RIDEFAST NOVEMBER 2021

NOVEMBER 2021
NOVEMBER 2021 RSA R35.00
21011
9 772075 405004
FABIO CROWNED
MOTOGP CHAMPION
TRIUMPH T120
TM SMR450
CUSTOM
IN THIS ISSUE
• ZX7 Re-Build
• 4 Surprising Hondas
• Suzuki Gixxer 250
• ZX10 Cup
Lots Lots More...

©FIVE Advanced Gloves 2021 *FIVE : le spécialiste du gant **sous conditions
w
www
PubFIVE_
YOU CHOOSE!
WE WILL GET YOU THERE

PROTECTION / FITTING / DESIGN
STUNT EVO
Black / Red
©FIVE Advanced Gloves 2021 *FIVE : le spécialiste du gant **sous conditions
THE
GLOVE
SPECIALIST*
RACING STREET CUSTOM ADVENTURE MID SEASON WINTER HEATING
WOMAN OFF ROAD
GLOVES
When riding a motorcycle, the glove isn’t just an accessory. It is the essential link between the rider and his machine. So
better to trust a specialist. FIVE has based its development on a simple principle: you can’t design a pair of gloves like you
design an item of clothing. Every detail counts to provide both precision in the feel of handlebar controls, comfort and protection.
That’s why FIVE focuses, exclusively, on the development and production of technologically advanced gloves, resulting
from its experience of racing competition at the highest level (MotoGP, SBK, Endurance, MX, Enduro ...) To convince yourself,
just try one of our 90 models at an authorized FIVE dealer. Your hands will feel the difference.
FIVE ADVANCED GLOVES: THE glove specialist.
www.autocyclecentre.co.za
www.poweredbyautocycle.co.za
poweredbyautocycle
powered_by_autocycle
PubFIVE_OfficielDuCycle_Mars2021.indd 3 02/03/2021 10:28

Intro. Keeping the wheels turning...
NOVEMBER Edition 2021
We wanna hear from you info@motomedia.co.za
Read our back issues at www.motomedia.co.za
A somewhat overweight burly biker calls a weight loss company and orders their 5
day – 5 kgs weight loss program.
The next day, there’s a knock on the door and standing before him is a voluptuous,
athletic 19-year-old babe dressed in nothing but a pair of running shoes and a sign
around her neck.
The sign reads, ‘If you catch me, you can have me.’
Without a second thought, he takes off after her. A few kilometres later huffing and
puffing, he finally gives up.
The same girl shows up the next four days and the same thing happens.
On the fifth day, he weighs himself and is delighted to find he has lost 5 kgs as
promised.
He calls the company and orders their 5 day – 10 kgs program.
The next day there’s a knock at the door and standing before him is the most
stunning, beautiful, sexy woman he has ever seen in his life.
She is wearing nothing but Reebok running shoes and a sign around her neck that
reads, ‘If you catch me, you can have me’.
Well, he’s out the door after her like a shot. This girl is in excellent shape and
despite his best efforts, no such luck.
So for the next four days, the same routine happens with him gradually getting in
better and better shape.
Much to his delight on the fifth day when he weighs himself, he discovers that he
has lost another 10 kgs, as promised.
He decides to go for broke and calls the company to order their 7 day – 25 kgs
program.
‘Are you sure?’ asks the representative on the phone.. ‘This is our most rigorous
program.’
‘Absolutely,’ he replies, ‘I haven’t felt this good in years.’
The next day there’s a knock at the door and when he opens it he finds a huge
muscular guy standing there wearing nothing but pink running shoes and a sign
around his neck that reads, ‘If I catch you, you’re mine.’
He lost 31 kgs that week.
Have a great riding month!
PUBLISHER:
Glenn Foley
foleyg@mweb.co.za
ADVERTISING AND EDITORIAL:
Sean Hendley
sean@motomedia.co.za
071 684 4546
OFFICE &
SUBSCRIPTIONS:
Anette
anette.acc@ mweb.co.za
ONLINE &
DESIGN LAYOUT:
Kyle Lawrenson
kyle.lawrenson@icloud.com
Cape Town
Lorna Darol
lorna@motomedia.co.za
074 122 4874
PHOTOGRAPHY
Stefan van der Riet
CONTRIBUTORS
Shado Alston
Donovan Fourie
Kurt Beine
Morag Campbell
202
N
TH
BE
Speci
be ab
appre
mode
and a
riding
heart,
And y
Honda
one-b
NC
NC
Videos and more
available online...
2021
NC
2021
NC750X/DCT
THE NEW NC750X: DO IT ALL, AND
BETTER THAN EVER.
WWW.MOTOMEDIA.CO.ZA
2021
Specialization may be fine for something like golf clubs, but we think great motorcycles should
be able to do it all. Case in point: The 2021 Honda NC750X. This is a bike is for motorcyclists who
Copyright © RideFast Magazine: All rights reserved. No part of this publication may be reproduced, distributed,
appreciate both versatility and virtuosity in their adventure machines. This year, we’ve given this
or transmitted in any form or by any means, including photocopying, articles, or other methods, without the prior
written permission of the publisher.
model some big improvements. More power. A larger integrated storage area. Lighter weight,
and a lower seat height. Plus some huge technologic upgrades like throttle by wire, selectable
riding modes, new instruments, a new frame, upgraded bodywork, and standard ABS. At its
heart, the twin-cylinder engine produces a broad torque curve as well, making it a joy to ride.
And you can choose from two transmissions: a conventional manual-clutch six-speed, or
Honda’s revolutionary automatic DCT. Either way, this latest NC750X is going to be the perfect
THE
BETT
Specializati
be able to d
appreciate
model some
and a lower
riding mode
heart, the tw
And you can
NC750X/DCT
Y
p

21
:
2021
NC750X/DCT
THE NEW NC750X: DO IT ALL, AND
BETTER THAN EVER.
Specialization may be fine for something like golf clubs, but we think great motorcycles should
be able to do it all. Case in point: The 2021 Honda NC750X. This is a bike is for motorcyclists who
appreciate both versatility and virtuosity in their adventure machines. This year, we’ve given this
model some big improvements. More power. A larger integrated storage area. Lighter weight,
and a lower seat height. Plus some huge technologic upgrades like throttle by wire, selectable
riding modes, new instruments, a new frame, upgraded bodywork, and standard ABS. At its
heart, the twin-cylinder engine produces a broad torque curve as well, making it a joy to ride.
And you can choose from two transmissions: a conventional manual-clutch six-speed, or
Honda’s revolutionary automatic DCT. Either way, this latest NC750X is going to be the perfect
one-bike choice for the rider who wants to do it all.
NC750X R128 500 NC750X DCT R138 200
NC750X: R126 000
2021
NC750X/DCT
You meet the nicest
people on a HONDA.
NC750X: R135 500 DCT
2021
THE NEW NC750X: DO IT ALL, AND
BETTER THAN EVER.
Randburg: 011 795-4122
2021
NC750X/DCT
YOU REALLY
NC750X/DC
SHOULD
JOIN THE
HONDA
FAMILY
THE 2021 NEW NC750X: D
BETTER THAN EVER
NC750X/DC
Specialization may be fine for something like golf c
be able to do it all. Case in point: The 2021 Honda N
appreciate both versatility and virtuosity in their a
model some big improvements. More power. A larg
and a lower seat height. Plus some huge technolog
riding modes, new instruments, a new frame, upgr
heart, the twin-cylinder engine produces a broad
THE NEW NC750X: DO
And you can choose from two transmissions: a co
Honda’s revolutionary automatic DCT. Either way,
BETTER THAN EVER.
one-bike choice for the rider who wants to do it al
be able to do it all. Case in point: The 2021 Honda NC750
appreciate both versatility and virtuosity in their adventu
model some big improvements. More power. A larger int
and a lower seat height. Plus some huge technologic up
riding modes, new instruments, a new frame, upgraded b
heart, the twin-cylinder engine produces a broad torque
And you can choose from two transmissions: a conventio
Honda’s revolutionary automatic DCT. Either way, this lat
one-bike choice for the rider who wants to do it all.
Specialization may be fine for something like golf clubs, but we think great motorcycles should
be able to do it all. Case in point: The 2021 Honda NC750X. This is a bike is for motorcyclists who
appreciate both versatility and virtuosity in their adventure machines. This year, we’ve given this
ould
ts who
n this
ht,
DCT
ble
ts
de.
fect
model some big improvements. More power. A larger integrated storage area. Lighter weight,
and a lower seat height. Plus some huge technologic upgrades like throttle by wire, selectable
THE NEW NC750X: DO IT ALL, AND
riding modes, new instruments, a new frame, upgraded bodywork, and standard ABS. At its
heart, the twin-cylinder engine produces a broad torque curve as well, making it a joy to ride.
And you can choose from two transmissions: a conventional manual-clutch six-speed, or

All the NEWS proudly brought to
you by HJC HELMETS
KISKA.COM Photo: R. Schedl
KMSA’s Bikewise division now official AGV
importers and distributors.
We heard rumours at the beginning of the year that Bikewise
might be the new importers and distributors of AGV helmets.
The brand was well supported by Motana many years ago
and then all went a little bit quiet with the next importer taking
Bike Tyre Warehouse Cape Town
BTW really is a force to be reckoned with, with a passionate
and driven Boss Man moving and adapting as and when the
market requires. They opened a store in Cape Town about
a year ago or so and have really being making waves down
there. Recently BTW Cape Town moved to Montague Gardens
to be able to better service the market in the Cape. The new
franchise store owner Dana is a passionate biker who has
relocated from JHB to CT for the sole purpose of ensuring
the growth of the BTW brand in the Western Cape. They are
situated on the corner of Freedom and Montague Drive Unit
B2A, Spearhead Business Park, Montague Gardens, Cape
Town, 7441 and you can contact Dana on
072 820 4990 or email him at
cpt@biketyrewarehouse.com
over. Bikewise is known for growing brands in South Africa
with excellent stock holding, fair pricing and proper aftersales
service and fortunately for the AGV brand they saw its potential
and made a bid for it and got it. We do foresee AGV being a
force to reckoned with in the motorcycle industry again in the
very near future. For more information or to find your nearest
stockist 011 566 0333 or email wyatt@kmsa.co.za
NEW A450 GRIPS FROM DOMINO
The A450 was created with the aim of completing the range for
racing-road use, where every rider has personal and particular needs.
The grips consist of two materials with different hardness and
colours: a harder heart to make the grip on the handlebar stable and a
softer outer coat to promote maximum grip in all conditions. In areas
more subject to wear and tear such as the flange, the outer edge
and an extreme portion, the harder material emerges outside, better
supporting the hand and reducing the more localized wear on the
knob;
- new external multiconic finish, which allows exceptional and costant
grip - even in wet conditions - with progressive wear of the knob. This
is possible thanks to its particular shape in the world of knobs, the
result of months of studies and tests in all conditions;
- a slightly higher grip diameter than the A010, designed for those
who prefer a slightly larger ergonomic grip;
- three seats for fixing with the iron wire, of which the innermost can
be considered to adapt the socket to the shorter accelerator tubes of
the Japanese motorcycles.
At your dealer.
www.trickbitz.co.za for stockists

KISKA.COM Photo: R. Schedl
how
sandstorms
begin
It’s time to adventure even harder. The new KTM 890 ADVENTURE R
is here – a true offroad travel specialist. With class-leading handling,
rally-like agility, and boosted power and torque figures, you can be sure
you’ll never eat dust, except in the sandstorm you create.
FIND OUT MORE AT WWW.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.

All the NEWS proudly brought to
you by HJC HELMETS
WORX introduces the Slammer.
The most innovative Brushless Hammer Drill since the invention of the cordless
drill., this his new arrival drills into wood, metal, plastic, masonry, and concrete…
Which probably means that you can fix a Harley with it.
Called the Slammerfor a good reason, they say that this powerful
20-volt cordless hammer drill will get more done, easier,
and faster. The brushless motor technology delivers 50
percent longer runtime, 25 percent more power and 10X
longer motor lifetime. A variable 2-speed design covers a wide range of drilling,
fastening and hammer drilling applications, the fitted LED light is great for dark
areas with a handy 20 sec LED delay after the trigger is released.
The Expandable Power 20V battery is interchangeable with other WORX tools the
only cordless tool platform that uses the same battery to power their 20V and 40V
tools. To view the full range of WORX products, and view the videos go to www.
worxtools.co.za, WORX is a leading brand at Vermont Sales and is available from
all leading outlets countrywide, for more information contact, Vermont Sales on
011 314 7711 or visit their web site www.vermontsales.co.za Trade enquiries
welcome
Get all your Pro-X and All Balls products
from GAME SERVICES…
The store that has absolutely everything and the kitchen also
stocks just about everything in the Pro-X catalogue.
All the fuelling system parts from air filters, main jets, pilot jets
to carburettor rebuild kits and throttle cables. All the clutch
bits and pieces as well, baskets, spring kits, gaskets, master
cylinder rebuild kits, friction plates, clutch plates. Also in stock
are wheel bearing kits, spacer kits, steering bearings and etc.
But wait! There is more – chains, sprockets, sprocket bolt
sets, ultra-light sprockets, counter shaft seals, chain rollers,
suspension bearing kits and parts, brake discs, brake pads,
brake calliper rebuild kits, master cylinder rebuild kits. And
you thought Pro-X only did pistons, rings, cylinder sleeves,
crankshafts, con rods, big ends, pins, clips and all sorts of
engines seals and gaskets. Well, as we said, Game Services
stocks just about the whole range for the popular models and
even for some of the unpopular ones and you know the price
will be right.
Then, just to make sure they really have you covered as the
best stocked one stop shop they also stock a full range of ‘All
Balls Racing’ equipment as well. Whether you ride on or off
road, ATV’s or Utv’s All Balls has you covered with the parts
you need to handle any abuse you can dish out. Clutch,
throttle and brake cable assemblies, wheel bearing and seal
kits, countershaft rebuild kits, tapered bearing kits, chain
rollers, rear shock seal assemblies, fork bushing kits, including
new street kits added to the range, fork and dust seal kits,
swing arm repair kits, rear shock bearing kits, rear wheel
bearing upgrade kits, rear brake pedal clevis and pivot repair
kits, master cylinder with new KTM piston, diff bearing and seal
kits, master cylinder kits for road and off road, brake drum
seals, ball joints, Showa front strut upper ball joint, tie rod end
kits, tie rod upgrade kits, rack and pinion end kits, front A-arm
repair kits, independent rear suspension repair kits, centre
support bearing, A-Arm upgrade kits, sport ATV rear carrier
bearing upgrade kits and so much more.
Give them a call on 011 425 1081, or drop them a mail on
G124@mweb.co.za or get your shopping trolley and wander
around the shop at No.4 fifth avenue, Northmead, Benoni out
on the East Rand… where you don’t even need to wear shoes.

