it set on racecourse and it was
perfect. No need to change a thing. The RR’s
setup was perfect with the stiffer settings
for track and combined with the very sticky
Michelin Power Cup 2 track tyres was eating
up the gorgeous PE track. Touching on the
Michelin rubber and I was very impressed. I
always think bikes like this need the best in
the business Pirelli rubber fitted, but these
Michelin’s felt great and offered proper good
grip and stability on corner entry, mid-corner
and exit. No complaints whatsoever and
lasted a lot longer than the Pirelli’s that most
were using on the weekend.
Braking from the top-spec Brembo
Stylema’s was awesome - great feel, no
hesitation or fade. The stiffer and higher
specced suspension also helped and gave
the bike a much more solid feel overall, so no
diving too much hitting the bottom getting
the bike all out of shape. Planted and assured
all the way around.
The electronics were also much better. No
interference at all, just working perfectly in
the background offering me all the assistance
I needed to go fast. Wheelie and traction
control was set at 1 just to help me control
the very powerful and responsive 140Nm of
torque available and boosted 180hp thanks to
the 17% extra being at sea level.
Overall the bike felt great and the extra
R could be felt in all departments. It did
everything better and felt a lot more assured
out on track, which is pretty much why the
bike was created. There’s no pillion seat, plenty
of carbon fibre, pro suspension and full track
electronics making it a proper track weapon. I
just wish KTM had maybe thrown a full fairing
on it, making it a proper RR superbike model
because it sure felt like one... but let’s wait and
see if a Super, Duper 1290 SuperDuke RR-R
will make an appearance sometime soon... Oh
please KTM, make it happen!!!!

multi
sport
Ducati Multistrada V4 Pikes Peak
SA Exclusive Test
This is an unusual test. Ducati’s Multistrada V4
Pikes Peak hasn’t been officially announced. To
be frank, I’m not totally sure that it’s going to
be called ‘ Multistrada V4 Pikes Peak’ because
Ducati were keeping very tight-lipped on that
and many other matters. I don’t know its price,
weight or power and torque figures as Ducati
weren’t forthcoming on specifications either.
No, this was a ‘blind test’ of a new prototype
Multistrada V4, which will probably be called
the Pikes Peak and be revealed to press and
public at the end of this year.
Words by Adam Child ‘Chad’ Pics by Ducati/Alex Photo

What I do know is that I was the first
person outside Ducati to ride it and
that, as you can see, the bike I rode isn’t
fully finished. It’s a test mule for the
Pikes Peak’s development team who,
thankfully, allowed me a few sessions on
track to get a flavour of what’s in store
for 2022.
So what is it?
The Multistrada V4 Pikes Peak promises
to be the most powerful and sporty
Multistrada ever.
Although Ducati wouldn’t reveal any
power figures, its Panigale-derived
Granturismo V4, now with conventional
spring-operated valves and 36,000-
mile valve-service intervals, is certain
to have more grunt than the older
Pikes Peak’s Testastretta DVT L-twin.
I’d expect peak power to be fraction
higher than the current Multistrada V4’s
168bhp @ 10,500 (up from twin’s 152hp
@ 9500rpm old model) with torque
output in line with the current V4’s
125Nm (92ftlb) at 8750rpm. There could
possibly be a small increase in over-rev
rev for such a sports-focused machine.
Track focus
When Ducati introduced the new Multi
V4 this year, a major shift was the move
to a 19-inch front wheel to improve
its off-road capabilities. For the Pikes
Peak model, Ducati has opted for 17-
inch wheels, which highlights both its
track-focus and new lack of off-road
ambition. And to show how serious
Ducati are about its sporting intentions,
the test bike was fitted with Pirelli SC1
slicks front and rear (120/70x17 front,
200/60x17 rear), although that was just
for the day of my ride.

Suspension
The older twin-cylinder Pikes Peak ran
conventional Öhlins units but now Ducati
has opted for semi-active Öhlins suspension,
front and rear, instead of the electronic
Skyhook Marzocchi items found on the 2021
Multi V4S. Ducati wouldn’t confirm their
spec, so we don’t know dimensions or travel,
but they appear similar to those on Ducati
Panigale V4S.
Technology
There are four riding modes to choose from:
Race, Sport, Touring and Urban. The Race
mode has replaced the standard bike’s
Enduro mode, as getting dirty isn’t on the
Pikes Peak bucket list.
As you’d expect, a plethora of rider aids are
linked to these modes, including lean sensitive
traction control and ABS, plus wheelie
control. The large TFT dash highlights the
riding mode, rider aids, and the pre-selected
suspension set up, even the spring pre-load.
There’s also an up and down quickshifter.
Obviously, the rider aids will be completely
new, with new settings and algorithms to
match the new chassis and shorter-travel
suspension. Launch control wasn’t discussed
or tried, but we can assume cruise control as
standard, probably Adaptive Cruise Control
first seen on the Multi V4 this year.
The radial-mounted Brembo M50 Stylema
brakes appear to be the same as those on the
V4S Multistrada, although the discs and brake
pad material are likely to be different. Again,
the lean sensitive ABS will have a different
setting compared to the long-travel Multi V4.
The large TFT dash and switchgear are
similar as the standard Multi V4. Mirrors were
not fitted to our test bike, and I’m unsure of
fuel tank size and seat height, but it’s certainly
lower than the standard bike’s.
Let’s ride
The prototype Ducati Multistrada V4 Pikes
Peak sits alone on paddock stands, tyres
cooking in a deserted paddock. Due to the
secrecy of this test, Ducati has exclusively hired
the Autodromo di Modena racetrack. All the
garage doors are closed, except ours. There
are just four Ducati staff present, plus me.
I know this tight and twisty Italian track like
the back of my hand, so lap one is taken to 50
or 60% to scrub in the slicks, then it’s flat out,
pushing for a fast lap.
At the end of the straight, towards the top
of fifth gear, it’s hard on the Brembo stoppers
and back to second gear on the quickshifter’s
auto-blipper for a tight right. Stopping power
is immense, while the bike’s stability and
control are equally impressive.
Next up: turning. The Pikes Peak is in a
different league to the standard Multi V4. I
thought it might struggle on such a tight track
but it makes light work of even the slowest
turns. Knee-down left to knee-down right is
so easy it can’t just be down to the smallerdiameter
wheels. I think Ducati has reduced
both unsprung weight and possibly the
bike’s overall weight, too. They may also have
moved the centre of mass to sharpen up the
steering as it’s ridiculously simple to bang the
Pikes Peak from one side to the other.
In Sports mode, power isn’t arm-ripping
brutal, and I suspect available torque is limited
in the first two gears. Driving hard out of the
final turn in second gear, it’s quick but not
harsh or aggressive. With the throttle against
the stop, 100% pinned, I can feel the rider aids
controlling the front wheel lift in second gear
(and there’s little better in life than a sticky
front tyre hovering above a warm racetrack).
Each lap I brake a little later, turn a little
faster and the prototype delivers. As you’d

expect with Pirelli slicks in perfect conditions,
grip isn’t an issue. Instead, the problem lies
in getting used to carrying so much lean and
corner speed on a bike originally designed to
be an all-rounder.
Eventually, pegs start to scrape and I begin
to run a run wide of corner apexes, signalling
the limit for the Sports mode suspension
settings (designed for aggressive riding on
road tyres), so it’s time to head to the pits for
a breather and try Race mode.
Race mode
Into Race mode, and the suspension is now
catering for track riding on grippy tyres. The
ride is firmer, pre-load is up from 16 to 21 and
clearly shown on the dash. Rider aids are
also backed off; in fact, I could have opted
to switch them off completely, but as this is
a priceless prototype, and one of only two in
existence, I thought it would be prudent to
ride with a safety net.
The difference between Race and Sports
mode is immediately apparent, which
highlights the quality of the electronics rider
and semi-active suspension. There is even
more control and noticeably less fork travel
which, with less intrusive lean sensitive ABS,
allows me to brake fractionally later, holding
on to the lever right up to the apex. In Sports
mode, at race pace with slicks, it would miss
the apex slightly, now it’s hitting it every time.
Stability when braking heavily from high
speed is solid and reassuring. At extreme lean
angles generated via the grip generated by
the Pirelli slick, the pegs still touch down, but
they’re not buried into the asphalt as they
were previously in Sports mode.
Changes in direction, so fluid in Sports
mode, are now electric as the taught chassis
allows you to turn a fraction quicker and
get on the power sooner. In Sports mode,
there’s more travel and you have to ‘lift’ the
bike over the rear shock, then for a fraction
of a second let it settle. Now that transition
is much quicker, allowing me to get back on
the unintimidating and useable power early,
again still with the rider aids there in the
background.

Power output in Sports and Race mode feel similar,
with Race a little sharper at the bottom and the
throttle map slightly more aggressive. But again, this
isn’t scary Panigale-type power; it’s manageable and
usable (despite having similar power to Ducati’s 1198S
from 2008-2012!).
It’s a slightly odd feeling riding the Pikes Peak
to the limit on a track – and no amount of clever
development can disguise the fact that it is a large
motorcycle. Yet for a big bike, it not only works on
track but is also relatively easy to manage and ride
quickly. When we eventually see a production Pikes
Peak for real, it certainly won’t be intimidated by the
trackday fast group and, given that it’s a Multistrada,
should deliver a cracking ride home afterwards too.
“After all, a bike that can
whisk you comfortably
to the track, cut it in the
fast group, then rush you
home again without fuss
– and do all those things
without noticeable
compromise – will be
extremely popular. We
can’t wait to ride one.”
Verdict
We’ve only got a flavour of what the new Multistrada
V4 Pikes Peak will be like. There’s no spec-sheet yet
and the development team is still putting the final
touches to the bike. But we do know it will be the
sportiest Multistrada ever.
The old twin-cylinder Pikes Peak was good but
essentially a standard Multistrada with a higher
specification and accessories. For 2022, the new Pikes
Peak will be significantly different to its stablemate
with 17-inch wheels, new chassis dimensions and
all-new track focus – effectively an SP version of the
Multistrada and only the same in name and engine.
Price-wise, expect it to be higher than the R358,700
you pay for an S version Multi, and I’m sure dealers are
taking deposits now. After all, a bike that can whisk
you comfortably to the track, cut it in the fast group,
then rush you home again without fuss – and do all
those things without noticeable compromise – will be
extremely popular. We can’t wait to ride one.

Seaside
FIRST SA RIDE: THE NEW HAYABUSA
Romance
There’s been much talk about the new Suzuki Hayabusa,
many saying that the Japs have not done enough to their
Hypersport machine. The spec sheet does not really help their
cause, but, they say once you have ridden it the spec sheet
goes out the window. Let’s find out then shall we...
Words by Rob Portman Pics by Chris Kunn
In 1999, the motorcycle world as we knew
it changed forever - the Suzuki Hayabusa
was born. A 1300cc hyper sportbike with a
barbaric 175hp and 138Nm of torque. A was
a production bike boasting the most power
ever seen for the public, and the world loved
it. Sales hit the roof, herein SA riders went
crazy - Brakpan and Springs would never be
the same again.
Suzuki took whatever rule book there
was and burnt it to a crisp. They turned the
sportbike market upside down and both
Suzuki and the world was loving it.
Fast forward and Suzuki made
improvements to their Hayabusa machine
over the years cementing its status as
the top hyper sportbike. Kawasaki came
along with their ZX14 model and that put
massive pressure on and took sales away,
but ultimately, the Hayabusa brand was very
much born and legend status earned.
Things were going well until green peace
came along and this would seriously dent the
Hayabusa and Hyper sport bikes progress.
Euro regulations almost killed the Hayabusa
brand. Restricting the 1300cc engine was
not really an option, especially with 1000cc

superbikes gaining more popularity with their big
horsepower figures and high tech. Hyper sports were
taking the back seat while superbikes took centre
stage. News broke a few years back that the loved
Hayabusa brand could come to an end, and did for
a while in some world markets, but luckily here in SA
Hayabusa sales were still thriving and then the news
broke. News that SA bike fans, Brakpan, Springs and
now also the West Rand were dying to hear - a new
Hayabusa was on the way.
Talk of a 1500cc supercharged hyper machine
excited many - again, SA went mad at these rumours.
Hayabusa tattoos all over the land were being
displayed proudly until the first news of the new model
broke. No supercharger? No bigger engine? Less power
figures? Similar styling? Suzuki, how could you!!!
Fans were ready to burn down the Suzuki factory in
protest and have their Hayabusa logo tattoos removed
in outrage that Suzuki was going backwards with their
new machine.
The internet literally blew up with unhappy fans
worldwide sharing their disgust at Suzuki’s new model.
To be honest, when I first saw pictures and read about
I too was not very impressed. The problem was we
were all hyped up with the thought of a supercharged
1500cc, 3 million horsepower bike that in reality would
never come. We were also shown illustrations and
concepts of what a new Busa would look like - and we
loved it!
Again, we had to come back to reality. There was
never going to be a supercharged, 1 million cc machine.
That’s not Suzuki, and that’s not Hayabusa. Think about
it. Why would Suzuki want to stray too far away from
Hayabusa? It’s worked so well for so long, so, Suzuki
did what Suzuki do best, keep it neat and simple.
The Turbo charged Hayabusa concept we were all expecting

They took a winning formula, added a bit
more modern to it and made, well, a modernday
Hayabusa. All that good Hayabusa DNA
- power, comfort and style - just wrapped up
in a different way. Even though the new/old
engine features 550 new parts it makes less
power, this was another big talking point and
one many were not happy with.
Suzuki told us all, don’t worry, it’s better
than ever. The spec sheet does not tell the full
story. Don’t look at the numbers, ride the bike
they said. These sentiments were echoed by
my fellow journo mates over in the UK, who
were the first to sample the new machine (I’m
sure you read the full review we had a few
months back by Adam Child).
Now, finally, it was our chance here in SA to
test the new Legend and see first-hand what
all the fuss was about.
RIDING A NEW LEGEND
Looking at the spec sheet and one can
understand all the outrage. In the 22 years of
Hayabusa, Suzuki had managed to only gain a
few more ponies and torque and shed only a
few kilos. This while 1000cc superbikes were
getting lighter, faster and more sophisticated.
Too many, 187hp and 150nm was nowhere
near good enough. A Ducati Panigale V4
was making close on 220hp - how dare you
not make a 1300cc have more power. The
previous model made 195hp and 154Nm, so
yes, on paper Suzuki had gone backwards.
Old wet weight was 266kilos, and now was
264 - only 2 kilos lost after all these years?
Again. How could you Suzuki...
But, the new Hayabusa is very much a
case of not what it delivers, but rather how
it delivers it. Not what the spec sheet says,
but rather how it feels to ride. I was told it’s
spectacular, and to be frank, it was!
Suzuki said; “Ride it and it will all make
sense” and that’s exactly what happened after
my 470 plus km day spent on the bike.
Heading into a test like this, with a bike
holding such high expectations, one has to
have an open mind. Most bikes these days sell
you with the spec sheet alone, so you know
exactly what you are going to get. With this
new Hayabusa, it’s almost the opposite. You
look at the legend rather than the spec sheet.
You look at what made it so great in the past
and what made riders/fans get the logo inked
into their flesh. Brute power, comfort and
muscle styling - that’s what it’s all about.
The new Hayabusa is everything good
about previous-gen models just made better.
It looks better, rides better and holds the
Hayabusa brand flag up high.
When pictures were first released I was not
too impressed, but now I look at them with
a new frame of mind. Is it Busa? Yes. Has it
been made better? Yes. I found myself loving
it more and more every time I looked at it on
this test. It’s had a few doses of botox all over.
It’s had a proper facelift and looks sharper,
younger, fresher. It’s kept that Hayabusa look
and feel, but with a bit more zest.
You look at what made it
so great in the past and
what made riders/fans
get the logo inked into
their flesh. Brute power,
comfort and muscle styling
- that’s what it’s all about.
The new Hayabusa is
everything good about
previous-gen models
just made better. It looks
better, rides better and
holds the Hayabusa brand
flag up high.