All the NEWS proudly brought to
you by HJC HELMETS
A quick whistle stop visit at some of “The Bom’s” movers
and shakers
We recently had opportunity to swing through Nelspruit or
Rudamans Yamaha
Robin Flores and his dedicated and passionate team run a tight
ship doing all things Yamaha. Bikes, marine, golf carts power
products with a well-stocked showroom and parts department
with a professional workshop. They share space with the rest
Mbombela in the new language and popped our head in at a
couple of dealers for a quick, “Howzit”.
of the Rudamans group and have a whole bunch of really cool
stuff from tractors to chain saws. A real Aladdin’s Cave for the
hairy chested better half in your life. Visit them at 4 Tranquil
Flow Street, Riverside Park or make contact via telephone or
email on (013) 753 3631 and info@rudamans.co.za
KTM, Honda Wing and Suzuki Nelspruit
Hennie and Mandla are the friendly faces as you walk in the
door to the multi franchise, quick with a smile and even quicker
on the service. They are the official agents for KTM, Honda
Wing and Suzuki Motorcycle in Nelspruit. Hennie mainly looks
after the motorcycle sales side with Mandla taking care of the
parts, but they do cross pollinate and help each other out. Eric,
who was on leave the day we visited is your friendly giant in
the workshop. Well known and hugely knowledgeable, Eric has
worked on most brands. Give then a shout on 013 753-7324
for sales or 013 753-7324 for service department or
013 753-7324 for parts.

K
R2 35
R25 R
All the NEWS proudly brought to
you by HJC HELMETS
Dream Machines
This thriving family business of Christo, JoAnne and son
Zander were formerly Nelspruit ATV. They are still Kawasaki
and SYM dealers in their new venture, with Christo running
the workshop, JoAnne on parts, admin and day to day
management of the shop and Zander looking after the sales
side. You can expect the same friendly and efficient service
this family is well known for with a good range of new and
used bikes in stock and a well stock parts department. You
can visit them at 44 Waterfall avenue, Lowveld Lifestyle Centre,
Riverside Industrial in Nelspruit or call them on 013 752 2282 or
072 321 7237
B
W
Pitlane
The only really well stocked accessory store and fitment centre
in the area that we know of. Run by Robere with the assistance
of his side kick Zac and Mom looking after the admin and the
daily runnings of the shop, you will find just about everything
you could ever need, want or lust after. Tyres, helmets, chains
and sprockets, brake pads, kit, boots, jackets, oil filters and
oil… you name it they have by the dozens. Visit them at 1
Plankie street, Mbombela or call them on 013 755 2127 or
082 802 5290
R
F70 R 4
1140
R
5
R10
Scorpion R1 Moto GP
Champ Replica on the
way:
Scorpion presents the all new,
light-weight EXO-R1 racing helmet
with many incredible features. The
large top vent scoops in more air
and the aerodynamically designed
exhaust vents pull the hot air out
efficiently but the helmet remains
quiet even when you ride fast,
thanks to slim but large vent
bodies correspond to elegant and
sleek shell shape. Even if you’re
not Fabio – you’ll sure look the
part…
At dealers…
R12
96 R5
R89 R18
B

BMW Motorrad
West Rand
K1600 Bagger, 2020
R1200 GS , 2009
R255 3500km 000 85 R75 000km
R255 R309 000 995
R75 R109 000995
S1000R, 2019
7 R319 000km000
R169 R319 995 000
R NINE T, 2020
F700GS, R 4000km NINE 2019 T, 2020
114000km
R145
500KM
000
R105 R145 000 000
R1200 GS, 2009
R299 000 6 R165 7500km 000
R269 R299 995 000 R109 R165 995 000
R1200GS, 2007
96 R185 500KM 000
R89 R185 000
F850 GS, 2018
24
R175
000km
000
R159 R175 995 000
R1200 GSA, 2008
53
R185
000km
000
R110 R185 000
BMW Motorrad West Rand
Email: japretorius@cfaomotors.co.za
RIDEFAST MAGAZINE JUNE 2021 43

All the NEWS proudly brought to
you by HJC HELMETS
Much like Helmets, all riders gear in SA might need
CE approval (Homologation) soon…
Motorcycle protective rider gear has become a lot safer over the years
since Europe introduced a CE legal standard for motorcycle clothing,
known as EN13595, in 1994. It was originally designed as a standard for
professional racers, but now any motorcycle clothing that does not meet
the standard cannot be sold as ‘protective’ wear in Europe.
This CE standard (Conformité Européene or European Conformity) is now
used throughout most of the world. If you are confused with the various
labels, CE markings, standards and information about impact protection,
double-stitched seams, and abrasion testing, read on.
CE markings and regulations:
When buying protective motorcycle clothing, it is important to know
whether the garments you are considering are produced to at least a
minimum CE standard.
A label should have a CE marking permanently attached to the garment.
What do CE standards mean?
If a product bears any type of CE marking, this means its manufacturer
has constructed this garment to an applicable standard of safety and
protection legislation.
This means the product is made to at least a particular level of quality for
the consumer’s reassurance.
In 1995, Cambridge University played a big part in the development of
CE marking, which aided an increase of knowledge for anticipated CE
personal protective clothing regulations.
CE tested, certified or approved?
There is a huge difference between the terms “CE Tested”, “CE Certified”,
and “CE Approved”:
CE Tested: The term normally implies that the manufacturer tested the
whole or just a piece of a garment within their own facility that might meet
certain standards. However, the garment is not necessarily tested in a
certified testing facility to meet officially accredited standards.
CE Certified: This term is more secure, as it states that the garment
samples were tested in certified testing facilities. In this case, you need to
find out which part of a garment was tested.
Classification A: Deemed suitable for urban riding,
with Zone 1 requiring one second of abrasion
resistance at 265.3rpm and half a second at
147.4rpm in Zone 2.
Classification B: Same as A, but impact protectors
are not required.
Classification C: Covers garments such as the mesh
under-suits that have impact protection for off-road
riding.
Samples are taken from each zone to be tested for
seam strength and abrasion resistance.
A company using the same materials and
construction methods in two or more jackets, for
example, could meet approval with one test, so long
as the tested parts are put together in a tested way
within the tested zones, and subsequent garments
are added to the certificate.
Once these materials and construction methods are
approved, they cannot be changed, and that includes
the specific supplier of the material.
Is this going to make bike kit more expensive?
Potentially, it could have done, and many brands
will have seen costs increase. For a start, everything
has to be tested and certified, but also, compared
to the testing fees that those companies already
making products to EN 13595 have paid, the new
testing process could have cost as much as three
times more; however, competition in the marketplace
among test houses has kept a check on fees. Also: In
SA, if we get homologation on riders gear specific to
motorcycle use it may lead to a relaxation of import
duties, which should lead to lower costs.
Watch this space…
CE Approved: This term means several parts of a garment were tested
in certified facilities and are accredited to meet or surpass the required
standards in all zones.
Garment testing zones
The certification test EN13595 uses two test levels, with the body divided
into four zones.
Zone 1: Must-have impact protectors and needs to last 4 seconds on the
Cambridge Abrasion Machine to meet Level 1 protection, and 7 seconds
to meet Level 2.
Zone 2: Must-have impact protectors and needs to last 4 seconds on the
Cambridge Abrasion Machine to meet Level 1 protection, and 7 seconds
to meet Level 2.
Zone 3: Requires 1.8seconds for Level 1 and 2.5 for level 2.
Zone 4: Can be used for ventilation and stretch panels, but must still last 1
second on the abrasion rig for Level 1, and 1.5 seconds for Level 2.
Usually, you will see A, B or C letters on a label that indicates garments
classification.
Classification AAA:The highest level, demanding four seconds of
abrasion resistance with the machine spinning at 707.4rpm (the equivalent
of 120km/h) in Zone 1, two seconds at 442.1rpm (about 75km/h) in Zone 2
and one second at 265rpm (around 45km/h) in Zone 3.
Classification AA: More suited to touring gear, this specifies two seconds
in Zone 1 at 412.6rpm (about 70km/h), one second at 265.3rpm in Zone 2
and 0.5 seconds at 147.4rpm (the equivalent of around 25kmh) in Zone 3.

All the NEWS proudly brought to
you by HJC HELMETS
Puig BMW F900 screens at
Trickbitz:
Puig are widely recognised as market
leaders when it comes to Aftermarket
MotorcycleScreens. Puig Screens are
available in a range of styles including
Standard OEM Racing Naked New Generation
and Touring together with a whole host of
Universal Handlebar Fork and Light mounted
screens - all of which are available in a variety
of styles and tints. Some models also come
equipped with factory-fitted Multi-Adjustable
Visors to offer the rider increased air flow
control and fine tuning. Manufactured from
3mm High Impact Acrylic using the latest CAD
Design and Laser Cutting Technology you are
sure to receive a high quality screen which will
fit your motorcycle perfectly and improve both
aerodynamics and styling simultaneously.
Simple to install Puig Screens will arrive safely
packaged together with comprehensive fitting
instructions and any additional fittings which
may be required. No modification to your
motorcycle is necessary. Manufactured in
3mm methacrylate, material that guarantees
high resistance to possible impacts and
provides a great aerodynamic capacity.
www.trickbitz.co.za for your stockist
News from the Mother City
Our Lady in the Cape has been very busy running around to
events, visiting dealers and just making sure everybody get fair
recognition in our magazines.
Bikes Infinity
Owner and Founder of Bikes Infinity is Kallie Botes. His love
for motorcycles started at the age of 14 when he got onto his
first bike. His love for the biking industry and community grew
the more he rode and experienced life on a bike. By the end of
2003 Kallie joined Harley-Davidson as a sales person and by
2020 he has climbed through the ranks to General Manager.
At the beginning of 2021, Kallie was ready to pursue his own
dream to offer like-minded motorcycle enthusiasts with quality
used motorcycles, exceptional customer service and sharing
his vast knowledge base with the biking community and
industry.
At Bikes Infinity, their customers come first and they pride
themselves on making sure their customers find exactly
what they are looking for, from advice to ideas, or special
requirements they are happy to help. Offering a variety
of motorcycle brands on their showroom floor and parts
department. Whether you are looking for an upgrade or
ready to sell, BIKES INFINITY in partnership with TWINZ
MOTORCYCLES is your one-stop-shop for all things twowheeled!
Nicol, owner of TWINZ Motorcycles has been in the
trade for 22 years and is a qualified Master Technician with a
huge passion for motorcycles. Twinz Motorcycles specializes
in American V-Twins and most Dual Sport Motorcycles, from
basic to major services, tyres and custom build requirements.
Two specialists in their field with a great synergy under one roof
working to offer the best service possible to the motorcycling
community. For sales and etc call Kallie Botes on 082
5533539 and for competitive pricing on anything workshop
related call Nicol Basson on 074 484 4777 or visit them at
No 8 & No.10 Brackenfell Business Park, c/o Old Paarl and
Chrome Street, Brackenfell 7560 and you can check out their
respective websites at www.bikesinfinity.co.za and www.
twinzmotorcycles.co.za

Moto GP Championship in the bag!
By: Donovan Fourie
donovan@thebikeshow.co.za
www.thebikeshow.co.za
Fabio and Pecco – two of the most loved title
contenders.
Rivalry plays a massive role in any sport. Of course,
we are not talking about a little spat between opposing
athletes; heavens no. We are talking about the full-on
war between supporters these athletes. They are way
more fun!
Man United versus Liverpool. Blue Bulls versus Sharks. Proteas
versus Australia. Whatever those teams are called for those
sports in America. The fans take the cake, especially with the
advent of social media where people can participate in fisticuffs
through the medium of digital words.
We are pretty sure that MotoGP fans are some of the worst. We
saw Sheene pitted against Roberts. Rainey against Schwantz.
Doohan against Criville. And more recently, we’ve witnessed
Rossi take on Biaggi, Gibernau, Stoner, Lorenzo and finally
Marquez and the fans have been passionately involved in the
theatre of mudslinging throughout.
Hell, the Italians at Misano are still booing Marquez - six years
after the 2015 spat. Then again Marc, that’s what you get for
committing blasphemy…

This year has been remarkably different, in a Zen kind
of way. The championship was whittled down to a fight
between championship leader Fabio Quartararo and the
upcoming Pecco Bagnaia. Fabio has been strong all year,
but Pecco climbed the speed scales more and more as
the season wore on. On the Sunday of Misano, he lined
up in pole position for the fourth time in a row. The gap to
Quartararo was at 53 points, with 75 still on offer. Pecco
needed to get it below 50 for the championship to carry on
to Portimao and, hopefully the season finale at Valencia. It
was looking good – Pecco was on pole after looking strong
throughout the wet, cold weekend while Fabio struggled.
His Ducati rival lined up with a clear track before him; Fabio
would see 14 riders blocking his path to the front.
You probably watched the race – Pecco got out front early
with a rejuvenated Marc Marquez on his tail. Fabio made his
way through the field in an impressive fashion. He was even
on the podium for a while towards the end before eventually
finishing fourth, 11 places higher than he started.
Pecco was cool and calm as ever. He had Marquez for
company – probably the last rider anyone wants to see on
their pitboard. Many a rider would see “Marquez 0.1sec”,
panic - and start putting the hammer down.
Not Pecco, though.
Putting the hammer down with plenty of laps to go
endangers wearing your tyres out and wearing yourself out,
leaving you with nothing to defend with at the end of the
race. Pecco remained calm and consistent, running a pace
he knew would give him plenty in reserve, even if it meant
feeling Marquez breathing down his neck. With a handful
of laps to go, the hammer started hitting the anvil harder
and harder. You could tell by Marquez’s body language on
the bike that he was starting to struggle slightly to keep up.
Eventually, daylight started appearing between them, getting
bigger and bigger with every hammer-filled lap. It seemed
that Pecco had timed it to perfection, right up until it all went
wrong...
With five laps to go, he tipped into Turn 15, a sweeping
left-hander. This corner is fascinating because it is fast, and
it is the first left-hander after two straights and about 100
right-handers. Also, Pecco was the only rider on track at
that stage using the hard front tyre, one that was thoroughly
unrecommended by Michelin in those cold temperatures.
Up until that point, everything had been going swimmingly
for Bagnaia, except that now he was pushing to get away
from Marquez. His tyres might have still been in excellent
condition after being cunningly preserved for the entire race,
but that means nothing when the left-hand side of the tyre is
freezing cold, and the rider is pushing.
He went down – a typical front-end slide, and he was
tumbling through the gravel, thankfully uninjured.

It was a great attempt from Pecco – had he held
it together, he would have finished in front, and
Fabio would have been fifth. That would have
left the gap at a more manageable 39 points.
Except it didn’t work out, and Fabio took an
understandably emotional title win with two
races to go.
After another cringeworthy celebratory display
from Dorna (although not nearly as bad as
the 8-Ball garbage for Marquez last year), the
Frenchman arrived back in the pitlane for a wellearned
hero’s welcome. The first to greet him
was a dusty Pecco Bagnaia, who gave him a
warm hug. The second was Jack Miller because
the Australian is a nice guy, and Fabio was still
conveniently outside his pit.
Of course, social media lit up but not in the way
it usually does. There was no mudslinging, no
mention of other people’s mothers, no references
to the other supporter’s cognitive abilities,
nothing. What there was instead was a chorus
of congratulations for both riders, something we
haven’t seen since Mark Zuckerberg first pushed
“Post”.
How is this possible? A large part of it might be
down to the fact that both riders are pretty new
to the spotlight, and fans are yet to develop an
emotional attachment to either one, but it might
be something else.
If you look at Rossi versus Marquez, the
inspiration for what was probably the bloodiest
social media war ever, Rossi often tried to use
words to get into the head of his opponents,
words that didn’t sit well with the opponent’s
fans and sparked antagonism. On the other
hand, Marquez often used both words and
the odd ramming of opponents off the track to
achieve his goals, something that certainly didn’t
ignite love and compassion for him from rival
fans.
Similar theatrics could be seen with other
rivalries throughout the ages, but not with Fabio
and Pecco. They both seem to be nothing more
than respectful and courteous – “good okes” as
the more eloquent South African society would
put it.
We even call them Fabio and Pecco instead of
Quartararo and Bagnaia, although much of that
is probably down to their first names being easier
to type, but a chunk of it must go down to us
feeling good about them like they are lad lads.
Pecco looks like a quintessential Italian cool guy.
His look and demeanour suggest that he should
walk everywhere while constantly sipping a tot of
espresso and saying “Ciao” to everyone he sees.
Fabio, with his silly colourful clothing and that
toothy grin, is nothing but thoroughly likeable.
Personally, I’d have loved to have seen Pecco
win at Misano in front of his home crowd and
then seen Fabio take the championship win at
Portimao. I feel sad that Pecco crashed and also
happy for Fabio that he is the champion.
This is a sentiment shared by all fans all over the
world. For the first time ever.
We are seeing a different kind of history in the
making.

Pics by:Black Rock Creative Studio
ITALIAN
FACTORY RACING RARITY
TM 450 MOTARD
As ridden by Dorren Loureiro.
We were invited along to the unboxing of a very rare
Motard at the Formula K track out Benoni Side. We
knew that the bike was coming ages ago with rumours
about a potential new distributor for the Italian TM
brand. Formula K are the importers and distributors of
the TM range of Go-Karts – so the bikes kind of make
sense… More news on all this soon.
At a mere R230.000, they were reluctant to allow our
plebs to ride it as soon as it was unpacked. But they
did give international star Dorren the key and he took
off for a few laps in order to run the bike in. Run in is a
loose term, by the third corner, he was faster than most
guys out there…
After the shakedown and a few days later, Sean sat
him down to get his take on this rare (in SA anyway)
machine.
He says:
A big highlight for me about TM, when you buy a bike from
them you send them your weight, your height, all your
measurements. They fit the right bars for the length of your
arms, they put the right shock in for your weight, they give
you a base set up for your size and weight.
They even set the rear wheel in the middle for me which
made the bike even more nimble, gearing was also perfect
for short track racing, not too long and not too short so no
need to go buy extra sprockets and chains and etc.
This means that when you get to the track for the first time
with your new TM you are not starting from zero, but rather
starting from somewhere closer to eighty percent right
for you. Essentially you order a bespoke bike for yourself,
when I went out on this bike for the first time at F-K I didn’t
change 1 setting and I was completely comfortable and
confident on the TM, with the race set up they sent me the
bike is really good enough for me to compete at the highest
level and even win on.

They take all the data from their world championship team
from over the years at all the different tracks and apply that
to the bike they build for each customer, they already know
what the best set up is for every weight of rider in most racing
conditions on most racks. Even though it is possibly a bit more
expensive than other bikes on the market it is set up for you
with the correct suspension settings and spring weight for you,
so you do not have to spend any other money on it, it already
has the best of everything for you as an individual, including
the quick shifter and mapping which are all extra’s that need
to be purchased for other bikes. So all the trick equipment and
bespoke set up not only save you time in the workshop buying
and fitting all that equipment but it also saves you 3 or 4 days
of testing at the track to get your bike working properly for you
as well as a huge amount of frustration.
My point of reference when it comes to Motards is my own
personal Husqvarna 450 Motard, firstly because it is mine and
it is the only standard factory supplied Motard on the market
here in SA at the moment, so comparing apples with apples.
I have spent quite a bit of time and money on my bike to get
it perfect for me so that I can be competitive in the national
racing scene here in SA.
I found the TM450’s sitting position to be a lot more suited to
my style of riding because of how much lower the handle bars
than my Husky and how much higher the seat is. This makes
the seating position more aggressive, I could almost ride it
superbike style, but with the quickness and nimbleness of a
Motard. Most other Motards need to be backed into a corner,
or steered with the rear wheel - whereas on the TM I can corner
like a superbike. The rake angle is also a lot steeper making it
turn so much quicker than other Motards I have competed on.
Another big advantage I found was that the TM has the oil
cartridge forks and not the air forks as other bikes do and
that gave me so much more feedback and feeling when I was
riding it hard around the track. I am a big fan of the oil based
forks because of their feel and feedback, they are just more
confidence inspiring to me. The air fork might be quicker and
easier to set up because you just have to pump some air into it,
but when I am looking for that extra half a second a lap I need
the confidence and feel that the oil forks give me.
Coupled to the oil forks are essentially the same Brembo
brakes used by other manufacturers but they really do work
better on the oil forks. On the air forks you use the full length of
the stroke and it puts so much pressure into the tyre that you
cannot pull the lever harder for fear of tucking the front wheel
in. Whereas with the oil forks on the TM you only really use the
middle of the stroke and don’t as much pressure into the tyre
allowing you to pull the lever more giving you more stopping
power on thew twin rotors upfront by the time you hit the
bottom of the forks stroke.

I really enjoyed the absolutely flat seat on the TM. You really sit
on top of the bike and my movement was not restricted by the
bum stop that most of the other bikes have. Another feature
I really liked is the fact that the fuel tank is under the seat. So
when riding the bike I find the front to be really light making it
really easy for me to flick it around and do whatever I like with it
and I could make it turn really quickly.
Another big advantage I find was that with the fuel tank under
the seat, the centre of gravity was really low and when cranked
over in a corner I didn’t have the fuel sloshing around on the
top of the bike by the handle bars and pushing or unsettling the
bike. This a big advantage especially when braking really late
into a corner, there wasn’t all the fuel, say 5 litres – about 5kg’s,
rushing forward to the front of the tank and transferring all that
weight onto the front wheel and then when you get on the gas
it all rushes backwards, again changing the handling dynamics
of the bike. Being in the middle under the seat,
I didn’t really notice that weight transference as much nor did
it have any effect on the handling of the bike which is really a
huge thing for me and my confidence in the TM under braking
and acceleration in and out of corners really makes the TM
more stable, more predictable and much more forgiving,
especially for high sides.
The TM has some incredible traction control. I was trying to
slide the TM450 coming out of corners because I like to steer
with the rear, and there is always the danger of high sides when
doing that, and I could feel the traction control kicking in and
it wasn’t letting me high side. I generally switch the traction
control off when I race because I find it interferes too much with
my riding style, however the TM’s traction control is really very
confidence inspiring, especially for less experienced riders…
like my Dad who used to race when he was younger but is
not riding competitively anymore and does more track day
type riding, so he can try pushing for that extra half second or
second a lap without having to worry about a high side and
breaking a collar bone. The TM 450’s rear KYB shock absorber
is really good. Generally I have to change the rear spring on all
other bikes because they are too soft for me.
Coupled with the traction control is some really good wheelie
control, the TM never over-wheelied that I had to shut the
throttle off, so I could stay on the gas without worrying about
flipping, so the traction control keeps the bike stable coming
out of the corner and the wheelie control keeps the front
wheel at just a nice height so that I could ride hard for the next
corner. The TM also has the best launch control I have ever
experienced on any Motard, so good that I reckon I could easily
make half a second on my competitors by the first turn, easily
taking the holeshot from the front row over most other bikes in
the field at the moment.
Also on the electronics package the TM comes standard with a
power shifter, built internally into the motor, so it doesn’t even
look like it has a quick shifter but it is definitely there – up only,
but the slipper clutch is incredible, it works really nicely and the
gearbox is so smooth that you can change down without the
clutch very easily, however you can order an auto blipper down
shift on the TM from the factory.
The TM has a map 1 and a map 2, initially I rode it in map 1 and
thought, “Wow! This thing is fast”, it turned out that map 1 was
the slow mapping.
Then I put it in map 2 and the TM became incredibly fast, to
me it felt like map 1 had a bit less torque but very good top end
whereas map 2 had a huge amount of torque, the full amount
the bike has to offer with a similar top end to map 1.