I love the integrated indicators front and
back. I love the new LED lights. I love the
new tailpiece. I love the new air ducts on the
side and colour trims - even the chrome ones
on this white model I tested - my Springs
heritage coming out.
The new Hayabusa is very much ‘less is
more’. Yes, it’s less numbers in many cases
but so much more when riding. The way it
delivers the power is superb. That 150Nm
of torque comes out to play everywhere
offering brute punch throughout the rev
range. No need to scream this machine to
get going. Pick a gear, turn the throttle and
off you go. All that torque and power makes
it very easy to ride. It’s a lazy bike in many
ways. Just sit back and enjoy the ride and
when you want ballistic power, just ask, and
you will get plenty of it.
What we must remember with the new
Hayabusa is that Suzuki has now had to play
by very strict Euro rules. Not like the old days
where it was go crazy and don’t worry so
much about the planet. Now, it’s go green
and make the world a better place. Suzuki
has had to stick to Euro 5 regulations, which
is like taking the roar away from a Lion - very
restricting. The new Hayabusa has 3, yes 3
catalytic converters to help keep in line with
Euro 5 regulations. That’s very restricting
indeed, and why the power figures are not
that of the previous model. What Suzuki has
done is give the bike a wider spread of power.
This makes it very smooth and responsive -
better than ever before.
The riding position has changed slightly,
with the handlebars 12mm closer to the
rider and the seat height 5mm lower, so you
sit more in and don’t have to stretch as far
to reach the bars. The riding position was
great and comfortable for 250km one shot.
Anything longer and the legs start taking
a bit of strain. Even my short leg syndrome
struggled a bit, so I do worry about taller
riders being 100% comfortable. But, like I said
for a 250km sprint it feels great.
My ride on the new Hayabusa was from Port
Elizabeth, through Knysna and to George. I
was very excited and didn’t waste too much
time getting to George so I could put the
Hayabusa’s handling to a true test. Yes, it felt
great on long open roads with long swooping
corners that even a tractor would feel good
on, but I wanted to see how it handled
sweeping bends at speed. So, the perfect test
track was just ahead - Outeniqua Pass.
You will see by the video review I am busy
with now and will be up on our YouTube
channel soon that the new Hayabusa is no
slouch around corners. It tips in at very little
request, holds its line very maturely and
finishes off the corner with style.
At 262kilos it’s very heavy, but that’s always
played in favour of Hayabusa. That extra
weight translates to stability and confidence
out on the open road. Thrashing through the
pass the Hayabusa felt more planted than a
weed bush in Bob Marley’s garden. It gives
off an assured feeling that instils nothing but
confidence in the rider. Tight, slow corners do
pose a bit of a challenge with that weight and
getting it on and off the side stand does take
a bit of Crossfit, but when out on the open
road, it thrives, more so than ever before.
Now, I haven’t spent as much time on Busa
models in the past compared to superbikes
but when I did ride one I always had a big
question mark over the brakes. They worked,

Myself, the new
Hayabusa and Outeniqua
Pass will share this love
affair for many moons
to come. It was a match
made it heaven

ULTIMATE PERFORMANCE
C
M
Y
CM
MY
CY
CMY
K
but sometimes gave off a feeling that they
might not. The sharpness was not always
there, which had me worried and unable to
ride the bike to its full potential. Even when
Suzuki made the move to Brembo brakes
for the Gen 2 models, the problem was still
not 100% sorted. Much better for sure, but
not completely satisfying for a 260 kilo plus
machine with close on 200 hp.
I’m very pleased to say that this problem
has been resolved. The new Hayabusa, with
its newer, higher spec Brembo Stylema brakes
and floating discs get the job done the first
time, every time. The feel was great and no
fade or uncertainty whatsoever. This put my
mind very much at ease and focussed just on
enjoying what is a brilliant machine.
Another aspect of the new bike that is
better in every way is the new dash - a perfect
blend of old school and new - a perfect fit
for Hayabusa. It would have been easy for
Suzuki to be tempted to go for expected allout,
oversized screens used on many other
modern bikes. Instead, the firm is sticking to
the two big analogue gauge dash layout of
older Busas, but with a colour TFT screen
between them to display all the extra info.
THE ALL NEW GSX1300R
> Suzuki Intelligent Ride System (SIRS)
> Motion Track Traction Control
> Engine Brake Control
> Bi Directional Quick Shifter
> Launch Control System
> Cruise Control System
> Legendary Power & Durability
> Ultimate Aero Dynamics
FOR MORE INFORMATION VISIT YOUR NEAREST SUZUKI DEALER!
www.suzukimotorcycle.co.za suzuki_za_motorcycles @MotorcycleSA

It did take me a few glances to get used to
reading speed and revs on analogue again,
but as I said, very Hayabusa fitting to me,
anything else would have spoilt it.
Suzuki still offers multiple riding modes,
first introduced back in 2008 with the SDMS
(Suzuki Drive Mode Selector) system, but
the new model’s version of the system is
much more in line with modern expectations.
Called SDMS it gives three pre-set options,
each altering power mode, traction control,
wheelie control, engine brake control and
quickshifter settings, plus three user-definable
settings. It all works and what I love most
about it all is how easy it is to operate. It’s
very easy to change settings and find modes
- none of these hundred different menus to
scroll through - again, the simple yet effective
approach by Suzuki.
The new Hayabusa also gets a new
electronics package, which includes all the kit
you’d expect from a range-topping bike, like a
six-axis IMU and cornering ABS, all with layers
of options and settings. There’s also cruise
control and a combined braking system,
rear-wheel lift control, hill-hold control, a onetouch
starter button and a low-RPM assist
system that helps prevent stalls.
I can’t say I put all of them to the test
but I can say the cruise control is a dream
and super easy to activate and deactivate.
Everything about the new bike is easy, usable
and enjoyable.
So, Suzuki was right and my pommy mates
were too. They said don’t be put off by the
numbers, rather ride the bike and see and feel
for it for yourself. I’ve been lucky to ride this
new bike which I can honestly say is a great
and better than ever representation of the
Legendary status that is Hayabusa. It’s not
a revolution but rather a perfect evolution
of Hayabusa. Fans can be happy with what
Suzuki has done and can proudly show off
their Hayabusa tattoos once again!
To me, the biggest problem Suzuki faced
with the new Busa was the expectation. They
got it so right so soon, from the first bike in
1999. They made it better and better, which
raised expectations even more. The fact they
got it so right so soon put massive pressure
and expectation on this model - hence the
outrage when it wasn’t what we all expected.
Everything Suzuki has done with the new
Hayabusa makes sense and cents. Priced at
R329,000 I see it as great value and had they
gone the way many of us wanted, this would
not be the case.
There’s no turbo? Yes, it’s not practical for
everyday riding and could cause problems
over time. There’s not a new, bigger engine?
Yes, but there are 550 new parts that give
the motor a fresh new approach and help
with broader, more usable power. It’s still
bulletproof Busa, and if Suzuki were to make
a whole new engine, with a supercharger, then
the price would have been around R50-80k
more, which then would have put it close to
R400k or over, which would make Hayabusa
not very accessible to the public, which would
make Busa fans even angrier.
So, Suzuki was right and
my pommy mates were
too. They said don’t be put
off by the numbers, rather
ride the bike and see and
feel for it for yourself. I’ve
been lucky to ride this new
bike which I can honestly
say is a great and better
than ever representation
of the Legendary status
that is Hayabusa.
RATINGS
PRICE: 8/10
LOOKS: 8/10
ROAD: 8/10
HANDLING: 8/10
POWER: 9/10
TOTAL: 41/60
SPECS
POWER: 187.7 HP
TORQUE: 150 NM
WHEELBASE: 1480 mm
SEAT HEIGHT: 800 mm
WET WEIGHT: 264 kg
FUEL TANK: 20 L

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A TRUE READY TO
RACE
BIKE
KRÄMER
GP2-R
The Krämer GP2-R is the sister bike to KTM’s limited edition RC
8C, which sold out in under 30 minutes. The Krämer uses a KTM
890 parallel twin engine housed in a chassis designed for the
track only. The GP2-R is a high spec race bike, which inspired
the RC 8C, but unlike the KTM, is available to buy, and comes
ready to race or just to have fun with (www.kmc-uk.com).
Words by Adam ‘Chad’ Child Pics by Tim Keeton – impact images
Don’t worry if you have never heard of
Krämer, most haven’t. The company was
set up by Marcus Krämer, a former KTM
employee, to build race bikes using KTM’s
engines as their platform. This is not the
first bike to come from Krämer, they already
produce a single cylinder 690 EVO2-R,
which weighs just 125kg and makes 85hp,
and a 790 twin, using the engine form the
2018 KTM Duke.
But this is the latest bike to come from the
German factory: the bespoke GP2-R, using
the latest 890 unit which normally powers
KTM’s 890 Duke R. And, yes, this is the sister
bike to KTM’s £31,000 RC 8C, which was
produced in limited numbers (100 were built)
and sold out almost immediately. The RC 8C
was built in partnership with Krämer – they
are essentially the same bike –aside from the
different bodywork and wings. But unlike the
KTM, you can buy a Krämer today for a more
reasonable £26,480 – just paint it orange
(http://www.kmc-uk.com/about.html)
So what is it?
Simply put, a ready to race track bike. It was
never designed to be Euro-5 compliant or
take luggage or a pillion; it was designed

specifically for the track. This suggests the
design team could focus directly on lap times
and didn’t have to worry about comfort or
mirrors.
This means it makes 130hp like KTM’s road
bike but weighs just 140kg (Dry). This is a very
trick motorcycle: fuel tank under the seat,
slick Pirelli rubber, lightweight Dymag wheels,
WP fully adjustable suspension front and rear,
multi adjustable chassis… Yes, seat height,
rake angle and fork offset can all be adjusted.
There’s also Brembo Stylema brake calipers,
wet and dry engine maps, plus adjustable
engine braking, an up and down quickshifter,
a steering damper, serious crash protection, a
brake guard, and a GPS dash/logger. Even the
titanium bolts are pre-drilled and lock-wired.
The Krämer is a track-ready, over-the-counter
race bike. Just turn up to a track day or race
meeting, no trolly starter or pit crew required.
The standard KTM engine starts on the button
just like a road bike – but that is where the
similarities end.
It’s not cheap.
Agreed, £26,000 is a lot of money for a bike
you can only ride on the track. It is essentially a
toy, like a high-end kit race car. But if you were
to buy a road bike and convert it to a race bike,
with a similar spec to the GP2-R and capable of
(reliably) lapping a racetrack at the same time
– then you’d need to spend between £20 and
£30k extra.
SPECS
POWER: 130 HP
TORQUE: 100 NM
WHEELBASE: 1410 mm
SEAT HEIGHT: 820 mm
WET WEIGHT: 152 kg
FUEL TANK: 16 L

From the box, the GP2-R is
capable of lapping mid-pack in the
highly competitive British Supersport
Championship, against GP2 bikes,
which are mainly expensive former
Moto2 machines, and highly tuned
road-based Supersport 600s.
This was proven in a
‘demonstration’ at the BSB meeting
at Donington Park. A standard
Krämer ran in the top 25 despite its
standard KTM 890 twin, standard
suspension setting and a rider who’d
never sat on the bike previously.
Adapt the multi adjustable chassis,
get the rider in-tune, and this is
potentially a top 15 or even top 10
bike at national level, with a stock
motor. Suddenly £26,000 seems to
be a bit of a bargain.
10 out of 10 in the corners.
This is where Krämer have worked
their magic. If you want to make
the perfect cake, you need the right
ingredients – and Krämer have done
just that. To start with the GP2-R
tops the scales at only 140kg. Then
we have fully adjustable, high spec
WP suspension front and rear. Add
lightweight Dymag wheels, slick
Pirelli Superbike rubber, Brembo
Stylema brakes, Hyper Pro steering
damper, lightweight racing chain
– it has every box ticked. You can
change the fork offset between
26 and 28mm, rake and trail, the
seat height too, bar position, and
obviously suspension. Everything is
there to make the perfect cake.
But if you’re intimidated by the
prospect of tuning suspension, don’t
be. We purposely rode the bike
in standard trim, and it certainly
delivers. I was unsure what to expect
on a machine only slightly heavier
than a road going 125, with huge
slick rubber and the very latest

suspension and brakes – but even on standard
settings you have to recalibrate to what you
can get away with.
The steering is incredibly light. Fast
direction changes are effortless. But this isn’t
a pocket size race bike with tiny clip-on bars;
in fact, the ergonomics make the GP2-R user
friendly, which allows you to point and throw
the Krämer around with toy-like ease. On
several occasions I turned in too early, hitting
the apex sooner than I wanted. But once
you’re dialled in to the lightweight chassis –
it’s electric. Fast direction changes are so easy
and after 30 minutes on track you’re not out
of breath like you would be on some bikes.
Mid-corner ground clearance worries are
non-existent. The Krämer just wants you to let
go of the brakes and carry maximum corner
speed. There is so much grip and feedback
you feel happy to dial in the power on the
apex and start to accelerate. You don’t need
to push the bike up on to the fat section of
the tyre wait and hit the power with fear –
instead accelerate early, feeling the bike’s
grip exploit the engine torque and start
to overtake larger bikes. There’s an almost
perfect balance of grip, feel and power for
getting on the power early.
As mentioned, we wanted to run the bike
in standard trim, and it impressed beyond all
expectations. But, for my weight, I wanted to
change the front a little, so I could carry even
more elbow dragging lean. And although
brilliant on the brakes running into the turn,
I wanted a little more control on the fork
rebound coming off the brakes. But I guess
that is the beauty of the Krämer: it’s so easy
to adapt and change, the perfect set-up for
every rider and the conditions is just a click or
two of the suspension away.
The steering is incredibly light.
Fast direction changes are
effortless. But this isn’t a pocket
size race bike with tiny clip-on
bars; in fact, the ergonomics make
the GP2-R user friendly, which
allows you to point and throw the
Krämer around with toy-like ease.