The torque is really a whole lot more than any
Motard I have ever ridden or raced… it is A LOT,
I was braking as much as 50 metres earlier than
any other bike I have ridden on the same track
and that was just because of the speed I was
getting to the corner at. Torque is so important
on these Motards because the tracks are so
short, at most of the tracks we don’t even get
into the high gears, so the torqueiest bike is the
quickest bike, it is whoever can get from the
lowest gear to the highest gear the soonest with
the most speed which has all got to do with
torque.
I would easily estimate that this TM 450 is a
good second a lap quicker than anything else I
have ever ridden or competed against.
The bike also breathes extremely well with extra
vents in the airbox so it can suck in more air as
well as double exhaust pipes which gets the
gases out quicker and delivers the power very
quickly yet smoothly and predictably, it is a very
quick revving engine. The twin exhausts also
help to distribute the weight more evenly around
the bike, also helping to increase rear grip on
the bike and all you ever really want on all these
short tracks is more rear grip.
Armando, Marius and Dorren
TM also seems to have the engine braking
sorted out, some bikes I have ridden have too
much engine braking and other too little, TM
seems to have found that optimal balance
between the two. With too much engine braking
you can’t stop because the back wheel is sliding
which negates the rear brakes and puts the
rider out of control. You can put the TM into a
controlled slide with the engine braking, giving
more corner speed confidence. With no engine
braking there is no weight on the front wheel
and it feels loose and uncontrolled, TM seems
to have found the perfect balance between too
much and too little engine braking.
It’s such a pity that more of these bikes aren’t
racing in SA, I would love to enter this one but
the other guys are complaining because this
factory bike is so good - but I still want to enter,
not to take points but just to compare for myself
if this bike really is as good as it feels.
I really would love to see this brand grow in SA.
Uncle Philip and Uncle Marius from Formula-K
track really helped my Dad and I get this
bike into the country quite quickly and as an
international racer I must say that formula-K
really is a 5 star track, easily comparable with
tracks around the world that I have raced on. I
have to say that on Motards, I only train at F-K
when I am in SA, not only is it so close but it is
really that good. On my 600 I generally train at
Redstar because I can put in more and longer
laps there.
I really look forward to seeing more TM’s on the
tracks and competing with and against them in
the near future.
Queries on the TM brand:
www.formula-k.co.za

RENTAL KARTS
All competitors require a once-off track access
membership @ R 50 per year.
Drop-In Races
Single Race
3-Pack
6-Pack
15 Lap Race
R260 p.p
R700 p.p
R1350 p.p
R300 p.p
10 Minute session
3x 10 Minute
session
6x 10 Minute
session
15 Laps
Group Events
Mini Grand Prix
Format: 10 mins Qualifying & Final Race (15 Laps)
Minimum of 8 Karts @ R4000
R500 per additional Kart
Grand Prix
Format: 10 mins Practise, 10 mins Qualifying &
Final Race (15 Laps)
Minimum of 8 Karts @ R5600
R700 per additional Kart
Endurance
Format: Can be 1 to 3 hours long. Each team will consist
of 2 to 5 competitors. Each competitor must aim to run
20 to 30 mins per session.
Minimum of 5 Karts per hour @ R6500
R1300 per additional kart
All drivers must download
our App:
To Book: Nerine 072 890 0103
or Visit www.formula-k.co.za

TRIUMPH
SOUTH AFRICAS
CUSTOM DIVISION…
CUSTOM T120.
When we called on Triumph motorcycles the
other day, we noticed this gorgeous BonnyT120
front and centre on the showroom floor. While
we were admiring the bike, Paul wandered over
and asked if we liked what we saw. “We build
customs in house”’ he said. “Take it, ride it and
tell me what you think…”
So we did – and everywhere we went heads were turned as
peeps tried to get a good look. Parking in the shopping centres
and garages drew some admirers – one of whom was from the
older generation who fondly recounted how his dad used to
have a bike “JUST like this!”

So cool! And that’s the heritage that Triumph brings to the
table.
The clubmans give the bike a sportier feel – in the traffic you
kinda feel like someone in a movie – far cooler than your fancy
car.
The pipes are beautifully crafted and they emit a great burble
without making your ears bleed. They work well too – lots of
torque low down with great midrange – hit 5000RPM and she
gets all sporty.
The seat has been shaved and recovered – without becoming
plank-like. We made a point of running this one past all of the
mates places. “stunning” is the general consensus and they
are quite correct…
We like. A lot.
And probably mostly because, despite the fact that they have
done a lot to an already retro type of bike, it looks subtle.
Not too over the top.
The finish is excellent and the bike is still a very rideable little
head turner.
Many of the components are genuine Triumph bolt on
parts – but a lot of the components are locally sourced and
manufactured.
The paintwork, exhaust and upholstery is all by South African
Artisans.
Better than new, this one is a 2019 model and is on the floor
for R185000.00
Whilst they do specialise in Triumph, the guys will undertake
custom work on most brands.
Give them a shout! Top notch workmanship and some great
ideas.
paul@triumphbikes.co.za (011) 444 4444

The Custom T120.
•Shortened front and rear mudguards.
•Matt Black Paint with yellow, orange and
red retro tank design (done by local artisan).
•New Triumph chrome metal 3 bar badges.
•Shaved and Re covered seat with black
vinyl and red stitching (local artisan).
•Motogadget Mo Blaze Pin indicators on
the front.
•Motogadget Mo.Blaze Tens 3 Integrated
tail lights
•CNC head light bracket.
•Locally designed and manufactured
numberplate bracket.
•4.5” Bates style Yellow Spotlight.
•Twin Shorty Silencers..
•Black Heat wrap on exhaust headers.
•Scuffed and matt clear coated outer rims
and engine tappet cover.
•Pirelli Rally STR tyres front and rear
(110/80R18 and 170/60R17).
•Triumph Original Accessories - Headlight
Grille, Black Sump Guard, Clip on style
Handlebar Kit and Brushed silver peep Bar
end Mirror.

Ridefast - Triumph Tailor Made DPS - CMYK Print.pdf 1 2021/10/22 10:18
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MODERN CLASSIC
AND COLLECTABLE MOTORCYCLES.
A 1998 ZX7R
This is becoming a bit of a hard and bitter pill to swallow.
We are becoming of that age when the music from our
youth is referred to as Golden Oldies, Classic Rock and
the like … and the same applies to the cars and bikes we
grew up with and lusted after. We still think we are all 16
years old trying to impress the pretty girls with our antics
and we still think of the Lambo Countach as the ‘Meneer’
sports car to desire and the Kawasaki ZX7-R the ultimate
Superbike.
Well, here we are styling it in our late forties and early
fifties, the pretty young girls are our mates daughters and
granddaughters, the Countach is a ‘Marmite’ classic car and
the ZX7-R is now an affordable classic bike to be restored
along with the likes of the 1998 Yamaha YZF R1, (A bike
I did my first ever track day on and still think of as the
ultimate track weapon), and other such desirables … like the
original and legendary Fire Blades and Gixxers.

You will read elsewhere in this month edition of our
little adventure around Redstar on an Africa Twin
at Adventure Academy’s and S.A.Biking Academy’s
cornering course. Well, at the track we happened to
notice a very tidy 1998 Kawasaki ZX7-R lurking in
the pits and made a few enquiries. It turns out Andy
performs magic on refurbishing customers older bikes
back to showroom specification.
His speciality is the KTM 950 and 990 Adventure
models however he admits to being smitten by the
‘90s superbikes that were cutting edge when he started
motorcycling in 1999. Andy was approached by the
owner of this neglected World Super Bike legend to
restore it back to something he could be proud of not
only riding occasionally but showing off to his mates
amongst his collection of other desirable machines.
What Andy received was a solid base bike which had
unfortunately been left to rot in a shed for 12 years before
the current owner found it, rescued it and set about
ensuring it felt the wind down its massive ram tubes once
again.
He had to strip and repair panels that were botched
together with Q-Bond, restart a motor that had rusted
spark plugs and refurbish a set of exhaust headers that
looked like they had been used as an anchor for 12 years.
All of those beautiful 3D decals had to be designed and
printed from scratch, applied to the freshly painted white
and green panels and then sealed over with a smooth layer of
lacquer to ensure a perfect finish that will last for longer than
the next 24 years. While he admits to not being a mechanic
and having no formal training, with his team of reliable and
talented serviced providers Andy took a few months over
lockdown to resurrect this mean green machine you see here
and we managed to squeeze in a session on the track on the
Ninja.
Firstly I can tell you that my fifty year old body hasn’t held up
as well as the ZX7-R and I am contemplating sending it in for
a refurb. The ZX7 is a lot smaller and more compact than I
remember, the same applies to my leathers.
The bike was in a very sad condition.
A
HO
Dem
Folding onto the Kawasaki suddenly had the leathers trying to
force my nuts into my brains and making me squeal in pain as
the world went a bright white around me and it was everything
I could do not to drop the newly refurbished Kawa on the deck.
Some judicious repositioning of said appendages and a couple
of more grunts as I got my legs folded up underneath me and
feet onto the pegs and I was underway. Taking a lap or two to
accustom myself to the bike, its power delivery, clutch feel and
brake bite, along with suspension and chassis handling dynamics.

The ZX7 is actually as good as I remember
it and even with the shady street tyres it
had on it I was able to give it quite good
horns down the straights, stomp on
the hooks quite late, tilt it over and rail
through the corners and look reasonably
professional doing so.
Admittedly the brakes are not up
to modern standards, neither is the
acceleration but then again neither am I,
but the ZX just made me feel younger and,
dumber again.
Carefree, reigniting my love of track riding
and superbikes. Maybe we need to look at
establishing a RIDEFAST magazines ‘Older
Gentleman’s’ fun racing series on bikes
from the late 80’s through the to 90’s only,
no cheque book racing, just good clean
stock bikes or as close as thereto and race
for refreshments.
Start tearing up the web looking for these
old beauts, they are sure to be worth a
bit more in a couple of years and we can
have some serious fun on them in the
meantime.
ADVENTURE
FOR THE WHOLE FAMILY
NEW ARRIVAL
MOTUS HONDA
MORE SPACE MORE LUGGAGE
CRF 300 L R84 999
GL 1800 GOLD WING
HONDA CRF1100 AFRICA TWIN
Demos’ with up to R 30000 trade assist
NC 750 NEW ARRIVAL
From R128 500
FAMILY FUN
WE HAVE A BIKE FOR EVERYONE
CRF50 - CRF110 - CRF125
Demo rides available. Trade-Ins Welcome. Wide Range of Pre-Owned Bikes Available.
• FREE 2 YEAR UNLIMITED MILEAGE WARRANTY • FREE RIDER ACADEMY TRAINING • FREE ROADSIDE ASSISTANCE
Sandton
William Nicol Drive
Sandton, Johannesburg,
Telephone: +27 (11) 540 3000
www.motushonda.co.za
East Rand Mall
Cnr Jan Smuts & Loizides St,
Bardene Ext, Johannesburg, 1462
Telephone: +27 (11) 826 4444
www.motushonda.co.za

Christian Pfeiffer

Photo Credit: REDBULL Content Pool

Four
pre-owned
Honda Motorcycles
Here’s something. The cost of new motorcycles is just plain out
of reach to many consumers. Fortunately, for now, there is great
selection of pre-owned motorcycles available, with most bike
shops constantly trawling the market for good deals. And used
bike prices seem to be going up rapidly… so buy sooner rather
than later.
We chatted to the guys at Honda Wing Centurion about some of
their stock – they dragged four of their pre-owned bikes (All Honda
motorcycles of course!), down stairs and gave us the keys.
You don’t need a new bike to have a great time…
The contenders:
They loaned us four very different bikes – and the prices vary
from relatively cheap to you might need to finance. www.
hondawingcenturion.co.za
The least expensive of the pack was the little 2008 600cc Honda
Hornet 69000 KM’s on the clock priced at R49 900.00.

Integra R69 900
NC750x R 95 900
CB600 Hornet R49 900
Next in the scale of price was the 2013 Honda 700 Integra
scooter. 39000 KMs on the clock at R69 900.00
A fairly new 2019 NC750X was handed over with 23000 on the
clock at R95 900.00
Rounding things up was a 2017 V4 Crossrunner 800 with only
14500 KMs on the clock at R99 900.00
So you have a 600cc screaming Naked, a big super scoot a rare
is the 800 Crossrunner and then Honda’s indomitable NC750X.
Our motley crew arrived at the store just before lunch time. We
decided to hit the streets in and around Pretoria – spectacular
at this time of the year, with the jacarandas in full bloom, all
the while chopping and changing between bikes in an urban
environment. Urban commuting. Some lekker twisties up at Fort
Klapperkop – and then some fast flowing freeways to round the
day off.
VFR 800 Crossrunner R99 000

We managed around 100 Kilometres for the afternoon, in between
shooting pics and the all-important lunch pies at the very interesting
Maders butchery.
Maders is a spot that you need to visit. They sell fresh pies all day long
and the butchery is cool. But… the butchery is built into a museum – or
the other way around, so there are classic cars on display, bikes, wagons,
tractors, typewriters, sewing machines…. It’s brilliant just for a little
kuier! 755 Paul Kruger St, Mayville, Pretoria. 012 335 9977
Guess what?
It was just as much fun riding these as it is riding the latest and greatest
offerings available on the market. We’ll run through each bike to give an
idea of what they are like. Each of these is in good nick – used, of course
but perhaps an affordable option for converting fuel… into fun.
The CB 600 Hornet.
No Frills, no electronics, no nothing. Just you, a feisty 600 engine and
a chassis package that can handle the fun and deliver a great ride. This
one is fitted with a Stealth exhaust that gives a meaty little rumble…
Seating position is quite comfy – not too superbikey with sensibly placed
footpegs and bars that you don’t need to lean on too much. The bike
feels compact, small and nippy – and zipping through the cars is good
fun.
The gearbox is typical Honda, smooth and positive with a soft clutch.
We love the little triangular LCD/analogue display – suits the minimalist
nature of the bike
It’s sad that Honda has eliminated nakeds from their current lineup
because they are just so fun to ride. This highly revised CB600F model
came out in April 2007. The engine of the bike is a detuned version of
2007 CBR600RR giving a maximum output power of around 102 bhp
(76 kW). She loves to be revved. The Showa suspension handles
everything you throw at it – firm and sporty and the Nssn brakes do a
great job.
The fastest bike in this company, this one is quite well used – but in our
opinion – at 50k, its great bang for your buck. Nippy, quick and pretty
sexy.
It feels mechanically sound too – and that’s the most important thing
when you look at any used bike.
That’s the CB600 Hornet.
Stefan Says: This bike may be old, it may have a few scratches and
dings and outdated electronics and styling, but it’s a fantastic simple
little superbike. The inline-four engine sounds beautiful and rides like a
dream, though you do feel quite a bit of vibration in the pegs at certain
RPMs. Definitely the most fun of the bunch and quite comfortable as
well.
Kyle Says: This was the first bike I wanted when I was a lighty. After the
first minute in the saddle, I knew exactly why that was. It looks great,
sounds great and is just so much uncomplicated fun to ride.
Sean says: MMmmmmm… slurp! Curse this stupidly big body of mine.
This is a naughty bike, a proper old school 600cc in line 4 screamer, riding
by the seat of your pants with no electronic nannies – I freakin’ love
it! Sadly, however I do look like a porker getting amorous with a rugby
ball riding it – but Who The F@%k cares, it really is just so much fun
to ride, especially when you spank it really hard and it starts to scream
properly. I really couldn’t tell you the year model or the mileage off the
top of my head, but at less than R50k you really are going to have to
look far and wide to find better value for money anywhere I promise you
that, especially if you love naked screamers like I do. Yes it is showing
its age a bit, but a little bit of TLC with some polish and a few bling bits
here and there it really would be your pride and joy… I’m still trying to
work out a deal to get it into my garage that we can quietly sneak past
our respective bosses. Our resident hooligan spent most of the day on
either the front or back wheel impressing the young lasses at the local
elementary school to the cheers of their boyfriends. Undoubtedly my
favourite bike of the day, small, compact, nimble and seriously fast – well
in excess of 240kmh before having to dodge traffic. Flippit Boet! When
this thing starts screaming… OHhhhhh My Greatness!!!!

Honda Integra Supa Scoot:
The polar opposite of the Hornet is the Integra Scooter. Take
what you know about scoots and throw all of that out of the
window… You need to ride one of these. The Honda NC700D/
NC750D Integra is a motorcycle/scooter hybrid made by Honda
since 2012. Known internally as the RC62, the Integra was
originally unveiled as the New Mid Concept in 2010, before
being presented in production form at EICMA 2011 in Milan.
Powered by the 700cc parallel twin found in Hondas NC700,
this Integra comes complete with two rider modes, sport and
street – and DCT.
Which is very, very cool!
Honda put a lot of thought into this one – with a lekker storage
compartment up front and space under the seat to stash all
sorts of stuff. It has a wide comfortable seat and a biggish
screen that envelopes the rider in a calm bubble. It’s really
comfortable for that long distance trek. One point – it’s not a
step through – so if, like this rider, you wear baggy jeans or
riding pants, climbing on and off the bike requires a bit of input
– and you need to take care not to scuff the seat or panniers.
The one word to describe this bike is – Civilised.
The Integra has smooth, predictable power delivery and
although it is physically quite large, especially with all the pannier
boxes and stuff once you get going, it’s so easy to ride.
And the bigger wheels are a practical touch if you need to hop
a pavement without losing the bottom plastics. It’s really fun to
ride in sports mode, accelerating quickly through the gears for
a top speed at around the 175KPH mark. Yup! 170 odd is what
our skinny riders saw… not bad!
And she gets there quite rapidly too.
This is an awesome bike. Fast, Practical – and actually a lot of
fun to ride.
And this one is in really great nick too.
Stefan Says: Take the NC700, and your favourite lazy boy,
merge them together and you get the Honda Integra. Reliable
smooth Honda power in a comfortable couch of a bike. Mix
in a bit of DCT and you got yourself the perfect super scoot.
But don’t let the appearance fool you, it’s still a blast to ride
through the twisty roads.
Kyle Says: Honda might not like me after this, but I think I
prefer the Integra to the old NC700. Why? That big engine and
rolling chassis are a match made in heaven. Everything is easy
and comfortable – and its fast enough to pop a big smile on
your dial.
Sean Says: The only scooter-ish type bike on this test and
the one I was possibly the most excited to swing my leg over.
Kitted out with a tall screen, top box and panniers and less
than R70k and less than 40k on the clocks made it seem
ridiculously cheap. Chuck in chain drive and a DCT box with
riders modes and I have to wonder why there are thousands of
these things touring our country roads every day. Initially Granny
Glenn rode the Integra and was left far in our dust. Once I
got on to the bike I worked out it has a Sports mode and the
option of manual shift up and down which when applied properly
had it running up front of our pack. Sharing a powerplant
with the NC700 DCT the power delivery characteristics are
very similar to that of its sibling with a nice throaty, long stroke
single burble from the exhaust.
Even though it looks and feels quite wide with the touring kit
on it, it really isn’t and once you get it into your head that the
panniers are no wider that your tucked elbows it suddenly
becomes quite an agile lane splitter in traffic with oodles of
torques to accelerate away from said traffic and keep going
to well in excess of 170kmh before I had to tap off because of
traffic.

With a relaxed, foot forward, tour riding position and good
lower back support from the bum stop on the seat making it an
excellent choice as a continent crosser but also surprisingly fun
in the twisty stuff. The chain drive made it quite perky off the line
and banging out of corners and the chassis, suspension and
brakes all working in harmony to keep it all stable and balanced
when playing in the corners. At around 40,000km’s on the clock
I couldn’t fault it on its condition and would rate it ‘as good as
new’ and might possibly have made a bid on it for myself at the
price had it not been for the leg room in the cockpit. At 2 metres
tall my knees were firmly planted against the front fairings, my
only niggle on the Integra – an otherwise excellent bike – scooter…
actually something in between, tying it in third place for my
favourite ride of the day. I really do like it and kinda regret not
being a little bit shorter.
Honda NC750 - X.
By now you must know everything there is to know about Hondas
NC lineup. This is the current models predecessor and looks
and feels virtually brand new.
This is one of Honda’s best sellers thanks to solid value and
practicality. Practicality includes a big storage bin where the fuel
tank usually sits.
Aimed squarely at the guy or gal who needs a bike to get around
during the week with some exploring on the weekends, it’s a
very easy bike to ride, super comfortable and roomy with wide
bars for easy manouvering.
Performance wise, there’s nothing to really blow your hair back,
It’s 745 cc parallel twin makes 54 hp at 6,250 rpm, and 68 Nm
at 4,750 rpm. It has more than enough grunt to run ahead of
the traffic on our manic freeways, or to dice that golf driver from
Robot to Robot.
It’s nothing like the sporty little Hornet but it gives good, solid
performance with very neutral handling and braking. You get 41
mm conventional forks, a mono-shock at the back, and single
Nissin disc brakes with ABS as standard.
It’s what you can describe as a sensible motorcycle. And we
know that they are bulletproof and so economical to run. And
this one is in great nick – well worth a look.
Stefan says: The king of commuter bikes. I’ve been seeing this
bike a lot on the road lately and I know exactly why. It’s just so
easy to ride. The engine delivers smooth even power and the
handling is fantastic. Comfortable seat for long commuting and
enough power to get you ahead of the traffic with ease.
Kyle says: It’s easy to understand why this bike sells so well. Big
bike presence but it does not feel like a big bike. Whilst I prefer
the DCT version, there are no complaints with this manual, the
gearbox is slick with a soft clutch and a lovely, comfortable riding
position. Great all round motorcycle.
Sean Says: I have always had a bit of a blasé attitude towards
these, pre-judging them without ever having ridden one of them
as well priced, sensible run abouts for accountant types with
little to no personality. Man! Was I ever wrong and this became
very evident to me when I rode a DCT version a year or two ago.
They are ergonomically correct in every way, equally comfortable
for people who are vertically challenged and those who walk
around with their heads in the clouds. The single pot power mill
delivers a significant amount of torque and pulls strong easily all
the way past 185kmh before traffic got in the way. The gear box
is smooth and precise, the chassis is fantastically stable and the
suspension it well planted and predictable and you cannot fault
the brakes, all culminating in a day of chucking it into corners
with a confident chuckle each time and then sitting back and
enjoying the scenery before taking ridiculous risks diving through
traffic and beating everybody back to Honda Wing Centurion
that evening to return the bikes after a day of fun in the sun.
The NC750X was the newest bike we had fir the day at a 2019
Both of these bikes are powered by Honda’s parallel twin
M
AFF
C S

model with around 22k on the clocks and it felt like a new bike as
well. At around R75k… I think… it shouldn’t be in stock for too
long I imagine. I tied this bike in third spot with its slightly older
sibling the 700 Integra and wouldn’t really mind having either in
my garage.
The Honda Cross Runner 800: Sports Touring.
Now this bike! Well. What a cool bike it is.
Why?
Well – its powered by a V4 VFR800 engine which is what sets it
apart from… everything.
This bike is big, comfortable and really good fun to ride. Once
again not as manic as the Hornet, but as a well-rounded package,
this was most riders on the days choice. You’d be forgiven for
mistaking it for the NC at a glance, but it is a very different bike.
It’s got a superb engine that when whipped in anger will bring lots
of grins. One of our guys mentioned that this bike is comparable
to most of the very latest sports tourers on the market…. Might be
a bit of a stretch when you consider how rapidly bike development
goes… but – it’s high praise and you really should go and ride
one.
It’s a blend of a brilliant V4 engine – which, in itself makes this bike
unique, a comfortable, well padded seat and an excellent, balanced
chassis that does everything you ask of it. And everything
just shouts quality and refinement.
The suspension is firm and composed and lets the bike rush
through corners with pace and poise, taking care of those shitty
potholes we have to contend with on our streets. The riding position
is great too, with a wide, deep, soft seat. It’s a great all day
ride.
Sadly, the VFR800X Crossrunner, VFR1200X Crosstourer and
VFR800F were all dropped from Honda’s range with the introduction
of Euro5 in 2021. If you can find one of these in good nick –
grab it! It’s a rarity that we won’t be seeing again.
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Stefan says: All out touring motorcycle. The comfort of the NC750
with a lot more oomph from the 800cc V4. You even get some luxuries
like heated grips thrown in to make your touring all the more
relaxing. If I was going on a trip to the coast, this is definitely the bike
I’d pick out of the bunch.
Kyle says: I reckon that this bike was ahead of its time. I like it
simply because it is different. And that V4 engine really is something
special and it sounds so cool!
Sean Says: I’m not entirely certain of the year model, but do recall
something about it be newer that 2017 or 2018 or thereabouts and
had a very low 14,000km’s or so on the clocks and for just shy of a
R100k. A late model bike with low mileage for that price does seem
to be fair value, So yes! That meets our criteria.
Being the biggest bike of the bunch and me being the biggest bloke
of the crew for the days test I set off on this bike first and was very
sad to hear that Honda has discontinued the V4 motors because it
is incredibly smooth with a surprising amount of bottom end torque
and really good top end power that is all delivered predictably…
well that is until a young Whipper Snapper of a photographer pulled
up next to me on the CB 600 Hornet at a traffic light somewhere
between Centurion and Pretoria, assumed the position and started
revving and bouncing the clutch against the front brakes. Deal done!
it was on like Donkey Kong! Lights turned green, mist of the red sort
descended and the V4 growled into life and took off like a bat out of
hell. Sadly, traffic happened, the ‘Appy’ backed out and no definitive
result was achieved. Even with the standard pipe, that V4 has such
a sexy burble when ridden enthusiastically and the looks are bang
up to date, which makes me think that they were a bit futuristic and
ahead of their time and possibly why they didn’t sell in huge number
in this country. It pulls like a rabid Rottweiler with deep heat on its
naught and has a very similar growl, aggressive, strangely exciting
but quite other worldly. As I mentioned, it is gorgeously modern looking
as well as spot on ergonomically.
The triangular relation between foot pegs, seat and handlebars are
perfect for long days in the saddle exploring our beautiful country,
but also aggressive enough to enjoy our fantastic mountain passes
with gusto. Rider aids are as expected for the era, basic but
functional… yet better than expected for a sub R100k bike which
is nice. We rode these bikes hard, really putting them through their
paces and did pick up a few minor problems congruent with the age
and mileage of the bikes which Honda Wing Centurion would have
attended to by the time this article goes to print. This was my second
favourite bike on this test.
That’s it. Four really cool, very different bikes. Four great used options.
Have a look around, there are some great choices out there and from
what we’ve seen, these are all good choices that are reasonably
priced…
These are all on the floor at Honda Wing Centurion. Look them up:
www.hondawingcenturion.co.za (012) 663-8718
What to look out for when you buy a used bike:
Aside from checking that the bike in question has the correct natis
documentation, which is very important in itself… you need to
check a few things before paying over your hard earned cash. Take
your time… there is nothing worse than buying a dud because you
rushed.
• General condition. Sadly we have been lured by good
looking bikes that have turned out to be duds. Is the bike in decent
general nick? This will tell you if the previous owner looked after her
or not. Has the bike been resprayed or touched up? Check the bar
ends and levers for damage. Has the bike been dropped? The general
condition of any bike affects the price point. Mileage is a factor,
but if a bike has been well cared for that’s more important.