Stopping isn’t a problem
With similar weight of a road going 125 and
the same brakes as a 200kg superbike, plus
changeable engine braking maps, excellent front
forks and slick rubber, it’s safe to say the GP2-R
stops!
One finger on the powerful, three-way
adjustable Brembo lever is all that’s needed
to haul up this lightweight race bike. You can
change the feel, reach and travel of the track
lever – personalise to your taste.
Again, if you are used to road bikes on track, it
takes a little getting used to. You can brake later
and let off the brakes earlier and carry immense
corner speed. Plus, with so little weight, the
Brembo Stylema stoppers aren’t over worked –
therefore there is not fade. There is no ABS, the
Hel Performance braided lines run directly from
the lever to the caliper.
The front discs are slightly smaller than you’d
normally see on a sports bike: 290mm on the
Krämer, compared to 320mm on, say, Yamaha’s
R6, but the smaller discs save on weight. And
bear in mind that the R6 is weighs in another 40-
50kg on top of the Krämer.
It’s all about the torque
As mentioned, the engine comes directly from
KTM, their 890 LC8c twin as used in the 890
Duke. With a different air-box and exhaust peak,
power is a quoted 130hp.
This may not seem like a huge number of
horses, and it is down compared to highly tuned
Supersport 600s (140bhp) or even Moto2-
inpsired GP2s in BSB (130-140hp), but the
Krämer is lighter, which gives it an impressive
power to weight ratio. Torque is also impressive,
its 100Nm (73.76ftlb) output more than a Moto2
or Superport bike.
But the KTM lump is standard and therefore
should prove reliable. The gearbox and standard
slipper clutch, too, are both standard – which
reduces cost and keeps things simple.
Krämer could have tuned the engine, or chosen
a different doner engine with more power, but
they wanted to make the bike usable, coast
effective, and not just for experts. But the KTM
lump is standard and therefore should prove

Old School
Today, we are used to bikes coming with
multiple rider aids, launch control, lean
sensitive traction control and braking, wheelie
and rear wheel prevention… The list is almost
endless. And the very latest rider aids on
1000cc and above sports bike machines are
excellent, meaning it’s incredible what you
can get away with. But those are road bikes,
designed for the road, on road-based settings
with around 200bhp.
The Krämer makes 130bhp, wears slick
tyres and is designed to be ridden on track.
So like most race bike of this size, riders aids
are simply not needed. There are two engine
maps, and two engine brake strategies and a
track pit lane limiter – but that’s it.
You could argue some track day enthusiast
may want some traction control, especially
for the wet. But with race wets fitted and
the softer engine map deployed, I believe
the majority of riders won’t miss the lack of
electronic assistance.
As this is a pure track bike, there are no
indicator buttons or horn. There’s simple
racing switchgear to change the engine
maps, engine braking and activate the pit
lane limiter. The dash is a race Tacho AIM
MXS 1.2 Race GPS with a built-in logger and
GPS function. The dash displays lap times
and live information like sector times and
best lap. Everything is recorded, meaning
that back in the pits you can flick through
your lap times. Racers can delve further; look
at speed, throttle position and mechanical
temperatures.
Krämer have even thought about crash
protection. There are spindle protectors,
traditional frame crash bungs on the under
seat fuel tank and swingarm, but also neat
little tricks like steering stops that are rubber
mounted to stop the frame getting damaged
when the bars are on full lock during a crash.
There is even a small swing-arm protector
plate behind the footrest, so the peg doesn’t
damage the swingarm in a fall. Whilst we are
talking footpegs, the plates which hold the
pegs are identical both sides – therefore you
only need to carry one as a spare.
Arguably you might need a spare set of
wheels for racing, already wrapped in race wet
rubber, but aside from that, it’s ready to race.
There’s even a one touch rain light at the rear.
reliable. The gearbox and standard slipper
clutch, too, are both standard – which reduces
cost and keeps things simple.
Due to noise restrictions at Brands Hatch,
we had to fit a noise cancelling exhaust,
which not only muffled the Krämer’s bark, but
also strangled the power slightly. However,
I was still impressed with the power. So too
23-time TT winner John McGuinness, who
grabbed a few laps. “That’s quicker than I was
expecting,” said a beaming John afterwards
(see box out).
During my first laps I was riding the Krämer
incorrectly, treating it like a Supersport bike
and using only the top 25% of the rev range.
But that isn’t the way to ride the GP2-R. It is
much more forgiving and easier to ride than
highly stressed Yamaha R6 or Kawasaki ZX-
6R. The key is to use the torque of the 890cc
parallel twin; you don’t need to dance around
on the (smooth) quick-shifter.
It doesn’t feel quick, but it is. You don’t
need to rev it to red line, in fact you almost
short shift through the gears. It feels
controlled and manageable, reminiscent
of a good Ducati 996, with usable torque
low down and a lovely spread of power. It’s
certainly a pleasing contrast to a screaming
600cc Supersport bike.
That usable power makes it easy to ride
and unintimidating, yet still quick. With slick
rubber onboard, you can apply the throttle
super-early, giving the Krämer the jump on
larger, more powerful bikes out of corners and
feeling a bit like running a 100m race with a
50m head start.
There are two throttle maps to chose from,
rain and road, which give full power but
soften the fuel delivery. The don’t link to any
electronic rider aids, because there aren’t any.

Verdict
The more time I spend with the Krämer GP2-R
the more I appreciated its mechanical beauty
and simplicity. The carbon front mudguard,
Moto2 style, details like a spoiler on the rear
to help cool the radiator. The bike comes
completely lock-wired, a neat little rain light,
a pit lane limiter, even a brake lever guard. It’s
ready to race - and an impressive package.
You don’t have to be an expert to ride the
track-only GP2-R, though. it’s easy to manage,
ultra-light with an unintimidating engine
and lots of torque. The chassis allows you
to make mistakes, yet an experienced racer
can get onboard, dial in the multi-adjustable
suspension and geometry, and run at the front.
Despite having relatively roomy
ergonomics, it’s possible that if you’re a heavy
rider or you ride fast, GP layout tracks like
Mugello, then maybe the Krämer isn’t for
you. But for everyone else this a pure and
compelling race bike and track toy. Despite
running a stock 890 KTM engine the GP2-R
is capable of getting within a few seconds
of a pole in a British Supersport race and is
available directly to you, the customer.
KTM’s RC 8C, the sister bike to the GP2-R,
sold out in under 30-minutes, and I can see
why. The Krämer is the essentially the same
bike, only not orange and cheaper. And yes, I
want to race one…
Engineering
Interestingly the 16-litre fuel tank is under the
seat, with the 1/4-turn filler cap located just
behind the rider, on the lip to the tall racing
seat unit. Having the fuel under the rider helps
to improve the mass centralisation of the bike.
Despite the fuel tank supporting the seat – it’s
effectively the sub-frame – the seat height can
still be increased for taller riders. There’s also a
fuel drain plug at the bottom of the tank that
allows you to drain the fuel and measure the
precise amount fuel for a track day or race
(each litre of fuel is around 1kg).
Despite being a narrow, ‘lightweight bike,
the riding position is surprisingly roomy;
this isn’t a Moto3-size bike built for midget
racers. John McGuinness, who to be fair
isn’t your average size racer, was impressed,
and actually wanted to lower the bars and
make the Krämer racier. I had no aches or
pains after a full day at Brands Hatch – it’s
surprisingly roomy with a decent almost TT
like screen.
You don’t have to be an
expert to ride the track-only
GP2-R, though. it’s easy to
manage, ultra-light with an
unintimidating engine and
lots of torque. The chassis
allows you to make mistakes,
yet an experienced racer
can get onboard, dial in the
multi-adjustable suspension
and geometry, and run at
the front.
‘This is all trackday riders need’
John McGuinness
“I really enjoyed that. I didn’t think it would
be as quick as it is, I was passing plenty of
bikes. It doesn’t feel quick, but you can get on
the power early. It’s roomy, you’re almost sat
upright behind a decent fairing. If it was my
bike, I’d want to be a little lower, with the bars
more like a 250 race bike’s. The finish is lovely,
with some really high-end components, and
it feels quality, everything has been thought
about. I was only going to do a few laps,
but I just ended up enjoying myself. It’s light
and easy to ride, not hard work. I see lots of
track day customers struggling with powerful
1000cc bikes, when, to be fair, this is all they
need. They’d have fun and lap quicker. I want
to change a few bits, just set it up the way I
want, then it would be a little flyer. Yeah, that’s
impressive.”

L O N G T E R M E R
LIFE
WITH A
DUKE
Words by Shaun Portman Pics by Beam Productions
It’s no secret that we have grown quite fond
of our little KTM 890 Duke R long-termer
here at Moto Rider World. A no-fuss, reliable
and dependable machine that puts a smile
on our faces every time we swing a leg over
it. So far, we have done close to 4000km
in total with no issues whatsoever. We have
lashed the bike on a few track days and on
the road come rain or shine. We have been
using the bike a lot on our day to day dealer
visits and have also taken it along on some
of the other bike tests that we have done
recently.
The Asterion Battery we fitted a couple
of months back hasn’t skipped a beat even
when I left the ignition on accidentally for
a couple of hours the one day. It never
hesitated and fired straight up, much to
my relief. Asterion as a brand is quickly
establishing themselves here in SA and are
one of the very few battery manufacturers
supporting the local motorcycle racing scene
giving away close to 30 batteries to racers
at the recently held World of Motorcycles
Racing Series held at Aldo Scribante in Port
Elizabeth. Can’t wait to test their Lithium
Batteries which will be arriving soon.
In last month’s issue, we had a set of
Mita’s new Sportforce + EV road-legal track
tyres fitted and spent a day out at Midvaal
Raceway putting them to the test. Wear was
minimal and the tyres still looked new so we
decided to take the 890 Duke R to a recent
private track day which took place recently
at Kyalami, eager to put them to the test at
one of the most demanding and quickest

acetracks in South Africa. Having done one
track day and a lot of road riding in between I
was very eager to see how they would get on.
Once again we wouldn’t be using tyre
warmers for this test because we wanted
to put as much strain on the tyres by riding
them when cold, allowing them to heat up on
the track and then cool down again. I would
run the tyre pressures slightly harder than a
normal track tyre at 2.1 bar in the front and 1.8
bar in the rear. Being MCTT(Multi-Compound
Tread Technology) the tyres didn’t take long
out on the track to heat up and I was already
getting crazy lean angles and getting my knee
down halfway through the first lap. The tyres
felt both stable and direct and I was soon
scraping parts of the bike in corners thanks to
the immense grip that the Sportforce + EV’s
were offering.
I was so confident that I eventually turned
the Traction Control off altogether as well
as the ABS which I changed to Supermoto
mode. Using the back brake a found myself
braking so late into the corners, sliding and
skipping the rear wheel as I made my way
to the apex. I was riding in a way to try and
break traction from the rear tyre but all
my efforts were in vain as the tyres took
everything in their stride. The front tyre was
equally impressive and stable upon hard
braking. We haven’t changed suspension
settings on the 890 Duke R at all from the
factory, and to be honest there really isn’t
any need to. Edge grip from both the front
and rear Mita’s was superb and never tucked
or folded once, even with me riding the bike
like a giant supermotard. At the end of the
day, the tyres still looked great and would

definitely still do another couple of track days
above the two we have already done.
The 890 Duke R held its own around the
wide and fast Kyalami racetrack, hitting a top
speed of 210kph down the fairly long straight.
The KTM’s nimbleness and sharpness coupled
with the Mitas Sportfoce +EV’s proved to be a
match made in heaven and even managed to
pass and keep up with some fast superbikes
on the day. I did around 40 laps for the day
on the Duke and loved every second of it.
Not one hiccup or hint of brake fade from the
Brembo brakes even though we are still on
the original pads and brake fluid. Impressive
to say the least considering the amount of
abuse we have put them through on both the
road and track.
The Duke 890 R has proven to be a loyal
and reliable companion thus far. Running
costs have been low and more than anything
the bike has proven itself to be very practical,
not only on the track but riding through
everyday traffic as well. We are really loving
life on the Duke!

Bikeshop Rivonia is a dealership
bursting with quality pre-owned
motorcycles. They stock a variety
of machines from small everyday
commuters to big, turbocharged sporttourers.
Their stock is of the highest
quality and they often get some real
exclusive and limited edition bikes
in, just like the Triumph Daytona 765
Moto2 replica I tested last month.
This time around I popped into the
dealership on a Tuesday to sample two
great machines they have for sale and
put out on their Facebook page for
their Chooseday picks for people to
comment on.
The two bikes selected were a 2010
Suzuki B-King naked hyper sport
and a 2019 Triumph 765 Street Triple
RS - two naked machines with very
different selling points.
The B-King - a naked Hayabusa
First up I took the Suzuki B-King for a
spin. Now, I noticed when posting this
up on our Facebook page and YouTube
channel that not many people actually
know about the B-King. It wasn’t that
popular, to be honest, back when it was
released in 2007. Probably down to the
fact that it’s not the prettiest machine
to look at. It’s unique, that’s for sure, but
it’s one of those bikes you’ll either love
or hate - there’s no in-between.
Having released the first almighty
Hayabusa in 1999, Suzuki wanted to
take some of that Hayabusa greatness
and try out it into another model
and get the same results, which
was worldwide praise and more
importantly, sales. Sadly, the B-King
was a bit of a flop. As I said, some
loved it, while most didn’t.
Choose
Day
E X C L U S I V E T E S T
B I K E S H O P R I V O N I A
Every Tuesday, Bikeshop Rivonia
- the massive quality pre-owned
dealership based in Sandton
- run a ‘Chooseday’ of their own
on their Facebook page offering
customers the chance to have
their say on two machines. We
love this idea, so popped in and
took two great bikes out for a ride.
Words by Rob Portman
Pics by Beam Productions

The B-King is very much
a naked version of the
Hayabusa, featuring the same
1340cc engine pushing out a
monstrous 180hp and 146Nm
of torque. That, combined
with a very comfortable riding
position made it a very easy
bike to enjoy out on the road.
It was Suzuki’s version of an American styled muscle bike,
and in that sense, they got it right. It was the most powerful
production naked bike at the time, and for many years after that,
and that really was its main selling point.
The B-King is very much a naked version of the Hayabusa,
featuring the same 1340cc engine pushing out a monstrous
180hp and 146Nm of torque. That, combined with a very
comfortable riding position made it a very easy bike to enjoy out
on the road. At 260kilos wet weight, it’s a heavy machine, but out
on the road that translates to a machine that is very stable and
assured of itself. It loves long, sweeping bends and is planted to
the tar with its beefy body and long wheelbase. It really is just a
stripped-down, less attractive Hayabusa.
Braking was good, handling was good, it has riding modes and
ABS, but it was that powerful motor that really sold the bike. It
punches so hard from bottom to top, with power plenty in every
gear at every rpm. It’s ridiculously fast even now when most
1100cc naked bikes are pushing out closer to 200hp. The B-King
would match most modern-day machines when it comes to
power, no doubt about it.
Just like the Hayabusa, there were some that looked at the
B-King as a perfect machine to customise, making it even bigger
and better adding turbos, long swingarms and more edgy
bodywork. Oh yes, and slightly better-looking exhausts. I’ve
always been a fan of pipes coming out the tailpiece, and in a
weird way Suzuki kind of got it right on the B-King, but in another
way completely wrong. It’s a head-scratcher for sure. Sometimes
I looked at it and liked it, and other times hated it.

It’s a bike you won’t fall in
love with straight away when
looking at it, but like any
relationship will grow the more
time you spend with it. If the
looks don’t sell you, the ride
most certainly will.
Either way, the B-King was and still is a
unique bike and this particular one from
Bikeshop Rivonia is very neat, has only
5,200km on it with no funny noises to be
heard and no eye-sore blemishes. At only
R139,000 you get a very fast, very stable bike
that one does not see every day.
It’s a bike you won’t fall in love with
straight away when looking at it, but like any
relationship will grow the more time you
spend with it. If the looks don’t sell you, the
ride most certainly will. Give it a chance and it
will share a life long love affair with you.
If you are in the market for a unique
machine that will leave most in its dust in a
drag race, then this B-King is a great option.
RATINGS
PRICE: 9/10
LOOKS: 4/10
ROAD: 9/10
HANDLING: 7/10
POWER: 9/10
TOTAL: 38/50
SPECS
POWER: 181 HP
TORQUE: 146 NM
WHEELBASE: 1525 mm
SEAT HEIGHT: 805 mm
WET WEIGHT: 260 kg
FUEL TANK: 16.5 L

2019 Triumph 765 Street Triple RS
My love affair with Triumph machines just seems to be getting
stronger every time I swing my leg over one. Last month I sampled
one of the best bikes I have ever tested - the Triumph Daytona 765
Moto2 replica - which was also from Bikeshop Rivonia. It’s pretty
much the faired version of the Street Triple just with a bit more spice.
The Street Triple RS is the top-specced naked version and features
the same 765cc engine used in the Daytona Moto2 and Moto2 race
bike, just with a little less power on hand. Still, the Street triple is no
slouch pushing out a hearty and enjoyable 118hp and 77Nm. That
triple powered motor has to be one of the greatest inventions ever.
The sound, the way it delivers the power - it’s all orgasmic! This one
had a Yoshi aftermarket pipe fitted so the experience was amplified!
That triple powered motor has to be
one of the greatest inventions ever.
The sound, the way it delivers the
power - it’s all orgasmic! This one had
a Yoshi aftermarket pipe fitted so the
experience was amplified!

Then there’s the top-notch components fitted -
Brembo M4.32 monobloc brakes, adjustable Showa front
forks and Ohlins rear and very sticky Pirelli rubber. You
get all the electronics you need - from quickshifter (up
only) to traction control and ABS - all adjustable on the
stunning and easy to read and operate 5inch TFT dash.
The riding position is dreamy from pegs to bars while
handling is pinpoint accurate no matter the environment.
It’s not hard to fall in love with this bike, it’s enjoyable
and easy to ride from the word go. This one has a mere
1,210km on it and is practically new. It still has its balance
of warranty, which is always nice when buying preowned,
and priced at only R149,900 - R30k cheaper
than a brand new model.
So, if it’s big, powerful, unique and affordable or
middleweight, more modern with tech, you are looking
for then these are two great options available from
Bikeshop Rivonia. If it’s something else, then I suggest
you pop into Bikeshop Rivonia and have a look at the
wide range of great options they have available - from
sport, to street, to adventure - they have it all!
Call them now on 011 918 6666 or visit their very
impressive dealership at 5 Achter road, Rivonia, Sandton.
RATINGS
PRICE: 9/10
LOOKS: 9/10
ROAD: 9/10
HANDLING: 9/10
POWER: 8/10
TOTAL: 44/50
SPECS
POWER: 118 HP
TORQUE: 77 NM
WHEELBASE: 1410 mm
SEAT HEIGHT: 825 mm
WET WEIGHT: 189 kg
FUEL TANK: 17.4 L

EXCLUSIVEEDITIONS
TEST
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
The new Aprilia RSV4 1100 factory
has arrived in SA and we took the
opportunity to take it out to the finest
track in the land. We also grabbed the
out going RSV4 1100 Factory model to
show off what a great package that is
and how they match up against each
other in all departments.
Words by Rob Portman Pics by Beam Productions

A 217 horsepower Italian superbike around
Kylami - yup, that’s the stuff dreams are
made of, especially when that 217 hp
Italian machine is the all-new Aprilia RSV4
1100 Factory which has just arrived in SA.
Tagging along for the ride is the now
old-gen version of the 1100 Factory, but
still well worth a mention with its valuefor-money
tag. In this test, I aimed to see
just how good, or bad, the new machine
is well also highlighting why the old spec
bike should not be forgotten about, and
what makes it so special.
Aprilia has gone the “bigger is better”
route with its new V4, starting from the
2019 model onwards. They have also gone
with wings, big horsepower figures and an
abundance of electronic aids. Going with a
1100cc V4, they can up the power figures
without stressing a 1000cc powerplant -
very much a case of more is more.
I sampled the first RSV4 1100 Factory
model back in 2019, and again the updated
version in 2020 and now finally got my
hands on the all-new 2021 spec machine.
The new RSV4 1100 Factory
Aprilia’s top-spec production superbike
has had a major revamp and in my eyes
looks better than ever. That iconic old
styling is still gorgeous, but the new 2021
Aprilia family facelift look is spectacular.
The new styling makes the old version
look, well, old, and brings the new bike
right in line with its competitors and in my
mind even a step ahead. It has to be one
of the best-looking superbikes out there
today, if not the best.
Helping with the overall styling,
aerodynamics and downforce is the new
integrated winglets. No more bolts on
wings, the new ones are built into the
double-wall fairing, offering a better
overall look but with a purpose. Being
integrated they offer much more stability
at high speeds which simultaneously
improves engine cooling. The Italians are
the best at making functional style.
Apart from the new styling, the next
big updates come in the electronics
department. A much more refined

package has been installed, one that is not as
intrusive and offers the rider more options to
customise.
Past RSV4 models electronics were very
intrusive and hampered the bike in many ways,
but the new aids are much better and assist
perfectly without taking away too much control.
There is what seems like an endless list
of aids on this machine - from traction and
wheelie control to cruise and launch control
as well as pre-set riding modes for not only
engine maps but also the Ohlins electronically
controlled suspension front and rear. The suite
now also features a new multi-level engine
brake control from the six-axis inertial ECU. All
very high tech I must say.
But wait. There’s more. The new RSV4 has 6
riding modes, two more than the previous, with
the customisable track 1 and track 2 options
being added. Riders can now choose between
3 road modes and 3 track, with options to
customise their own track 1 and track 2. I must
say it was all a bit complicated at the beginning
when Sean from Aprilia SA was showing it
all to me, but started making more sense the
more I played around.
Other noteworthy changes come in
ergonomics with a narrower tank and newly
designed seat, offering the rider more room
and a more “natural and relaxed” riding
position - so say Aprilia. They also made the

TFT bigger and easier to read and controls
more functional and intuitive.
At the back sees another big change,
inspired by the RS MotoGP bike, the swing
arm is now lighter and underslung, so
basically switched around with a lower mass
offering more rigidity and stability in the
corners at full lean angle and under hard
acceleration.
The 65-degree V4 engine has had some
work done. It’s grown from 1077cc to 1099cc
and is now Euro 5 compliant. It still sounds
fantastic and pushes out a class-leading 217
hp with 125Nm of torque.
It looks great, sounds fantastic and can
honestly tell you it all works and is a fantastic
machine to ride. It’s fast, precise, demanding
yet understanding and wants to go as
fast as possible without the rider feeling
overwhelmed. Aprilia has always had this
knack for making powerful machines that are
so easy to ride, and the new version RSV4
1100 factory is no different.
The riding position is still very comfortable,
one of the most accommodating in the
superbike category today, but I must say the
new seat did offer a bit too much room. I
found myself slipping and sliding all over the
seat, having to use my legs on the pegs more
often than not to keep myself in the prime
riding position just over the front of the bike.
The fact that this thing is so powerful
also kept me on my toes, literally. There is a
great amount of power available from low
down, not as punchy or fierce as the likes
of Ducati’s 1100 V4 Panigale, but easier to
use meaning getting on the gas earlier and
harder did not take balls the size of Brad
Binder’s. Once the bike reaches 7000rpm it’s
like the turbo kicks in. It just bursts into life
and carries the speed through to 13,000 rpm
with no hesitation, belting out a euphoric
symphony in the process. One thing that
should be on every person on this planets
bucket list should be hearing an RSV4 1100
at full tilt - it’s truly spectacular!
1100 cc superbikes
are the way to
go these days.
Bigger is certainly
better and the new
RSV4 1100 Factory
proves the point.
Once the bike reaches
7000rpm it’s like
the turbo kicks in.
It just bursts into
life and carries the
speed through to
13,000 rpm with no
hesitation, belting out
a euphoric symphony
in the process.

Braking has never been an issue on RSV4 models and it’s no
different on this new one. Brembo Stylema’s get the job done
from start to finish, not one sign of fade or hesitation - just sharp
and responsive every time they were called upon.
The gearbox was silky smooth with the assistance of the
standard fitted quickshifter and autoblip while all the electronics
worked as promised, assisting when needed without being too
intrusive and spoiling the ride.
The new RSV4 is a bike that will take you 2 or 3 track days
to really understand how it all works, with so much tech and
customising available from the now more refined electronics suite.
But it’s also very much a plug and play system - just select a preset
riding mode and go forth and enjoy what is one of the best
riding experiences I have ever had around the Kyalami track.
All this goodness will cost you a pretty penny, with a price tag of
R495,011 being set on the new RSV4 1100 Factory edition. That’s a
lot of money and R55k more than the big red 1100cc V4 machine
available from their Italian rival. Still, after you ride a bike like this
one does not think about the money, but rather how one can get
the money to buy one.
This model is the demo available from IMI out in Bryanston
so I suggest you give them a call on 010 443 4596
and book a test ride.
With 80% of peak
torque available
in the midrange,
you don’t have to
rev the engine into
the stratosphere
to get a strong pull
out of corners. And
it continues to pull
even harder as the
revs pick up heading
down the straight to
the next corner.
The V4 engine loved playing around the Kyalami playground.
It loved the blend of fast-flowing and slow turns and so did the
new spec Ohlins electronic suspension and apex eating chassis.
I had the bike set in track 1, which was custom setup by Sean
from Aprilia. I did find it a bit too soft, especially under hard
braking where the front would dive too fast getting the bike a bit
out of shape heading into the turns. I did try a few changes in the
track 1 mode as well as manually in the suspension setting but
found the best setup in the pre-set race mode.
Like I said earlier there is a lot to play with and only having a day
out on track was not enough time to explore it all, but riders who
love tech will go crazy with this machine.
For sure the new MotoGP inspired underslung swingarm help
with grip and stability at the rear. At full lean angle, the rear keeps
its line much better and under hard acceleration, it doesn’t step
out or weave at all. It grips hard and is very assured.