If the bike is generally well cared for, has matching tyres, shiny, waxed
paint, and the owner has obviously replaced wear items like grips and
seat covers — that’s a good indicator of what kind of bike you’re looking
at.
• Tell the seller that you want the bike cold when you first check
it out. It’s very easy to hide potential problems on a bike that has been
warmed up before you arrive.
• Listen to the engine. Does it make any funny noises? Does it
smoke on start-up? Does it start easily? When it’s warm give it a rev,
does it smoke? On four-strokes it might mean that it needs rings…
Check the oil level on the bike – if it’s low it might mean that the bike
chews oil. Check the brake fluid levels. Look for any leaks.
• Tyre wear. Still lots of tread – or are new rubbers needed? Adds
to the cost. Flat, longitudinally grooved tyres are indicative of burnouts.
On sport machines, check the edges of the tyres. If you see “pilling”
(little blobs of rubber) or “feathering” (tell-tale tiny surface ripples) of the
tyres all the way to the edges, that’s a pretty good indicator the bike was
used at the track.
• Do all of the electrics work? Lights indicators, brake
lights. Pull the seat off and have a look under the saddle. Any funny
connections?
• Take a test ride. A dealer will usually accompany you.
There really is no reason why a test ride cannot happen. If you’re willing
to put the full amount of the bike in cash in the seller’s hand, he has
nothing to lose but a sale. The second piece of advice here is to safety-check
the bike, especially if it has gone unridden for a bit. It’s not so
lekker to be nailing it when you find out the brakes are binding…
• If you are buying from a dealer – is there some kind of
warranty or guarantee? Here’s a sad tale. A schoolteacher friend of ours
bought a used bike from his local dealer with a 3 month warranty. About
half way through the warranty, he noticed that the bike smoked a bit.
He took it to the dealer who assured him that a bit of smoke is normal…
Two days after his warranty expired his bike seized due to no oil… Sure
– it’s perhaps his fault for not checking the oil, but maybe the dealer
should have just given him a heads up to keep an eye on levels…

Gixxer
Suzuki’s
250 SF…
Pics by Chris Kuun.
We happened to be at Suzuki’s
offices collecting a V-Strom 650 when
we noticed this one lurking in the corner,
scheduled for a visit to the JHB annual
pantomine. Apparently this is the steed
that prince charming will be rushing in on
to save the damsel in distress… sounds
like fun Chaps. This is where the love
for motorcycles starts, in its race replica
livery this is one gorgeous little looker. We
asked if we could please take it for a little
spin…
Its no secret that our lot loved the Naked 250 Gixxer, so
a follow up with this model just kind of makes sense.
A few months ago, we ran a story on the 150 that looks
similar but… it’s not a 250. That bike is pretty cool and
really inexpensive, but it lacks the real world performance
delivered by a bigger capacity motor. This one is
much more fun to ride.
The seating postion is a little bit more racey than on the
naked, but it’s comfortable… even for big guys, (read
rotund), like us. Ergonomically - you are good to go, the
pegs are sensibly positioned with clubman bars that are
not overly sporty. A neat digital dash tells you everything
you need to know. LED technology is all over the
place.

SE
DIR
W
At W
Tickle the starter and the pipe delivers
a meaty little rumble. The clutch is soft
on the hand, the gearbox feels smooth.
Click into first, open up and off you
go…
The bike feels narrow and is really narrow,
nimble and easy to chuck around.
We love that little fuel injected engine. It
delivers such lekker poke right from the
bottom with excellent midrange and
top speeds that are in excess of the national
speed limit. The engine does not
produce any uncomfortable vibrations,
gearchanges are smooth and positive
with good ratios for urban commuting.
A quick blitz down the freeway saw
145KPH with a heavy rider, with sustained
speed of 125 odd quite easily.
However, she does prefers to rev along
in 5th rather than sixth gear. She really
loves to rev and can be exciting to ride
and mess around on. Our trick man
Kyle spent most of the morning up
on the back wheel. Stoppies are not
really possible thanks to ABS that is
not switchable. A cool standard safety
feature though.
The Bybre brakes offer good initial
bite with predictable braking and the
suspension is more than adequate for a
bike like this.
Economical, nippy, powerful, fun to
ride. Even as a second bike to use as
a commuter, or for your 18 year olds to
step up from a 125, this little Gixxer fits
the bill. Guys, we’ve even seen these
things, (shamefully), with delivery boxes
on the back. The RideFast kids all gasp
in horror when they see this… “Dad!
How can they do that to such a cool
bike?”. And they are correct, when we
were kiddeo’s we would have donated
bits of anatomy to own something so
cool!
OU
G
SP
BMW F65
BMW G65
BMW F65
(800 twin
BMW F70
(800 twin
BMW F80
Adventur
BMW S10
BMW S10
(Including

And that is it… An unpretencious, modern,
sexy, nippy little bike that has the added
bonus of Suzukis rock solid reputation for
reliability and durability.
It’s available, NOW, at your dealer for
R51950.00
Engine Type 4-Stroke,
1-Cylinder, Oil-cooled
Valve System SOHC, 4 Valve
Displacement 249 cm³
Engine Output 26.5ps@9000rpm
Torque 22.6Nm@7500rpm
Fuel System Fuel Injection
Starter System Electric
Transmission 6 Speed, MT
Front suspension Telescopic, Coil spring,
Oil damped
Rear suspension Swing Arm Type, Mono
Suspension
www.suzukimotorcycles.co.za
The Gixxer 250 in good company.
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BMW F650GS 99-07 R1995.00
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Adventure08-18 R2595.00
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CRF230F 03-19 R1695.00
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KAWASAKI
KAWASAKI KX250 99-08 R1695.00
KAWASAKI KX250F 04-18 R1695.00
KAWASAKI KFX400 03-06 R1650.00
KAWASAKI KX450F 06-18 R1695.00
KAWASAKI KX500 87-04 R1695.00
KAWASAKI ER6N/ER6F 06-16 R1695.00
KAWASAKI KLE650 07-18 R1795.00
KAWASAKI KLR650 90-10 R1995.00
KAWASAKI ZX6R 07-13 R2095.00
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KTM
KTM 250 EXC-F 07-19 R1750.00
KTM 350 EXC-F 12-17 R1750.00
KTM 350 XCF-W 13-16 R1750.00
KTM 450 EXC-F 10-19 R1750.00
KTM 450 SX-F 07-19 R1750.00
KTM 450 XC-F 08-19 R1750.00
KTM 1050 Adventure 15-16 R2995.00
(with silver ZVMX chain)
KTM 1090 Adventure/R 17-18 R2995.00
(with silver ZVMX chain)
KTM 1190 Adventure/R 13-16 R2995.00
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KTM 1290 Super Adventure/R/S/T 14-19
(with silver ZVMX chain) R2995.00
KTM 1290 Superduke/GT/R 14-19 R2995.00
(with silver ZVMX chain)
SUZUKI
RMZ250 04-20 R1695.00
RMZ450 05-19 R1695.00
LTZ400 ATV 03-12 R1650.00
LTR450 ATV 06-09 R1695.00
GSXR600 01-19 R2195.00
DL650 V Strom 04-19 R2195.00
GSXR750 00-18 R2195.00
GSXR1000 01-08 R2295.00
GSXR1000 09-16 R2495.00
GSXR1300 Hyabusa 99-07 R3495.00
(with silver ZVMX chain)
GSXR1300 Hyabusa 08-16 R3795.00
(with silver ZVMX chain)
YAMAHA
YZ125/YZ250 05-19 R1695.00
YZ250F 01-19 R1695.00
YZ450F 03-18 R1695.00
WR450F 03-09 R1695.00
YFZ450 ATV 04-13 R1695.00
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Austrian Sightseeing

A ladies perspective.
Who says that Joburg does not have interesting places?
Pics by Stephan Vd Riet.
This is a different story. A travelogue if you like – with
a selection of cool spots that you can visit in a circular
route. A great way to spend a day in the saddle for sure!
No Knees or elbows down – just a chilled ride to take in
some history…
The guys from KTM asked if we’d take two of their S
models out and use them as city bikes – commuters for a
day or two.
We invited Morag Campbell, along for a ride on KTM’s
small wheel adventures, the 390 and 790 ‘S’ models.
She spends most of her life in the dirt on adventure
bikes, so this was a fresh perspective from her on two
street adventures...
She shares her thoughts on a route that took us on
approximately a 250KM route from our spot on the East
Rand and all the way back to the beginning, along some
of JHB and PTA’s busiest routes…

Where we went:
East Rand – N12 into JHB. Past Clubhouse motorcycles
to the Troyeville hotel.
Troyeville as a suburb has been the hangout for wellknown
artists, musicians, political activists and sports
fans for generations. The Troyeville Hotel was built
in 1939 and since then the restaurant has featured
consistently in lists of the best places to eat in Johannesburg.
The Troyeville Hotels has become a fixture of
the city’s cultural life, attracting everyone from strip club
owners to cabinet ministers. First licensed in 1939, it’s
one of the city’s oldest hotels on the eastern edge of the
Joburg CBD. And the views of the skyline are superb!
The food is fantastic – a great place to visit. Go and
check out the rooftop bar. info@troyevillehotel.co.za
From there we headed along to Ellis Park, the Emirates
Stadium. Keep an eye open for taxi’s and urban traffic.
In 1889, the Transvaal Rugby Football Union (now the
Golden Lions Rugby Union) was formed and established
a domain. The first games were played at the
Wanderers Club’s stadium whose grounds were situated
where Johannesburg Park Station is today. Rows between
the different rugby clubs as well as the Wanderers
Club’s claim of the field for the use of cricket games,
forced the Transvaal Rugby Football Union to look for
an alternative.
An area with a quarry and garbage dumps in Doornfontein
was identified in, 1927 as the possible alternative.
The Transvaal Rugby Football Union negotiated with
the Johannesburg City Council’s, Mr. J.D. Ellis, (after
whom Ellis Park was named) for the availability of these
grounds and 13 acres (53,000 m2) was made available.
On 10 October 1927 the final rental agreement was
signed. A quote of £600 was accepted for the grass
and with a loan from the city council to the amount of
£5,000, the building of the new stadium could commence.
The stadium was built in eight months and
in June 1928 the first test was played against the All
Blacks. Thus was born Ellis Park which became internationally
renowned and synonymous with rugby. Crowds
of between 38,000 and a record crowd of 100,000
against the British and Irish Lions in 1955 attended the
matches.
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Tel: (011) 367-1600
Email: rodney.serfontein@cedarisle.co.za

On 28 April 1969 the Transvaal Rugby
Football Union formed a stadium committee
to investigate the possibilities of a new
stadium since the one in use did not meet
all the modern requirements. Fifteen years
later, after the game between Transvaal
and the World Team on 31 March 1979,
the old Ellis Park was demolished. Games
were played at Wanderers while the stadium
was being rebuilt.
In 2005 Ellis Park made history by becoming
the first black-owned stadium in South
Africa. The Golden Lions Rugby Football
Union passed the management of the Ellis
Park Precinct to a company with 51%
black ownership. Interza Lesego and Ellis
Park Stadium (Pty) Ltd make up the new
management of the Ellis Park Precinct.
From Ellis Park we took a route past the
Ponte Tower.
We would only do this on a bike. Hey! It’s
a pretty dodgy part of town but it’s really
worthwhile. If you have never been to this
neck of the woods before (Our editors
childhood stomping ground), you need
to go and check it out. Ponte Tower, also
known as the Ponte City Apartments,
was built in 1975, and is still the tallest
residential skyscraper in Africa. It is a
54-story tube with an open center to
allow additional light to reach its inner
apartments. The building was designed by
Manfred Hermer. Back in the day, it was
the height of luxury living. It fell into rack
and ruin a few years ago – but the good
news is that it’s all been cleaned up – and
you can go and have a looksee and book
a tour if you like. info@dlalanje.org
From Ponte, our route wound its way past
Joubert Park and the Jhb Railway station.
We were surprised at how courteous
everyone was – no hassle with traffic or
undesirables at all… We hit a right turn
into Hospital road up into Braamfontein…
Here’s a spot you won’t know: The Gold
Miners monument.
The monument is right outside the JHB
city council and the Civic Theatre in
Braamfontein. We were on our way to
Constitution Hill when we spotted it and
decided to stop. Morag is an architect, so
it was a really interesting visit.
The monument to the mining industry by
sculptor David McGregor pays tribute to
Johannesburg’s mining origins. The group
of gold miners represents a typical underground
team of 1936. They face west
towards Langlaagte where the Main Reef
was discovered in 1886.
The Gold Miners monument.
Joburg City Council
The artwork symbolises the contribution
of the mining industry to the wealth and
prosperity of South Africa. It was also
intended as a peoples’ monument and
celebrates the working people who built
the city. Sadly, it’s a bit messy, but it’s
worth a quick look.
Constitution Hill:
Constitution Hill is a living museum that
tells the story of South Africa’s journey
to democracy. The site is a former prison
and military fort that bears testament to
South Africa’s turbulent past and, today,
is home to the country’s Constitutional
Court,

which endorses the rights of all citizens.
Interestingly, Morag was part of the team
that refurbished parts of the fort a few
years back. Cool huh!
Constitution Hill - Old Fort
There is perhaps no other site of incarceration
in South Africa that imprisoned
the sheer number of well known men and
women as those held within the walls of
the Old Fort, the Women’s Jail and Number
Four. Nelson Mandela. Mahatma Gandhi.
Joe Slovo. Albertina Sisulu. Winnie
Mandela, Fatima Meer… They all served
time here.
If you are keen on history, art and architecture,
it’s a cool place to knock around for
an hour or two…
They offer daily tours of the precinct. constitutionhill.org.za
Back on the bikes, we decided to pay a
visit to the Westcliff Steps. (Yup we’d never
heard of them either…)
Situated in one of Joburg’s most affluent
old suburbs, the Westcliff steps,
dubbed the “stairway to heaven” consist
of several flights of stone steps (210 in
total) that climb up the steep Westcliff
Ridge, popular with joggers and dog
walkers alike. When the jacarandas bloom
in Spring (October) the steps become
even more popular because you can walk
under the purple blooms in the surrounding
streets. The entrance to the steps is
situated on Crescent Drive. Once you
eventually get to the top, you are rewarded
with a beautiful view of Joburg’s trees. We
tried to ride up the steps, but they told us
to bugger off, so we didn’t get there…
Westcliff is just up the drag from the military
museum, our next stop…
South African military museum near the
JHB Zoo.
The South African National War Museum
was officially opened on 29 August 1947
by the then Prime Minister of South Africa,
Field Marshal J C Smuts. At the opening
ceremony, Smuts stated the following:
“… We are gathered here today to open
what may not unfairly be looked upon as a
memorial to the greatest united effort our
country has been called upon to produce.”
The war museum is great – it’s inexpensive
with heaps of war memorabilia in beautifully
kept gardens. The Museum also
serves as a popular and unusual venue for
conferences and other functions. www.
ditsong.org.za
Quick flip down the freeway:
Tummies grumbling, we hopped onto the
M1 and headed along to Costa’s Fish
and grill in Newlands, Pretoria. This is a
shameless punt – Costa is the guy who
used to import the Colori range of rider
gear. As restaurants did he took a lot of
pain during lockdown. We went for a great
lunch before our next stop.
Highly recommended – great spot, great
value for money – (012) 361-8814
Ladies Prison
War Museum
Go and have a nibble at Kosta’s

Voortrekker Monument:
This was impressive. We called the Voortrekker
Monument to ask if we could visit and take some
pics. Within ten minutes they called us back and
gave us carte blanche. What a pleasure - and such
a cool spot to visit.
The idea to build a monument in honour of God
was first discussed on 16 December 1888, when
President Paul Kruger of the South African Republic
attended the Day of the Covenant celebrations
at Danskraal in Natal. However, the movement to
actually build such a monument only started in 4
April 1931. Construction started on 13 July 1937
with a sod-turning ceremony on what later became
known as Monument Hill. On 16 December 1938
the cornerstone was laid by three descendants of
some of the Voortrekker leaders: Mrs. J.C. Muller
(granddaughter of Andries Pretorius), Mrs. K.F. Ackerman
(great-granddaughter of Hendrik Potgieter)
and Mrs. J.C. Preller (great-granddaughter of Piet
Retief).
The Monument was inaugurated on 16 December
1949 by the then-prime minister D. F. Malan. Guys
it does not matter what your background or creed
is, it’s well worth a visit, with a great restaurant
and a really interesting museum… And everyone’s
welcome, there’s lots to see. It’s a pity we got there
so late, we’ll need to head back some time.
www.vtm.org.za
Our plan was to visit Freedom Park and perhaps
Fort Klapperkop – but time was not in our team
– and the gates were closed up when we arrived.
We’ll visit there again soon and find more interesting
spots to visit…
Onto the Bikes:
Morag says:
What have bikes and balls got in common? …
Well, I love riding on days when I am connected
to myself and to the bike. It makes traffic riding
exceptionally pleasant. My favourite sport at school
was netball, and on days when I flow, when I am
connected to both myself and bike, I play netball in
traffic… More specifically, I play “centre”… Where
I actively look for open space, and if there are no
defense players (ie vehicles) then I throttle immediately
into that space.
I might add that I played Provincial level netball, so
I really really, really love these times when I centre
traffic…
Overlooking Freedom Park PTA
No hesitation, just flow.
Both the 390 and 790 made me Centre… they
time-travelled me back to school, to being younger,
fitter and more carefree.
The KTM 390 Adventure
The 390 is a deceptively quick bike. It easily gets
up to speed to merge and weave with traffic and
outpaces most of the cars on the highway. Because
I just had to keep up with the boys on 1100
Africa Twin and 790, I did (at times) have to implement
great spatial awareness and play netball, and
safely weave though the traffic in alternative routes,
to end up parallel and smiling with Kyle. Although
this bike is fast, it doesn’t have that instant spurt
of power responsiveness required to squeeze in
ahead of a vehicle, as I would on a bigger bike…

I would say it’s a flat powerband, no real low end or high end
spurt, but felt steady throughout, and retains speed easily at
120km/h.
I found the 390 ergonomics very comfortable, while sitting,
although the seat is quite wide, and I did have a sore butt after
only about an hour on the bike.
I did get my standing posture easily due to a previous 1 hour
demo gravel ride from one of the KTM dealers, and used this
every so often to alleviate my butt.
I felt steady on the highway, no shuddering, although I felt some
vibrations at around 120km/h, and as I love the wind, I wasn’t
too fussed by the smaller windscreen.
As a lightweight single cylinder bike, the 390 is punchy, and has
good road presence, I didn’t have a single vehicle not see me.
(This may also be as I sit quite high on it, which makes me feel
more connected and present. The small front wheel assists with
cornering, and with the firm suspension I was not aware of any
diving.
But if you are used to riding a larger bike you may need to adjust
your expectations,
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The 390 is easy riding for a beginner, and I think it’s for anyone
wanting an easy-to-ride, fun bike that’s great to play with on the
roads or gravel.
KTM 790 Adventure
About 5 minutes after pulling off on the 790, I had to check I
wasn’t crazy, that I hadn’t lapsed in concentration and taken the
390 instead of the 790… as it felt so light , small, and nimble…
and both my feet easily touched the ground at all the stops
which surprised me. I am about 175cm tall with an inseam of
around 83cm – it’s a good job I could still read the numbers on
the side of the bike, and 790 it remained.
On the highway the 790 outpaced all cars if required, and is
also very easy to maneuver, with the big windscreen offering full
wind protection. Ergonomics are great for me, and like the 390,
has great road presence, with not a single hoot to other traffic
required.
I have, in the past back-to-back tested the 790R and S versions,
and preferred the R, so I was really happy and surprised to discover
I thoroughly enjoyed riding the S on the road, finding it so
light, responsive, and easy to play “Centre”.
I think the 790S is easily suitable for a person new to riding,
and for anyone wanting a little bit of riding fun, its responsive,
and wheelies well. It’s a very easy bike to ride, stable, great for
commuting and for the easy gravel roads, and will allow you to
learn more about how to ride, resulting in an enjoyable riding
experience.
It’s fun, I enjoyed riding both these bikes, especially on a sunny
day with friends. I felt free, able to easily pull ahead of traffic from
robots, really maneuver in the traffic, find parking, stop start, reverse,
and not to mention walking them into the varied positions
for Stefan’s artistic eye…
New Hero Eco Trail 150
R23 999.00
New Hero Eco Deluxe 100
R16 999.00
2004 TM 300
R28 499.00
New Hero X Pulse 200 Fi
R41 999.00
Commercial Available
New Hero Eco City 150 from
R19 999.00
2018 Linhai Rustler 400 4x4
R65 000.00
I had a great day, although I did have an identity crisis when
none of the four GS1200 riders greeted me, despite my nod and
wave …. I mean, it felt like the times when I am driving Jaycen’s
car and get ignored when waving to my fellow Suzuki Jimny drivers.
Commuters and other road users on the other hand, were
only too keen to greet us on our journey.
Two great bikes and some pretty cool spots visited. Like we
always say: You need a bike in your life.
To check out the KTM’s pop in to your dealer. www.ktm.com
2004 Gas Gas 300 Wild Quad 2014 Johnny Pag 320 Bobber
R89 000.00
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079 079 1158
sales@jbmotorcycles.co.za
825 Steve Biko Drive.Gezina
www.jbmotorcycles.co.za

Pics by:Black Rock Creative Studio
VTR1000
RC 51 SP 1 Honda’s Ducati beater.
Occasionally we get to ride some
real pearlers! These two VTR 1000’s
belong to dad and son duo, the
Labuschagne boys. We joined them
for a ride and got a quick taste of a
forgotten generation of superbikes.
You might remember that we
featured those beautiful CBX 1000’s
in our April issue. While we were
busy with that,
we saw these two lurking in the
garage and asked after them.
“I’m just going to make them look
pretty and I’ll get it touch for a
feature” was the reply.
As it happens Tyson forgot… and he
posted one of the bikes up for sale,
fortunately we saw it. Calls were
made and we arranged to meet one
sunny highveld morning.

A Little Bit Of History – Pay Attention:
Despite dominating the premier class of racing with
Mick Doohan and the NSR500, Honda was getting
a hiding in the increasingly popular World Superbike
series by Ducati.
In 1988, new rules in superbike racing allowed V-twin
engines up to 999 cc to compete. Prior to the rules
change, 750 cc four-cylinder motorcycles were the
dominant force in production based competition.
During the first two years of the World Superbike
championship, Honda won the series with their
RC30, powered by a 750 cc V-4. In 1990, however,
Raymond Roche secured Ducati’s first world title
aboard the Ducati 851. During the next 11 years,
Ducati would go on to win 8 World Superbike Championships
with their V-twins, (Honda won two and
Kawasaki, just one).
Honda was unable to win consistently, particularly
because of rival V-twins’ displacement advantage
over Honda’s V-4. So… Honda built The VTR 1000
to prove that they could outsmart Ducati on the track
using a V-Twin engine.
Farther and Son duo the Labuschagne Bos
The fact that Honda had already built a big V-twin
in the shape of the VTR1000 Firestorm gave them
a good foundation. Although the SP-1 has a totally
different engine, Honda had already encountered a
few of the quirks that you get on big-capacity twins
that you don’t find on inline fours or V4s.
With the SP-1, Honda needed more than a road bike
motor. They needed a proper superbike engine which
led to its own issues. The new bike, the VTR1000SP1,
(suffixed ‘W’ for the works bikes in WorldSBK), had
a relatively upright single crank V-twin engine layout,
four valve per head fed by two fuel injectors per
cylinder. Engine capacity maxed out at 999cc, by
regulation. Philosophically radical it may have been
but it was relatively conventional, aside from the road
bikes’ side mounted coolant radiators, brought to the
front on the race bike. And it worked well from the
very start.
During the SP-1’s development, reliability became a
concern with crankcases and conrods unable to deal
with the huge demands placed upon them through
not only the 170bhp-plus the WSB race engines were
producing, but also their need to rev in order to hit
these power figures. All with a huge 100mm diameter
piston. On the road bike this wasn’t an issue because
it only revved to 10,000rpm but the race bikes were
hitting 11,500rpm.

Despite all the issues, the SP-1 road bike hit the streets in
March 2000, and Colin Edwards lined up on the WSB grid
right here in South Africa on the Castrol Honda SP-1 alongside
Ducati-mounted Carl Fogarty… Edwards won both of the
opening WSB races, giving the SP-1 a dream start. Against this
background, Edwards won eight rounds on the SP-1, (more
than any other rider), and took the 2000 WSB title by 65 points
from Noriyuki Haga. The new SP-1 cleaned up in pretty much
everything it entered, from the Daytona 500 to the IoM TT, just
like the original RC30 had done in 1988. And the first batch
of road bikes flew out of showrooms. Back then Ducati’s had
a reputation for being quick, nimble, exotic, but fragile and
expensive too. Here was an exotic SP Honda, built to last, for
sensible money that had Bologna beaten. In the end, the RC51
in its three years of full WorldSBK competition amassed 26
victories, a further 30 podium places and two Riders’ Championship
titles in 2000 and 2002 with “The Texas Tornado”, Colin
Edwards.
About the bike:
That engine is a 999cc dual overhead cam V-twin unit with two
fuel injectors and four valves per cylinder. Power is delivered to
the rear wheel by a close-ratio, six-speed transmission.
It has a 100 x 63.6mm bore and stroke, (the biggest pistons
Honda had used on a motorcycle), with a 999cc capacity. Just
like the previous RC30 and RC45 V4 machines, the Honda uses
gear-driven cams on the SP-1. On the dyno, the SP-1 made a
genuine 122bhp with 74.2ftlb of torque, just over 100Nm’s in
old language.
The SP-1’s huge central air scoop channels air through the
frame into the forced airbox where each cylinder has two fuel-injectors
feeding 54mm throttle bodies.
Honda used an aluminium dual beam with an aluminium
swingarm using the engine as a stressed-member, basically the
engine forms part of the chassis. Honda split the radiators on
the SP-1 and side-mounted them to give more room behind the
front wheel.
The SP 1 runs fully-adjustable 43mm Showa forks with a
fully-adjustable Showa shock and an anti-dive system. It runs
Nissin four-piston front brakes.
What’s it like to ride?
Quite frankly these bikes are brilliant. It constantly amazes us
just how good these old gen bikes are and the biggest single
comment is that, while some modern bikes can feel almost
characterless because they are so smooth and fast. Some of
the old ones just beam personality and you can feel all sorts
happening when you open the throttle. These ones have quite
rowdy pipes which add to the whole effect of fast despite the
fact that they do not have nearly as much horsepower as some
of the more modern stuff.
Compact… absolutely… but not overly uncomfortable. We
love the neat little dash and the side mounted radiators, Honda
certainly knows how to build ‘em.
Our VTR’s headed out onto the freeway and you’ll never look
for extra power as you open up. A twin is always special and
Honda certainly built an absolute pearler. The SP series love to
rev, which is nice. There was a big change from the SP-1 to the
SP-2 which saw bigger throttle bodies and smoother low-down
delivery. These ones pulled strongly and sharply right through
the rev range to speeds well in excess of the 200KPH mark.
The gear selection is stiff, but positive. The suspension feels
firm, testimony to the bikes track heritage. The brakes feel…