The 2020 Aprilia RSV4 1100 Factory
I brought this bike along on this test not only
to see if the new one is that much better but
also to highlight why it is still such a great
value-for-money machine. A real collector’s
item in many ways.
Yes, it’s not as pretty as the new bike but
it’s still that iconic Aprilia superbike looks that
we have loved for many years now and will
always have a place in the ever-evolving world
of superbikes. But what this model does have
over the new bike is a bit more exclusivity.
It’s dressed with a few more bling parts and
a once-off factory-inspired livery making it
more exclusive and a collectors dream.
Don’t believe me, then read this from
Aprilia themselves: “Aprilia RSV4 1100 Factory
boasts exceptional performance combined
with a racing frame and suspension and a
series of first-rate electronic controls, added
to which is the semi-active suspension. The
colour combinations emphasise the exclusive
nature of prestigious materials such as
carbon (utilised on the front mudguard, the
side panels, the exhaust terminal guard, the
aerodynamic appendages, and the new front
tank cover), in contrast with the titanium
finish of the street-legal Akrapovic exhaust
It doesn’t take much to get the best out of this
bike. While some of its competitors can feel
like they want to rip your arms off and get a
bit overwhelming, the RSV4 offers thrilling
serenity, if there is such a thing.

tailpipe, the same colour as the forged
aluminium wheels.”
So yes, the 2020 model was very exclusive
and what makes it such value for money is
the added extras which all add up to around
R110k. There are still a few new ones available
from Aprilia SA at R479,311, take in the over
R100k worth of extras and the fact it’s an
exclusive release then it’s well worth it.
Plus the fact that it’s an awesome machine
to ride, that does help. It’s an Aprilia V4
superbike man, what’s not to love. Ok, the
styling did look dated when we had it parked
next to the new one, so that’s a bit of a
bummer but riding it back-to-back against
the new machine I found that this one more
than holds its own against the newer model.
Even though it’s slightly less capacity than
the new one, it still boasts the same 217
hp but with slightly less torque at 122Nm. I
could feel that the new bike had more punch
low down, but this was still no slouch. The
electronics did hold it back more, a sentiment
Aprilia SA rider Michael White agreed on.
Michael started the year off racing on this
model, winning every race he competed in on
this bike before trading up to the new spec
bike. Not the Factory version, but rather the
RSV4 1100 model - so cheaper price tag of
R385,011 and no electronic suspension. Having
now spent some time on the new bike, and
winning first time out in PE, road kit and all,
Michael says the biggest difference he can
tell between both models is in the electronics
department. The new one is way less intrusive
and responds better to adjustments, while the
older model is hampered by over baring aids.
Still, it’s plenty fast and handles just as well as
the new bike. The new underslung swingarm
on the new model did offer a bit more grip and
feel at full lean angle and corner exit, but that’s
not saying the 2020 model was bad, but rather
how good the new one is.

Just like the new RSV4 this one features
top Ohlins electronic suspension that
can be manually set or pre-set using
one of the riding modes available,
which automatically sets engine map
and suspension setting, making it very
accommodating for newby riders wanting
and needing a softer, more plush and
forgiving setup as well as experienced
riders wanting harder more precise and
dialled in settings.
The 2020 version, just like the new 2021
was so easy to ride. You don’t realise you
are doing crazy speeds and fast lap times,
because it doesn’t feel like you are. Calm
and relaxed generally means fast lap times
and this RSV keeps you calm and relaxed at
all times, which means fast times.
It doesn’t take much to get the best out
of this bike. While some of its competitors
can feel like they want to rip your arms off
and get a bit overwhelming, the RSV4 offers
thrilling serenity, if there is such a thing.
It’s an oxymoron - it’s fast and furious, but
calmly. It’s silky smooth Brad Pitt playing
the role of Dominic Toretto in the Fast
and Furious movies, rather than the brute,
muscled up, intimidating Vin Diesel.
I’ve said it before, the RSV is a superbike
for the masses. It will guide riders in the
right direction to go fast, rather than trying
to push them too hard. It goes with the flow
and is enjoyable in every aspect.
This is also the demo unit available from
Aprilia SA and like I said they still have
a couple of new 2020 models on their
showroom floor so if you like what you see
and have read then call them now on 010
443 4596 and own a piece of history. For
Aprilia nutters, this is a must-have machine
for sure!
RATINGS
PRICE: 7/10
LOOKS: 9/10
TRACK: 9/10
HANDLING: 9/10
POWER: 8/10
TOTAL: 42/50
SPECS
POWER: 217 HP
TORQUE: 125 NM
WHEELBASE: 1436 mm
SEAT HEIGHT: 845 mm
WET WEIGHT: 202 kg
FUEL TANK: 17.9 L
RATINGS
PRICE: 8/10
LOOKS: 7/10
TRACK: 8/10
HANDLING: 9/10
POWER: 8/10
TOTAL: 40/50
SPECS
POWER: 217 HP
TORQUE: 122 NM
WHEELBASE: 1442 mm
SEAT HEIGHT: 853 mm
WET WEIGHT: 202 kg
FUEL TANK: 18.5 L

RACING PAGES
WET & WILD
M O T O A M E R I C A S E A S O N F I N A L E
One of the most dramatic
races in AMA Superbike
history took place in
a rainstorm at Barber
Motorsports Park and it’s one
that won’t soon be forgotten,
especially if your name is
Cameron Petersen or Mathew
Scholtz. By Paul Carruthers
M4 ECSTAR Suzuki’s Petersen earned his firstcareer
MotoAmerica Superbike win after surviving
a crash in the downpour. Westby Racing’s Mathew
Scholtz finished second after surviving a crash in
the downpour. Oh, and Warhorse HSBK Racing
Ducati New York’s Loris Baz finished third after also
surviving a crash in the downpour.
And that translates to the unbelievable fact that
all three podium finishers crashed in the same race
in which they podiumed for the first time in AMA
Superbike history. Yes, all three podium finishers
suffered a crash and finished on the
podium. All three… well, you get the point.
Petersen’s first HONOS Superbike win
made him the 62nd rider in history to win
an AMA Superbike race and the second
from South Africa. The win also went a
long way to solidifying Petersen’s hold on
third in the 2021 MotoAmerica Superbike
Championship with two races left to run on
Sunday at Barber Motorsports Park.
Petersen also teamed up with Mother
Nature to stop Jake Gagne’s win streak at 16
with the newly crowned 2021 MotoAmerica
Superbike Champion crashing out of the
lead on the second lap, remounting, pitting
for repairs, and then ending up 12th.
“Honestly, I don’t think it’s really hit me
yet,” Petersen said. “It’s been a long road
to get to this point. Like you said, I had this
circled from the beginning of the season. I
know this is my favorite track in the world,
The moment Cam though it was all over...

RACING PAGES
Cam and Mathew went at it all race
long. So proud of our two SA boys.
That’s a former MotoGP and WSBK
star behind them in Loris Baz.
and I knew that the Suzukis are really good
around here. I came into Barber with a little
bit of confidence, and I think that has kind of
shaped my weekend so far. Honestly, I don’t
really know what to say. That cool down
lap, I was so emotional. My family sacrificed
everything for me to get to this point. To
finally get a Superbike win, it feels like it has
paid off, especially riding against world-class
riders like this. This place is no joke. I couldn’t
be happier. But, honestly, that was probably
the craziest race I’ve ever been involved in.
“The beginning of the race wasn’t too bad,
but it was actually pretty good conditions for
a rain race. Then, unfortunately, I ran over the
paint into turn one and ended up crashing.
But I did whatever I could to hold onto the
bike and try to keep it running. Lucky, when
I picked the bike up, it started right up first
fire. I was able to get going back in second.
I knew I had a gap behind me, so I was just
trying to do laps and make sure I brought
the bike home. Then as the race went on, it
Wayne Rainey
congratulating
Cam on his first
SBK win
started really puddling up. Honestly, there
wasn’t a spot on the track where we weren’t
hydroplaning unless we were on the upper
apex of the corner. Honestly, (it was) probably
one of the scariest races I’ve been in. It’s
unfortunate. I came over turn four and I saw
yellow flags and I was like, ‘there’s no way.’
Sure enough, went into five and unfortunately
Matty (Scholtz), same thing. He got out into
the thick water and just hydroplaned. It was
crazy. It’s unfortunate that he went down, but
I’m going to take my first win any way I can
get it. Hopefully, this isn’t the last. Thank you
to everyone who has supported me and been
in my corner. Like I said, I hope this isn’t the
last, and let’s try to win two more tomorrow.”
Petersen and Scholtz battled at the front of
the pack after Gagne’s demise. Then Petersen
crashed in turn one and Scholtz held court
at the front by himself. Then came the fateful
15th lap and Scholtz was down, the South
African sliding from the crest of the hill out
of turn four all the way down to turn five. He

RACING PAGES
remounted but Petersen had already splashed
past and was on his way to victory.
“I came over four, same as I’d done every
single lap prior, and the puddle was just
bigger than it was and the front just washed
out,” Scholtz said. “I was basically riding and
just hydroplaned and crashed. Not much to
it. The track was just way too wet for us to be
riding. I don’t think there was a single rider
that was holding it flat out on the start/finish
line. We were in fourth gear spinning, second,
third, fourth down the whole straight. I’ve got
mixed emotions now. Obviously, second is
good. I’m really, really happy finishing second.
I’m really happy for Cam, winning his first
Superbike race. It was a little bit bulls*&% that
when three of the four guys had all crashed
and I was in front putting my hand up like,
‘guys, we’ve been hydroplaning.’ We are on
Superbikes, fourth and fifth gear flat out
spinning out, then just had to keep on going
and unfortunately crashed. It is what it is.
We’re going to have to come back tomorrow
and just try to hang on. I know that Jake
(Gagne) had a pretty decent pace going. The
track with how it is, it was very slippery. So
definitely try to change a couple things and
come back swinging tomorrow.”
Baz was fortunate to be able to race at all
after a crash on Friday left him beaten up
with a damaged right wrist. Since he wasn’t
able to take part in the qualifying sessions, he
was also forced to start from the back row.
He charged through the pack and caught
the battle between Scholtz and Petersen,
before suffering his crash and remounting
in ninth place. From there he charged again
and worked his way back to third for his
seventh podium finish of the season. The wet
conditions made it a bit easier on his injured
wrist, but the crash in the race left him with
barely a nub for a right footpeg and a right
handlebar that was bent almost to the tank.
Loris Baz had a very eventful round
The moment Mathew lost the lead in race 1.
“The (wet weather) made it easier, then
I crashed again on the race,” Baz said. “For
the restart, the side of the bike, especially the
handlebars, were completely bent into the
fairing, so I don’t even know how I managed
on the start. Then I just had to work my
handlebars from a really strange position. It
was bent the opposite way. It was so hard just
to touch the brake. I just tried to survive after
that. Also, the conditions, at that moment,
the rain was okay. I think we all had really
good fun then it started to rain more. I should
have fought until the end, but for sure, when
you are hydroplaning with a 1000cc in turn
15, it’s really frightening. That race was just
so strange. My expectation at the start, I just
wanted to use it as a qualifying race, just try
to get the best start position for tomorrow.
After three laps, I was fourth and then third. I
came behind them and then I crashed again.
Then again, I just tried to restart and go for
the qualifying. I didn’t know I was third until I
crossed the finish line. I was sure Jake (Gagne)
was in front of me, because I saw him crash
and passing me back. It was just a crazy race.
Hats off to Cam (Petersen). We all crashed,
but he did better than us. It was a really, really
crazy race. I remember (someone) winning
and crashing, but I don’t remember any
podium with the three top guys crashing.”
SCHOLTZ, GAGNE SPLIT WINS
IN MOTOAMERICA SUPERBIKE
FINALE AT BARBER
Despite a weekend at Barber Motorsports
Park that featured horrendous weather
and difficult racing conditions, the 2021
MotoAmerica Superbike Series ended as
it should have with Jake Gagne winning a
record 17th race to put an exclamation point
on a season like no other.
Gagne, who earlier in the season set a
record with 13 straight wins, didn’t win

RACING PAGES
his record-extending 17th race in a row in
Saturday’s race one, and he didn’t win it in
race two on Sunday morning, but he did
take that 17th victory in the season finale on
Sunday afternoon at Barber Motorsports Park.
How’s this for a season? Twenty starts, 17
victories, 18 podiums and 445 championship
points. That was Gagne’s year with the Fresh
N’ Lean Attack Performance Yamaha team
as they simply scorched the competition
in putting together a season that is
unprecedented in AMA Superbike history.
The cherry on top is that Gagne’s victory in
race three at Barber – the 17th of his season
and career – on Sunday put him into a tie with
Nicky Hayden for eighth on the all-time AMA
Superbike win list.
“What a way to finish the year,” Gagne
said after win number 17. “Yesterday was
chaos. We all threw it down, but I couldn’t
What a year 2021 has been. Mathew is
runner up for the year. 2 wins, 9 seconds
and 5 third positions for a total of 16
podiums in 20 races. Well done to
Mathew and the Westby Racing Team.
get it back up in time. The race earlier today,
we weren’t too happy with it. We had some
issues and we sorted it out and we were
ready to go out there and try to win this
thing in race three. Hats off to this team. It’s
been an incredible year. Seventeen wins is
unbelievable, especially against a field this
deep and talented, these amazing teams.
These guys are world-class riders. We did
our work. We focused on what we needed to
focus on and cranked out laps. I gave it my
all every single lap of every single race, and
it worked out most of the time. I feel blessed
and I’m just lucky to have such a great crew,
such an amazing motorcycle. I’ve had more
fun than ever racing motorcycles, so life is
good. It’s going to be nice to have a little
break here, but we’ll be back to work and
ready to keep fighting with these guys next
year. It’s going to be hard to beat that year.
Nothing but hard work to come and we’ll just
keep chipping away.”
Westby Racing’s Mathew Scholtz had his
best weekend of the year, despite crashing
out of the lead but remounting to finish
second in Saturday’s Mother Nature race.
Scholtz made up for his Saturday miscue
with his fourth career Superbike victory on
Sunday morning (in a race that was stopped
a few laps early when a deer ran across the
What a season from Gagne - 20
starts, 17 victories, 18 podiums
and 445 points in the overall
standing. A ture champion!
wet track in front of Scholtz) and followed
that up with a second-place finish behind
Gagne in race three – another wet race – on
Sunday afternoon.
“Yeah, I don’t even know what happened
yesterday,” Scholtz half-joked after erasing
that race from his memory banks with a win
in race two. “I’m just trying to forget about
that and just concentrate on what we do
now. Pulled a pretty decent gap in the first
couple laps. I definitely took some pretty
decent risks in the more fast-speed corners,
which I think definitely helped me open up
the big gap. I tried to charge. At the halfway

RACING PAGES
point, I had a couple decent front-end
pushes, front-end wobbles. Also tucked the
front in corner five. So, I kind of just chilled
out, watched the board, and just tried to hold
the six- or seven-second gap. I think with five
laps to go, I was coming over the corner of
14, 15 there and a deer jumped out. I didn’t
really think too much of it then, then I saw
that the red flag came out and I kind of knew
that I had won it there. Just a big thank you
to the Westby crew. Yesterday was a difficult
time for us. Kind of thinking with a 11-second
gap, one and a half laps to go, I kind of
screwed up big time there. It’s always good
to bring home a decent result afterwards.”
Warhorse HSBK Racing Ducati New York’s
Loris Baz was also on the podium in both
races on Sunday with a second-place finish
in race two in the morning and a third in race
three on Sunday afternoon. Baz doesn’t like
to do things the easy way and his third-place
finish came after a crash early in the race
with an impressive fight back through the
pack to follow.
“The start was not too bad,” Baz said after
the final race of the season. “I actually got
into P2 really early and Jake (Gagne) was
pushing hard. I had a moment going into turn
six or seven, then Cam (Petersen) crashed. It
was a bit of a mess. Jake already had a twosecond
lead on the first lap. So, I tried just to
get a feeling on the bike. I was struggling a
little bit, then I found a pace. I had a lack of
rear grip, so I started to push on the front and
then I just lost it into turn five. I managed to
pick up the bike pretty early and restart it. I
had an error message on the bike, and I could
not turn it off. I had to reset the bike. So, I
restart almost half a lap trying to reset all the
buttons that I have on the bike. All the guys
came through and finally the bike started to
work again. When I went to neutral, it went
into restart again. So, I just put my head down.
I saw 13 or 15 seconds to the podium. I said,
‘Let’s do it.’ It would be bad to do another
crash. I would have normally not cared, but
I wanted to finish the season with a podium at
least. I managed to get back pretty fast. So, it’s
not what we wanted. I really wanted to finish the
season a little bit better, but I gave everything I
had. Big thanks to the team, all the guys, all the
fans that stood in the rain, and MotoAmerica
for this great season. It’s been nice to discover
a new championship. Congrats to Jake (Gagne)
for kicking our asses all season. He finished the
same way that he started the season.”
With Scholtz, Baz and Gagne owning the
podium in both races on Sunday, Saturday’s
first-time winner Cameron Petersen was fourth
in race two on the M4 ECSTAR Suzuki, then
crashed in race three, remounted and finished
fifth, giving him a 1-4-5 weekend tally. That
handed Cam 3rd overall for the season.
SUPERSPORT 600 SUCCESS
FOR SA RIDERS
What a great season it has been for SA riders
over in the US. You’ve just read about how well
Mathew and Cam did in the 1000cc class, and
now let’s tell you about our stars in the 600cc
championship.
Both Sam Lochoff and Dominic Doyle headed
into the 2021 Supersport championship as
rookies, stepping up from the Supersport 300
class. Both showed great pace from the word
go, with Sam progressing at a rapid rate with
his M4 ECSTAR Suzuki. Doyle would suffer
some injuries, which set him back somewhat
but he still managed loads of top ten finishes
ending the season in P8 overall. We know there
is more to come from this young star and look
forward to seeing what he can do in the 2022
championship.
Sam had a fantastic year, with a few podiums
in the bag including a hard fought win at the
penultimate round. Sam ended his season
off with a 4th and 3rd place at Barber in the
tricky conditions, cementing 3rd overall in the
standing. What a job boys! We are very proud!

FIRST LOOK: 2022 KTM & HUSQVARNA FACTORY EDITIONS
SA RACING: MX & ENDURO 2ND OPINION: BMW GS RALLYE
Tony
GRAZIE
AFTER 18-yearS, 9 World
Championships and 93
Grand Prix winS, ITALIAN
ICON Antonio Cairoli
ANNOUNCES RETIREMENT
THE STORY SO FAR TEAM SA MXON
A DECADE OF PERFORMANCE
& INNOVATION - JUST 1
SA RIDERS HEAD OVER TO ITALY TO
COMPETE IN THE MX OF NATIONS

YOUNG WINS GRUELLING
HARD ENDURO IN POLAND
SA World Enduro star Wade Young
won the recent round of the 2021 FIM
Hard Enduro World Championship.
Young, on his Sherco machine, took the
overall win at the HERO Challenge in
Poland over three minutes ahead of Billy
Bolt’s Husqvarna with KTM’s Manuel
Lettenbichler in 3rd.
Young said: “My start wasn’t ideal - I got
a bit boxed off - but I stayed relaxed
because I knew my pace was good. In
the second half my flow was good. I was
hitting my lines, putting in my times and
took it home for the win. It’s been an
awesome day.”

BRADLEY COX CROWNED E1
& OVERALL ENDURO CHAMP
Brother Leader Tread KTM’s Bradley
Cox snatched up not only the E1
Championship, but the National Enduro
Championship overall.
Cox headed into the final round held in
his back yard at Creighton, KwaZulu-
Natal just needing just to finish to wrap
up the title, which he did.
Cox consistency has been his secret
to success this season. Cox has been
relentlessly hammering home his
advantage with podium finishes at
every round. His consistent efforts have
ultimately sent him to the top of these
prestigious championships.

NEWS
DESK
NEW TIGER 1200
OFFICIAL PROTOTYPE
It’s clear that the folks at Triumph’s Hinckley
factory have been busy. Very, very, busy.
Straight on the heels of the unveiling of its
Tiger Sport 660 prototype, we’ve received
pictures of the company’s new Tiger 1200
prototype. They didn’t release much more
information about the bike other than to say
that the machine has “…now reached final
stages of testing.” But they do say that the
word “transformation doesn’t do the new
bike justice.
Triumph boasts: The word ‘transformation’
simply doesn’t do it justice. Designed to
deliver the new ultimate large capacity
adventure ride, the incredible Tiger 1200
will bring every advantage in one allnew
motorcycle family. Now significantly
lighter than its closest competition, with an
astonishing transformation in weight, the
new 1200 will combine the triple powered
engine advantage with a new dimension in
class-leading agility, control and handling.
From the pictures, it’s easy to see that the
bike has indeed changed significantly. The
new Tiger 1200 has been slimmed down.
Gone are most of the bike’s plastics. In
exchange, we get an almost skeletal view of
the bike’s chassis. We can also see that the
bike is still shaft drive. But it looks like the
swingarm is now a double-sided unit.
Weight is a key parameter for the big bore
ADV bikes, so it will be interesting to find out
just how much lighter the new Tiger 1200 is.
The new Tiger 1200 official prototype
showcases Triumph’s signature T-Plane triple
advantage for the first time in the large
capacity adventure world.
Delivering more power and character than
its closest competition, the only other shaft
driven bike in the class, the new 1200 engine
brings all of the low down torque delivery
of a twin, married to the top end punch and
incredible soundtrack that only the Triumph
triple delivers.
Beautifully smooth and refined, with
incredible response and tractability, equally
perfect for kicking up the dirt, sweeping
through the corners, or crossing continents
in style.
RICKY CARMICHAEL RIDES THE
NEW TIGER 1200 PROTOTYPE
The most successful motocross racer of
all time, Ricky Carmichael, has put the
new Tiger 1200 official testing prototype
through its paces in an exclusive first ride.
Here’s what he thinks of this new machine.
“THIS THING IS SWEET! I KNOW
ALOT OF TIME AND EFFORT
(R&D) HAS GONE INTO THIS
NEW 1200, AND IT SHOWS. IT
HANDLES PHENOMENALLY.”

NEWS
DESK
KTM ANNOUNCES 2022
350 EXC-F WITH FACTORY
RACING TREATMENT
The 350 EXC-F Factory Edition is KTM’s new
addition to its 2022 line-up, and it promises
to give riders both the confidence to plunge
into the roughest terrains as well as the right
tools to chase championships and stay in the
first place.
The new dual-sport bike is based on the
KTM 350 EXC-F but gets the factory racing
treatment from the Austrian manufacturer,
which can be spotted at first glance.
Its aesthetics clearly show that the bike is
ready to race, with the Red Bull KTM Factory
Racing-inspired graphics. The 2022 KTM 350
EXC-F Factory Edition features a factory blue
seat, orange oil plug, orange CNC-machined
clamps, and orange frame.
The new off-roader packs a light engine with a
great power-to-weight ratio. At only 28 kg, the
fuel-injected DOHC engine is close in weight
to the 250 cc, while offering almost the power
and torque of a 450 cc.
KTM also saves in weight with the WP XACT
48mm air fork, while also making it easy to
access and adjust.
For the 2022 Factory Edition, KTM used a
lightweight chromoly steel frame, and light,
stable aluminum profiles for the subframe, with
the latter weighing less than 900 grams and
offering reliable rear fender stability.
KTM keeps the aluminum tapered Neken
handlebar and all models offer an optional
map-select switch, which also lets riders
activate traction control at a simple push of
a button. This can prove to be very useful
especially when dealing with slippery
conditions.
The manufacturer also boasts other premium,
race-derived upgrades such as the radiator
protection and fan, the factory wheels and
anodized hubs, the front brake disc
guard, and the engine skid plate.
KTM calls its 2022 KTM 350 EXC-F
Factory Edition the ultimate fourstroke
offroad machine. Pop into
your nearest KTM dealership to
find out more about pricing and
arrival time.

NEWS
DESK
HONDA’S 2022 AFRICA
TWIN AND AFRICA TWIN
ADVENTURE SPORT
When a motorcycle model stays popular over
the decades, it’s not a good idea to mess with
it too much. Honda knows what makes the
Africa Twin and Africa Twin Adventure Sports
such crowd-pleasers, so it makes sure to only
introduce enough upgrades to improve what’s
lacking and give the bikes a fresh look.
Honda introduced the XRV650 Africa Twin in
Europe more than three decades ago. What
we now know as the Africa Twin is actually
a “brand-new motorcycle from the wheels
up,” which was launched in 2016, keeping
the original version’s popular characteristics.
According to Honda, this athletic-looking bike,
with a comfortable chassis, proved to be a
versatile riding option, from daily commutes
to weekend adventures.
In 2018, the manual transmission and Dual
Clutch Transmission (DCT) versions of the
Africa Twin were upgraded with a Throttle
by Wire (TBW) control and three riding
modes, extended torque control options,
and benefited from improved engine
response and sound. That same year, the
Africa Twin Adventure Sports for off-road
riding was introduced, with features such as
greater range, longer-travel suspension, and
upgraded wind protection.
At the beginning of this year, the CRF1100L
Africa Twin was “comprehensively redrawn”
for a more aggressive, compact look, while
the CRF1100L Africa Twin Adventure Sports
benefited from enhanced technology,
including the Showa Electronically Equipped
Ride Adjustment option.
For 2022, the Africa Twin is equipped with
an aluminum rear carrier as standard, while
the Adventure Sports model features a new
5-stage adjustable screen that is 4.3” (110
mm) lower, for improved visibility, without
decreasing weather protection. Also, both
DCT versions feature new settings that are
meant to make handling in the first two gears
even smoother.
In terms of looks, both models are updated
with vibrant graphics. The 2022 Africa Twin
boasts black aluminum side covers with a red
rear subframe and ‘Big Logo’ graphics. The
2022 Africa Twin Adventure Sports is equally
striking, with ‘Cracked Terrain’ graphics.

NEWS
DESK
CLEAN SWEEP FOR
PURDON AND MLIMI
AT CHESTNUT
Leading rider Tristan Purdon took a clean
sweep for Red Bull KTM at the fifth round of
the National Motocross Championship when
he stormed to victory in both the MX1 and
MX2 Class respectively. With the class win
having narrowly evaded his grasp in the last
few rounds, the rider came back swinging
to take top honours in all four heats he
competed in.
As the curtains of the prestigious series slowly
start to draw to a close, it’s full steam ahead
for Purdon as he prepares to defend both
red plates. The double victory comes at the
perfect time for the rider who is about to
compete in the biggest motocross race of the
year, the Motocross of Nations. The pinnacle
event gives Purdon the opportunity to test
himself against the very best in this sport and
will put him in good stead for the final two
rounds of the South African championship.
Adding an exciting element to the race for
the MX2 title has been the battle between
Red Bull KTM teammates Purdon and
Cameron Durow. The riders have fought tooth
and nail for points this season with Durow
edging his way to the top of the leaderboard
in the last few rounds.
Durow came off second best this time
around after two unfortunate crashes in the
first MX2 heat. Regaining his composure, he
managed to salvage the moto to finish in fifth
place. He set off with a blistering pace in the
second moto before Purdon made his move,
but held onto his pace to finish in second and
ultimately secure second place overall.
While the result was not what Durow had
hoped for by his own high standards, the race
for the prestigious championship is far from
over. While getting his hands on the MX2 title
is his main focus, Durow has also been getting
valuable experience racing in the MX1 Class.
This weekend he put on an eye-catching
performance when he placed second overall
in the competitive class – his best MX1 finish
this season.
Once again, Red Bull KTM’s Jonathan Mlimi
stole the show in the High School Class. It was
a perfect race for the rider who finished first
in everything from qualifying to the two heats
he competed in.
The event didn’t come without its challenges,
however. After setting off with the holeshot
in the first heat, Mlimi had a slight tip over in
a corner. Shaking off any unsettled nerves,
he fought his way back to the front to secure
the win.
The second moto started off with yet
another holeshot, and Mlimi didn’t look
back. He explained: “After the holeshot I
controlled the race from the front to bring
home another win for the day. This was a
very memorable race as it was my first 1-1 of
the season!”
A seemingly elusive Pro Mini victory only
just evaded the grasp of Trey Cox. Having
secured the holeshot and the win in the first
heat, a victory overall looked promising for
the rising star.
With only two laps to go in the second moto,
Cox had a crash that kept him from the top
step of the podium. The results were enough
to defend his championship lead, however,
and Cox will line-up with the red plate in the
next round.

NEWS
DESK
2022 HUSQVARNA
TE 300I AND FE 350
ROCKSTAR EDITIONS
Underlining Husqvarna Motorcycles’
commitment to producing the very best
offroad machinery, the MY22 TE 300i and FE
350 Rockstar Edition enduro models have
received key technical upgrades for 2022.
Now equipped with a Brembo clutch system
as well as Galfer brake discs front and rear,
the competition-focused machines continue
to feature an extended list of race-tested
Technical Accessories to ensure best-in-class
performance.
These incredibly popular, limited-edition
motorcycles are finished with the latest
Rockstar Energy Husqvarna Factory Racing
graphics, which stylishly adorn both models.
Headlining the revisions for MY22, both
the TE 300i Rockstar Edition and FE 350
Rockstar Edition now feature high quality,
Factory Racing approved Brembo parts. With
the clutch system delivering reliable, fadefree
performance, stopping power is also
improved thanks to the Brembo brake master
cylinders and calipers working in unison
with the all-new Galfer discs, guaranteeing
consistent braking, even in the most extreme
conditions.
Both models are carefully assembled with
many components from the Technical
Accessories range, used by the race winning
Rockstar Energy Husqvarna Factory Racing
enduro team. Leading the upgrades, blue
anodised CNC machined triple clamps,
Michelin enduro tyres, a Supersprox rear
sprocket, softer ODI grips, and a high-grip
seat cover enhance both the handling and the
durability of the TE 300i Rockstar Edition and
FE 350 Rockstar Edition models. In addition,
the chromium molybdenum steel frames of
each machine are finished with a tough, black
powder coating for a true race team look.
The TE 300i Rockstar Edition continues to
set the bar for high-level 2-stroke enduro
machinery. Delivering low maintenance
costs, impressive engine torque, and tipping
the scales at just over 106 kg, the TE 300i
Rockstar Edition is the racers choice when it
comes to competing in physically demanding
events, or the perfect bike for anyone looking
for a highly reliable motorcycle that delivers
unrivalled performance.
Offering incredible versatility and allowing
riders to master the toughest of terrain, the
FE 350 Rockstar Edition leads the way when
it comes to premium offroad motorcycle
engineering. With a 350 cc DOHC 4-stroke
engine that creates a broad spread of usable
power, a handlebar mounted engine map
switch allows riders to quickly and easily
adjust performance, including the option of
selecting traction control for improved grip in
slippery conditions.
Providing additional performance options,
Husqvarna Motorcycles offers the Technical
Accessories range - a complete collection
of thoughtfully designed, high-quality
components to further improve performance
and increase durability. In addition, the
Functional Offroad Apparel collection allows
riders to create a personalised look with
protective items that assure the highest levels
of safety and comfort.

NEWS
DESK
NO TIME TO DIE
TRIUMPH TIGER
900 RALLY PRO
At the end of this month, the 25th James
Bond Film, “No Time To Die,” is finally
scheduled to hit theaters. Fans of the
franchise are already bracing for what will be
the end of an era, while car and motorcycle
fans are bracing for what promises to be an
amazing display of motorized contraptions.
Among them, a wide range of Triumph
motorcycles, used by the movie’s stunt team
to perform all sorts of gimmicks we’re all
going to see in their full glory soon enough.
The British bike maker, a long-time presence
in the franchise, supplied for the movie Tiger
900s and Scrambler 1200s.
In the case of the Tiger, the version we’ll
see in the movie is a Rally Pro, and because
Triumph seems to be particularly proud of
this model, it decided to bring it to the realworld
roads.
Triumph announced this week the launch of
the Tiger 900 Bond Edition, a two-wheeler
sporting none of the gadgets of the famous
spy, but all of the bling. Limited to 250
units that will be sold from an undisclosed
date, the 900 comes of course with unique
features.
First of all, the two-wheeler sports a dark
attire, with Matt Sapphire Black used
extensively on the entire body, from the
frame to the seat, and from the front end to
the rear fender.
The black is highlighted by special Bond
graphics, and features a billet machined
handlebar clamp on which the bike’s unique
limited edition number stands. Out back,
we get a heated rider and pillion seat, with
unique Bond Edition branding.
Triumph went beyond what is immediately
visible with this one, and provided something
really cool for true Bond fans: a 007 start up
screen when the motorcycle is fired up.
At the time of writing, the British bike maker
did not reveal the price for the Tiger 900
Bond Edition, but if it’s any consolation,
you should know a signed certificate of
authenticity will be offered with each one.

NEWS
DESK
TEAM ITALY CELEBRATE
2021 MOTOCROSS OF
NATIONS HOME SUCCESS
Red Bull KTM Factory Racing starred at the
74th Motocross of Nations in Italy as Tony
Cairoli and Mattia Guadagnini celebrated
victory for their country on home turf, Jeffrey
Herlings dominated two of the three races
at Mantova for the Dutch and Rene Hofer
claimed the top spot in the MX2 class riding
for Austria.
The Motocross of Nations’ traditional
September slot meant that the third running
of the annual competition in Italy since
2009 fell midway through the delayed 2021
FIM MXGP Motocross World Championship
(Jorge Prado was one rider that elected not
to take part). Even though the event was
not the usual end-of-season finale, a decent
crowd braved overcast and showery/stormy
conditions at Mantova and to watch 33
countries battle for the Chamberlain Trophy.
Tony Cairoli added Motocross of Nations
victory to his glittering career record thanks
to 7th position overall in the MXGP class.
Cairoli, who had seen ‘MXoN’ and Grand Prix
promoters Infront Motor Racing and the FIM
formally ‘retire’ his #222 number before the
races, was a first corner faller in the opening
moto but rode back to 21st. The Italian was
still sore after his heavy practice crash the
previous Sunday at the Grand Prix of Sardinia
but took 2nd place in the final moto to give
Italy the precious points they needed.
Mattia Guadagnini was also riding for the
blue jersey and used his KTM 250 SX-F to
go 5-6 and be runner-up in MX2. The MXoN
debutant was the second of five KTMs in the
final MX2 top six.
Jeffrey Herlings controlled the second moto
from start to finish, winning by almost 50
seconds. The Dutchman then repeated his
dominance by an even bigger margin in the
third moto. The results gave the current MXGP
championship leader his first 1-1 at the Nations
(and since his first appearance for the Dutch
in 2009) and helped the team secure silver
medals although the difference was only 1
point from the Italians at the end of the day
Rene Hofer was the top rider for Team Austria
and the overall victor in MX2 for what was his
second attempt at the MXoN. The 19-year-old
finished 8th against the 450s in the first moto.
He then performed admirably in a far wetter
second race to take 3rd behind Herlings and
Valentin Guillod. His 8-3 scorecard enabled
him to own the MX2 trophy on the day as
Austria classified 9th in the final ranking.
MX2 World Champion Tom Vialle rode
superbly to push Thomas Kjer Olsen all
the way to the flag in the first moto. The
Frenchman unfortunately had to retire early
in the second race with a technical problem.
Team France were 5th as Vialle posted a 2-38.
KTM rider Liam Everts made his Motocross of
Nations debut for Team Belgium and walked
away with the Ricky Carmichael Award
as the best youngster on the day and 4th
overall in MX2.
Tony Cairoli: “This was the one missing in
my career and I’m really happy to get it. For
sure it was a bit risky to come here and ride
after last week’s crash. I didn’t feel 100%.
On the dry track I could handle it better but
on the wet track I was really struggling. The
first moto crash didn’t help and I didn’t have
the best feeling. I knew I needed just one
decent moto and start and managed to do
that. The other two guys did an amazing job,
especially Mattia for his first time.”

NEWS
DESK
COX CROWNED OVERALL
ENDURO CHAMPION
The curtains of the National Enduro
Championship have officially drawn to a close.
The season couldn’t have ended better for
Brother Leader Tread KTM who walked away
with top honours as leading rider Bradley Cox
stormed to the victory overall.
The final event of the season took riders to
Creighton, Kwazulu-Natal, where Cox had the
home ground advantage. While the race was
off to a shaky start by his own high standards,
Cox held his composure to cross the finish line
and officially snatch up the overall win that he
had been waiting for.
“The actual race this weekend was really
tough for me – I was just so nervous and
so much was at stake. After a shaky start,
I managed to claw my way back to finish
fourth for the day - I felt so relieved to cross
that finish line! I’m excited about my future
in Enduro and I plan to keep putting KTM on
top!” said Cox.
Having only started racing Enduro four years
ago, Cox describes putting in tremendous
work behind the scene to establish himself as
a frontrunner in this sport. He added: “When
I consider the fact that I only started Enduro
four years ago, to achieve the overall win is
really something special. It took a lot of hard
work, but as I saw myself progressing over the
years, I truly believed that the overall win was
possible. Now I get to ride with the number
one plate next year, which is unreal!”
Cox will now turn his focus to finishing off the
National Cross Country Championship, where
yet another overall victory looks promising for
the multi-disciplined star.
As the national season comes to an end, KTM
South Africa’s Marketing Manager Louwrens
Mahoney commented: “I cannot be prouder
of not only our riders but everyone involved in
the team. It has been a long season with many
of ups and downs, tears and sacrifices, but to
end the season with a double championship
and the number one plate makes it all worth
it. The work already starts for the 2022 season
as we learn from all our experiences and find
ways to improve - race by race.”

a DECADE OF
PERFORMANCE
AND INNOVATION
Just 1
Just over a decade ago, former Italian international
racer and team manager Tony Amoriello had a vision for
a unique helmet that could address inadequacies that
he believed were still, after decades of technological
advancements, going unmet in the industry. He set out
with the not-so-modest goal of creating the best helmet
in the world, and in 2011, JUST1 Helmets was formed.
Words by Jeff Kocan (racerxonline.com)
Having been a pro racer and then worked
with many more during his managerial career,
Amoriello had years of feedback and personal
experience to draw from when designing
his ideal lid. The results was the J12 helmet,
which debuted in at the 2011 INTERMOT trade
show and made an immediate impression
on the industry and the sport with its refined
appearance and design. In October of 2013,
H&H Sports Protection came on board and
helped the brand make a splash on the
international market.
These days, JUST1 Helmets is known as
JUST1 Racing, as Amoriello and his company
have expanded their vision beyond helmets
to create a full suite of gear that’s just as
advanced and thoughtfully designed as that
groundbreaking J12 helmet. Leading the way in
the JUST1 Optics division is the Nerve Goggle,
alongside the popular Iris and Vitro goggles.
The company’s gear line was designed
to satisfy the requests of team riders who
felt their needs weren’t quite being met by
what was currently on the market. They

settled on three styles, each with a different
emphasis: the J-FLEX line pushes current tech to
its limits, J-FORCE exudes classic moto style, and
J-ESSENTIAL (which has just arrived in SA) focuses
on keeping weight as low as possible. Each line
comes with a wide variety of matching JUST1 glove
choices as well.
Despite branching out to cover the rest of the
rider’s body, JUST1’s core business remains its
helmets, and they’ve expanded their reach to other
disciplines in that area as well, including downhill
and cycling and, in 2020, road racing and Hyperstreet
with the J-GPR helmet, designed to be the
safest and most comfortable on-road full-face
helmet for a road racers.
JUST1 plans to bring two major new products to
the market in 2021. First, the J22 will replace the
J12 as the brand’s top-of-the-line helmet. The result
of years of research, its patented and exclusive
new technical features help ensure even higher
levels of safety and comfort—and looks great as
well, merging American and European styles into
something stylish and new.
And if you noticed that the JUST1 family wasn’t
quite “head to toe,” now will be, thanks to the new
J-BXR motocross boots.
In just 10 years, JUST1 Brand has expanded its
coverage in every sense; along the way, it’s racked
up 10 World Championships, 3 European titles,
and dozens of national titles in motocross, enduro,
Supermoto, and road racing. Here’s to even more
success in its second decade.
In just 10 years, JUST1 Brand
has expanded its coverage
in every sense; along the
way, it’s racked up 10 World
Championships, 3 European
titles, and dozens of
national titles in motocross,
enduro, Supermoto, and
road racing.
the new range of just1
j-essential mx kit has
just arrived in sa.
Just1 Founder,
Tony Amoriello

GOING
SOLO
I recently got the opportunity to take
a 2021 BMW 1250R GS Rallye for a week.
This test aimed to see whether or not the
almost R400 000 price tag is worth it if
you don’t plan on going over mountains
and all that crazy stuff. What if you just
want a nice big touring bike?
Words by Mitchell Boyes Pics by Kristen Tubb (Precious Imagery)
Part Two

By now, we all know that the BMW GS in all
its multiple variations is one of, if not the most
popular bike in modern history. For a long
time, being more a fan of superbikes, I never
really understood the fascination with a bike
that looked so big and clunky. I would see
pictures of people taking the GS’s to track
days and think it to be absurd.
From where I collected the bike, I had a
ride of about 60km’s home through some
lovely Western Cape back roads and my
biggest assumption (How clunky the GS was)
was immediately shattered. The big Beemer,
with a full tank of fuel, felt suspiciously light
and nimble. I would very quickly come to
realise that the fact that “the GS will be
clunky” wasn’t the only assumption I had that
would be proved wrong. So apart from how
nimble the bike felt, the first thing that made
an impact on me was how well the screen
worked. In the past couple of months, I have
ridden several larger adventure style bikes
and, for the most part, the Screens have been
fine. The GS is different though, of all the big
bikes I’ve ridden, none come close to the wind
protection that the GS offers. Granted I had
it on the highest possible setting, but still, it
works brilliantly!
Next, I want to talk about electronics,
specifically the Dash. The German
manufacturer really has not changed much
from the previous iteration and I’m completely
okay with that because it works brilliantly so
why fix what isn’t broken. True to form, the
Dash is aesthetically, very pleasant to look at.
It is clear with all the important information
displayed. The dash doesn’t just show you the
imperative information though, it can show
you a very large variety of things depending
on what you are interested in seeing. For
example, if you want to see information
about the bike such as tyre pressure, battery
voltage, temperature etc, there is a whole
screen option dedicated to that. If you want
to connect your phone to it, you can with
options for making wireless phone calls as
SPECS
POWER: 136HP
TORQUE: 143NM
SEAT HEIGHT: 890mm
WET WEIGHT: 268kg
FUEL TANK: 30 L
PRICE: R345 700

well as having a navigation screen. The nicest
thing about this is the fact that no matter
what screen you are on, you are still able to
see your speed and gear indicator. The sheer
number of options available on this dash is
really impressive and while I’m not the biggest
fan of a plethora of electronics this bike has
made me realise the upside. When I picked
the bike, I just assumed that the tyre pressure
and everything was okay. about 30km into the
ride, a warning popped up on the dash telling
me to pull over because my tyre pressure
was low. I stopped and there wasn’t a major
issue, but the fact that the bike can warn a
rider before something goes catastrophically
wrong really gives one peace of mind.
In terms of the electronics suit as a whole, it
is also similar to the previous model, but again
that’s okay because it is still class-leading.
The GS Rallye has automatic electronic
suspension which will adjust itself depending
on how much weight it needs to carry. The GS
also comes with a range of heater options, like
grip and seat heating. While the Seat heater
can be rather intense, I did find that it came in
handy when riding during the tail end of the
Western Cape winter. The GS also comes with
4 different riding modes, full LED lights, cruise
control and a first for me on a bike, Hill-start
control. There are so many electronic gadgets
on this bike to keep you interested but a
motorcycle isn’t just about gadgets, so how
does it ride?
As I mentioned before, I was surprised by
how nimble the GS felt, especially because
it had 20 litres of fuel onboard. I quickly
realised why I have seen so many pictures
of GS’s on racetracks and it’s because the
handling is rather impressive. I felt that I could
push the GS through the corners, more so
at least than any of the other overland bikes

that I’ve ridden. And yes, realise that you’re
not going to set lap records on a GS, but
the fact remains that if you were so inclined,
you could throw it around a track. I was
genuinely impressed with all things handling
related when it came to the GS Rallye. This
includes the riding position because even
though it initially felt like I was quite far back,
I quickly acclimatised and realised how super
comfortable it was.
When it comes to the engine, I, once again,
don’t have anything bad to say. In town, and
more specifically traffic, it runs very smoothly
at slow speeds. On the other hand, it has
more than enough power to keep you busy.
Now some of you might be thinking, ‘well
what if I like to have a little bit of fun between
the lights?’ Fret not, the GS has more than
enough power to dispose of any poorly
customised Etios or Civic because let’s face it,
we’ve all been there.
With a bike like this, open road performance
and fuel consumption are very important.
The GS unsurprisingly is brilliant on the open
road has more than enough power to fulfil its
purpose. In terms of fuel consumption, the GS
again performs relatively well. After a week
of all sorts of riding the computer was telling
me that I was getting 16.9km per litre which in
my opinion is not too bad. It could be better
though if one were to ride on the open road
over a longer distance with cruise control
constantly on.
Next, we come to the gearbox and that
is where I have a small issue. It’s the same
issue I had when I rode the F 900 XR but
it seems exaggerated. The problem is this
when using the quickshifter, changing from
2nd to 3rd and up, the gearbox is lovely and
smooth, but the change from 1st to 2nd is not
pleasant regardless of how you are riding or
what revs you are at. the bike jerks forward
when changing into second and I just feel it
should be better. I realise that this is not the
end of the world and is easily solvable by just
using the clutch to change from 1st to 2nd.
Considering how good the rest of the bike is
though, this did bug me quite a bit.
In summary, the R1250 GS Rallye, I believe
is worth the price tag, even if you don’t intend
on going on hectic overland adventures. It’s a
bike that I wouldn’t mind riding every day and
genuinely looked forward to riding every day
for the week I had it. At the end of the day,
the fact of the matter is, bikes nowadays are
getting expensive, that’s just the reality. There
are other options should you not like the looks
of the GS, bikes that will do the job, like the S
1000 XR or the R 1250 RT. But at the end of
the day, you’re still going to pay almost 300k
for the cheapest BMW alternative.
In summary, the R1250 GS Rallye, I believe is worth
the price tag, even if you don’t intend on going on
hectic overland adventures. It’s a bike that I wouldn’t
mind riding every day and genuinely looked forward
to riding every day for the week I had it. At the end of
the day, the fact of the matter is, bikes nowadays are
getting expensive, that’s just the reality.

a DECADE OF
PERFORMANCE
AND INNOVATION
Just 1
Just over a decade ago, former Italian international
racer and team manager Tony Amoriello had a vision for
a unique helmet that could address inadequacies that
he believed were still, after decades of technological
advancements, going unmet in the industry. He set out
with the not-so-modest goal of creating the best helmet
in the world, and in 2011, JUST1 Helmets was formed.
TEAM
Words by Jeff Kocan (racerxonline.com)
SA
Motocross of Nations 2021
After many cancellations, setbacks and the
uncertainty of the times, Team South Africa headed
to Mantova, Italy, to compete in the world renowned
Motocross of Nations Event. MXoN is an annual event
where the nations best motocross racers come
together to compete on the world stage.
Words by Tiegan Reed Pics by @evaszabadfi_photo / @mxjuly / @cdsimages / @shotbybavo

2021 saw a very strong team selection:
Youngster Camden McLellan, an SA champ
and Euro champ, seemed to be an obvious
choice for this year’s team. Now based in
Belgium, Camden has become familiar with
the international racing scene and track
conditions, making him an ideal rider in
the MX2 Class (250). David Goosen, also
with plenty of international racing and the
2017 National MX2 Champion, was selected
as the MXGP Class (450) rider. The team
was rounded up with the 2020 National
MX1 Champion & current MX1 & MX2
championship points leader, Tristan Purdon,
selected as the MX Open Class (450) rider.
This specific selection of riders all have
great achievements to their names, adding
to the SA Teams list of strengths for 2021.
With only 2 weeks ahead of the event,
the original management team opted to
pull out the event due to travel challenges.
The 3 riders and their families then took it
upon themselves and had to plan, prepare
and organise funding in time for the event.
Without the new team managers, Cheryl
McLellan and Lynne Purdon, the journey
to Italy as Team SA would not have been
possible. The team is grateful for all the
sponsors that came on board and for all the
contributions that made the trip possible.
The teams first goal was to qualify into
the main races, not something that has
been done many times in past years, before
moving their focus onto the racing. Once
through the finals, their focus was mainly
to finish, as that has also been a rarity in
recent years. It was off to a good start as
Team SA earned first gate pick in a ballot
for the qualifying races.
The qualifying saw great performances
out of team SA in the riders’ respective
classes. David Goosen was first out of our
riders onto the track and third into the first
corner after the gate drop. Keeping close to
the front half of the field, he went down and
was pushed back a number of positions.
Pushing to the flag, Goosen ended the
qualifying in a promising 20th position.
Camden was eager to keep the good
momentum going in the MX2 qualifying.

Getting a good jump out the gates and into
a comfortable 4th position early on in the
race, but also making a mistake, with not
much time left to salvage any positions.
Camden dropped back by two positions,
coming out of the qualifying with an
impressive and favorable 6th position.
Purdon was last to go out onto the track
for the MX Open qualifying, but was one of
the first out the gates and even led out the
race for a few straights before going down
and being left behind. Tristan fought and
claimed some positions back and ended
the qualifying in 23rd.
The team’s qualifying results along with
Camden’s impressive 6th place was enough
to put them straight through to the main
races. The team qualified in 16th, better
than the previous event in 2019 which saw
the team qualify last. This had the team
optimistic and hungry to test their skills in
the main races the following day.
Sunday’s main races took a turn along
with the weather. Rain was the forecast of
the day, but the team was still committed
to going out and doing their best.
Unfortunately David had received
inconclusive covid test results on Sunday
morning, although testing negative a
number times thereafter, it was too late and
proceeded in involuntary withdrawal from
the main races. It was devastating as the
team was on a good foot and like the other
riders, this had been a long time dream for
David. It was heartbreaking to see the effort
put into competing the biggest race of his
career go to waste.
The team’s qualifying results along with
Camden’s impressive 6th place was enough
to put them straight through to the main
races. The team qualified in 16th, better
than the previous event in 2019 which saw
the team qualify last. This had the team
optimistic and hungry to test their skills in
the main races the following day.

Camden and Tristan’s shoulders were now
heavier, going into the main races without their
teammate made them a 2 man team, meaning
they would not be able to compete in enough
races to bring home a good result, but they
pressed on and headed to the final races.
The first main race saw Camden with an
average start and pulling into pit lane within
the first lap due to goggle issues, setting him
back into last position. Camden rode smooth
and consistent, fighting off the positions one
by one, only to be faced with goggle issues
again and forced into pit lane once more with
a lap to go. Camden had run out of time and
settled into 28th. Camden says he was feeling
confident and ready to redeem himself for
his second main race. A great start had him
with the front of the pack, but also only a
few straights in, another rider had crossed
Camden and he went down, uninjured but
unable to continue due to mechanical issues.
Tristan lined up for the main races feeling
excited after a good start in the qualifying but
the worsening weather and track turned up
the intensity and they were not the conditions
he was accustomed to. Tristan had two solid
main races, finishing safely on the demanding
circuit with some of the world’s best riders.
Despite all the blows, it was still an
impressive achievement for each of the riders
to be selected to represent their country and
for the team to qualify and compete.
We hope to see Team SA qualifying and
competing at more MXoN events in the future.
Facebook Link
https://www.facebook.com/mxonsa/
Instagram Link
https://instagram.com/team.sa.mxon
Camden’s Social Media
https://instagram.com/the.mackey.122
https://m.facebook.com/camdenmclellan/
Davids Social Media
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a DECADE OF
PERFORMANCE
AND INNOVATION
Just 1
Tony
Just over a decade ago, former Italian international
racer and team manager Tony Amoriello had a vision for
a unique helmet that could address inadequacies that
he believed were still, after decades of technological
advancements, going unmet in the industry. He set out
with the not-so-modest goal of creating the best helmet
in the world, and in 2011, JUST1 Helmets was formed.
GRAZIE
Words by Jeff Kocan (racerxonline.com)
Nine-Time Motocross
World Champion Antonio
Cairoli Set To Retire
by Jack Gaffney (primetimesportstalk.com)

“This is not an easy decision.
I’ve always said that
numbers and statistics did
not mean that much to me. I
think it was an achievement
for me and my family to win
one world championship so
to have had a career like this
is very special.
off an impeccable run of seven World Motocross
titles, along with five Supercross titles for the
orange brand. That includes four Cairoli titles when
he ran on a KTM 350 SX-F against a field of 450s.
Still being a title-contending rider in his mid-30s
also adds to his legend. While his last title came in
2017, he finished in either second or third two of
the last three seasons (hurt in 2019). Currently, he
sits third in the 2021 MXGP standings, one point
back of Romain Febvre, and 29 back of Tim Gajser.
The opportunity to go out on top is almost never
available to many athletes at all, especially for
someone at Cairoli’s age. Expect him to go all-in so
to speak. In addition to having the chance to win his
first Motocross Des Nations in a little over a week’s
time. Regardless, European Motocross is losing one
of its all-time greatest.
Coming to America?
Antonio Cairoli has been synonymous with
European Motocross over the last decade and a
half. He is the all-time premier class MXGP winner
with 69 Grand Prix wins, 93 in total. In addition to
a whopping seven premier class titles with a pair
of 250 championships to boot. However, with the
Sicilian Superman set to turn 36 years old next
week, his iconic career was likely going to end
sooner or later. Now it is set to be the former. As the
MXGP icon announced recently in Rome, Italy, that
the 2021 season will be his last.
End Of An Era
The GPs have been losing a number of key names
in recent years. From Gautier Paulin to Clement
Desalle, and Tanel Leok, but Cairoli is without a
shadow of a doubt, the biggest retirement post-
Stefan Everts. At his peak from 2009 to 2014, he
won six consecutive 450 World Titles and 47 GPs.
His entire career has been with the De Carli team,
which at first ran Yamaha’s, then from 2010 on KTM.
Cairoli now may be the rider most associated with
the brand. As his first title with them in 2010 started
While his full-time competition days are soon to be
behind him, Cairoli did not close the door on some
one-off appearances. In a post-press conference
interview with Jason Weigandt of RacerX.com,
Cairoli said the following in regards to future plans.
“I would love to do some racing in the U.S. and
mabye some Nationals I would like to do. Because
now I am free, and all those years, 18 years, I have
always been a contender for [MXGP Championship].
So when it’s like that it’s very difficult to go to the
U.S. just for my pleasure, then mabye have a small
crash and break my collarbone. So now I’m free and
I can just do whatever I want, and I would like to do
some races.”
Even if it is just a one-off appearance, Cairoli
running a U.S. National would be monumental. The
only times he has raced in the states is when the
GPs come to America, the last being in 2017. The
No. 222 racing in a field completely filled with guys
he has (mostly) never raced with before would be
must-watch TV. In any case, this is a big loss for
Motocross, as well as Italian motorsports. Cairoli
and Valentino Rossi retiring in the same year just
feels right. A pair of absolute icons who were some
of the absolute best to ever do what they did.
Congratulazioni per il pensionamento Tony.

Long-term FIM Motocross World Championship promoters
Infront Motor Racing, together with the FIM, have decided
to retire the #222 in honor of Red Bull KTM Factory Racing’s
Tony Cairoli who will draw the curtain on a glorious 18-
year career at the season-ending Grand Prix of Cittá de
Mantova at Mantova on November 10th.