Come
kit, bo
Call
drop
0
40 G
VER
Em
well a bit old, but that’s purely because braking development
has been incredible since 2000. They are good but just not up
to modern standards. She handles and turns well, has loads of
torque, pulls easily in any gear and inspires confidence to have
fun on the twistys.
The bike feels great, just don’t expect all of the modern electronic
interventions that you get from a modern Fireblade. these
didn’t even have traction control or ABS brakes. In fact the only
real nod to tech like that is the anti-dive modules on the forks.
But riding this thing, it’s easy to understand how it became a
world beater.
You can still get these bikes at reasonable prices by today’s
standards and if you are in the market for a used bike, the VTR is
a little head turner that’s a lot of fun to ride. There’s just something
about an SP1 that is so addictive
Castrol colours or standard… it’s your choice, but we like the
one with the green…
VTR1000SP1
Production 2000 - 2006
Predecessor
RVF750 RC45
Successor
CBR1000RR
Engine
999 cc liquid-cooled 90° V-twin
Bore / stroke
100 mm × 63.6 mm (3.94 in × 2.50 in)
Compression ratio 10.8:1
Claimed Top speed 264 km/h
Power
133 hp (99 kW) (claimed)
Torque
71.4 lbft (96.8 Nm) (rear wheel)
Transmission
Close-ratio six-speed
Rake, trail
24.5 degrees / 100.5 mm (3.96 in)
SP1
Wheelbase
1,409.7 mm (55.50 in) SP1
Seat height
825.5 mm
Weight
200 kg (dry) 222 kg (wet)
Fuel capacity
18 and a bit litres.
Fuel consumption 8.4 L/100 km;
Colin Edwards:
“The old saying goes that there is no replacement for displacement,
and that still stands true,” said Edwards, 20 years after he
won the first of his two WorldSBK crowns. And it was not just
a cubed route to success for the larger twin, it was also its very
nature compared to a high-revving 750 four. “The thing with the
twin was that it was like riding a Supersport bike,” remembers
Edwards. “It had such easy, deliverable power. There was no ‘hit’
– you could do it in your sleep. It was such an easy bike to ride
compared to the four-cylinders.”
The Texas Tornado put this bike on
the map.
B U
Bi
Big
85
O
Fo
•Labo
•FREE
• FRE
• FRE
If we

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Pics By: Neil Phillipson
Van Breda led from start to finish - both races.
Saturday the 23rd of October saw 20
eager racers lineup at Zwartkops for
the final round of the ZX10 Cup.
Its’ been 2 years of disruption on
the racing calendar and it was great
to see the guys getting ou there on
their big Kawi’s – and more importantly,
lots of spectators were out
and about to watch the action.
Springs Boy Graeme Van Breda has
had a fantastic year – as far as we
can tell, he is the 2021 champ and
he put on a great show on the day
winning both heats.
In race one – he was followed home
by Trevor Westman and Sanjiv
Singh.
Race 2 was the same podium.
A great days racing by all accounts
Van Breda is your 21 champ
Dave Endicott is second on the
podium for the year
The guys are tallying up points for
the balance… more news soon.
Roll on 2022 season.
www.zx10masterscup.co.za for
more info
2021 ZX 10 Cup final round…
c
Abrie Marais
Brian Bontekoning 5th in the first race
Dr Stewie Christie
Appanna Ganapathy
Dave Enticott
Henk Schuiling
Add

Ian Harwood
Lafras Fritz
Peter Clark
Rob Cragg
Rodney McLachlan
Sanjiv Singh
Wayne Shelley
Some good dices through the day
Teddy Brooke
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commissions
pre owned
customs & cruisers
accessories - workshop
man cave collectables
fragrances - jewellery
custom knives - clothing
CNR HENDRIK POTGIETER RD &
ZANDVLIET RD WILGESPRUIT
ROODEPOORT
Phone: 083 339 6966
Email:
johann@bigeazyscustoms.com
info@bigeazyscustoms.com

BUYERS GUIDE
Brought to you by
MODEL PRICE MODEL PRICE MODEL
PRICE
Superlight 125
R18,499
RS 660
Tuono 660
RSV4 RR 1000
RSV4 RR 1100 Factory R495,011 Monster 821
R216,000
Tuono V4 1100
Tuono V4 1100 Factory
G 310 R
G 310 GS
C 400 X Scooter
C 400 GT Scooter
F 750 GS
F 850 GS
F 850 GS Adventure
R 1250 GS
R 1250 GS Adventure
R 1250 R
R 1250 RS
R 1250 RT
R NineT Pure
R NineT
R NineT Scrambler
R NineT Urban GS
R NineT Racer
K 1600 GT
K 1600 GTL
K 1600 B
S 1000 R
F 900 R
F 900 XR
M 1000 RR
Velocity 150
Velocity 200
TSR125
TSR250
Mustang 250
APRILIA
BMW
BIGBOY
Superlight 250
R19,499
R234,660 Voge 300R
R49,999
R210,600 Voge 300 AC
R385,011
DUCATI
R54,999
R315,011 Monster 821 Stealth R220,000
R365,011 Monster 1200
R236,000
Monster 1200 S
R276,000
R99,100
R108,800
Monster 1200 R
Monster 1200 Black
POA
POA
R140,200
Hypermotard 950
R214,100
R154,100
Hypermotard 950 SP R254,000
R206,600
R213,900
Supersport
Supersport S
R215,100
R241,400
R240,200
Multistrada 950
R228,800
R322,900
Multistrada 950 S
R256,100
R343,700
Multistrada 1260
R232,000
R230,300
Multistrada 1260 S
R292,700
R254,000
Multistrada 1260 Enduro R337,500
R252,400
Multistrada Pikes Peak R345,300
R175,300
Multistrada Grand Tour R312,900
R257,940
Diavel 1260
R329,600
R232,704
R248,049
Diavel 1260 S
X Diavel
R370,500
R328,495
POA
X Diavel S
R401,000
R351,500
Panigale V4 base
R369,500
R356,200
Panigale V4 S
R439,800
R398,000
Panigale V4 Speciale R600,00
R292,250
Panigale Superleggera R1,7m
R210,700
Streetfighter V4
R323,200
R217,000
Streetfighter V4 S
R377,900
R690,299 Icon Scrambler
R163,700
Full Throttle Scrambler POA
R15,999
Classic Scrambler
POA
Desert Sled Scrambler R210 900
R19,499
Cafe Racer
POA
R23,2999
1100 Scrambler
R210,900
R26,999
1100 Scrambler Special R230,900
R35,999
1100 Scrambler Sport R264,500
HARLEY-DAVIDSON
Street 750
R109,000
Street Rod
R120,000
Iron 1200
R153,000
Superlow
R147,500
Iron 833
R151,500
1200 Custom
R163,900
Superlow 1200T
R169,000
FortyEight Special
R163,000
FortyEight
R163,000
Roadster
R171,500
StreetBob
R191,000
LowRider
R218,500
Deluxe
R276,900
Sport Glide
R234,500
Fat Bob
R229,500
Fat Bob 114
R263,000
Soft Tail Slim
R249,900
Fat Boy
R280,500
Fat Boy 114
R316,500
Brak Out 114
R316,000
Break Out
R281,000
Heritage Classic 114 R319,500
Heritage Classic
R286,900
Ultra Limited Low
R385,000
Road King
R323,500
Road King Classic
R281,000
Road King Classic
R323,500
Road King Special
R344,500
Street Glide
R354,000
Street Glide Special
Road Glide Special
R371,000
R375,000
Road Glide
R355,000
Road Glide Ultra
R379,000
Ultra Limited
R385,000
CVO Street Glide
R510,000
CVO Limited
R544,000
Free Wheeler
R407,000
TRI Glide Ultra
R514,000
FXDR114
R299,900
Prices may change so please contact local dealer.

BUYERS GUIDE
MODEL PRICE
MODEL
PRICE MODEL
PRICE
ACE 125
Elite 125 Scooter
NC750X
NC750X DCT
Africa Twin 1100 Manual
Africa Twin 1100 DCT
Africa Twin 1100 AS Man
Africa Twin 1100 AS ES
XR190
XR150L
XR125L
CRF250L
CRF300L
CBR 1000 RR 2019
CBR 1000 RR-R 2020
CBR 1000 RR-R SP 2020
GL1800 Goldwing M
GL 1800 Goldwinh DCT
FS 450
701 Enduro
701 Supermotard
Vitpilen 401
Svartpilen 401
Vitpilen 701
Svartpilen 701
Agility RS 125
Like 125l ABS
G-Dink 300l
Xciting 400l
AK550
HONDA
HUSQVARNA
KYMCO
BUYERS GUIDE
R24,300
FTR 1200
R269,900 125 DUKE
R82,999
R23,399
FTR 1200 Carbon
R322,900 RC125
R73,999
R114,480
Scout Sixty
R210,900 390 DUKE
R92,999
R123,120
Scout
R233,500 RC390
R93,999
R233,800 Scout Bobber
R233,500 390 Adventure
R107,999
R252,400 Chief Dark Horse
R325,900 790 DUKE
POA
R262,500 Chief Classic
POA
790 Adventure
POA
R269,000 Chief Vintage
POA
790 Adventure R
R210,00
Springfield
R464,900 690 Enduro R
R185,999
R49,620
Springfield Darkhorse
890 DUKE
R32,960
R369,900
R189,999
R30,000 Chieftan Dark Horse R489,900 1290 Super ADV S
R299,999
R74,999 Chieftan
R489,900 1290 Super ADV R
R314,999
R84,999 Roadmaster
R521,900 1290 SuperDuke R
R295,999
R209,999
TBA
TBA
R367,000
R432,200
R150,699
R186,699
R186,699
R84,699
R84,699
R146,699
R146,699
R19,950
R34,950
R54,950
R99,950
R154,950
Z300
Z400 ABS
Ninja 400 ABS
Z650
Z900 ABS
Z900 RS
Z900 Cafe Racer
Z1000R
Z1000SX
Ninja 650
Versys X300
Versys 650
Versys 1000
ZX10R WSB 2019
ZX10R WSB 2020
H2 SX SE
ZZR1400 Ohlins
INDIAN
KAWASAKI
KTM
MOTO GUZZI
V85 TT
R194,850
Audace Carbon
R430,000
MGX 21 Flying Fortress R575,000
V7 Stone lll ABS
R175,850
V7 Special III
R193,850
V85 Centenatio
R235,850
V85 TT Evovative
R239,850
V85 TT Travel Pack
R249,850
R61,995
R79,995
R104,995
R110,995
R145,995
R175,995
R168,995
R179,995
R179,995
R122,995
R85,995
R115,995
R159,995
R259,995
R289,995
R310,995
R289,995

BUYERS GUIDE
Brought to you by
BE
JUS
MODEL
PRICE
MODEL
PRICE
Dragster Pirelli LE
Dragster 800RR
Dragster 800 RC Limited
Super Veloce 800RR
Brutale 1000RR 208HP
RUSH 1000RR 212hp
Turismo Veloce 800 160HP
UR110
UB125
GS150
GSX150F
DL650XA L9
DL1010RC
GSXR750 L9
GSXR1000 L9
GSXS1000 R L9
GSXS1000 L9
Katana
VZR1800
Hyabusa 1300
XS125 K Delivery
NH125
XS200 Blaze
XS200 Trail Blaze
Citycom 300l
GTS 300l EV
Max Sym 600l ABS
Crox 125
Fiddle ll 150
Jet14 200
Orbit ii 125
Symphony 150
X-Pro 125
MV AGUSTA
TRIUMPH
SUZUKI
SYM
R329,900
R299,900
R359,900
R379,900
R479,900
R549,900
R299,900
R19,650
R23,500
R35,750
R35,750
R144,500
R221,950
R182,900
R273,900
R298,500
R162,500
R189,900
R209,900
R329,000
R18,995
R29,995
R18,495
R19,995
R59,995
R63,995
R121,995
R19,995
Street Triple RS
Speed Triple RS
Street Twin
Bonneville T120
Bonneville Bobber
Bonneville Bobber Black
Bonneville Speed Master
Street Scrambler
Thruxton 1200 R
Tiger 900 GT PRO
Tiger 900 Rally Pro
Rocket R
Rocket GT
XTZ125
YBR125G
TW200
XT250
XT1200Z
XT1200ZE
MT07 ABS
MT09 ABS
MT07 Tracer
MT09 Tracer
MT09 Tracer GT
FJR1300
XMax 300 Scooter
YZF R3
YZF R6
YZF R1 2020
YZF R1M 2020
Niken 3-wheeler
YAMAHA
ZONTES
R180,000
R259,000
R155,000
R183,000
R197,000
R183,000
R197,000
R179,000
POA
R215,000
R229,000
R339,000
R355,000
R43,950
R31,950
R74,950
R77,950
R224,950
R249,950
R134,950
R169,950
R134,950
R159,950
R199,950
POA
R94,950
R784,950
POA
R349,950
R424,950
POA
R20,495
R26,995 ZT250 R
R44,900
R19,995
ZT310R
R63,900
R19,995
ZT310X
R68,900
R21,995 ZT310T
R74,900
DEALERS CONTACTS WHO
ADVERTISE WITH US
Aprilia SA (IMI) Tel: 010 443 4596
BMW West Rand Tel: 011 761 3500
Ducati SA Tel: 012 765 0600
R.O.C Harley Tel: 010 492 4300
Honda East Tel: 011 826 4444
Holeshot Husqvarna Tel: 011 823 5830
Indian Motorcycles SA Tel: 010 020 6195
TRD Kawasaki Tel: 011 051 9104
Fire it Up Kawasaki Tel: 011 467 0737
RAD KTM Tel: 011 234 5007
TRAX KTM Tel: 012 111 0190
Moto Guzzi SA (IMI) Tel: 010 443 4596
Fire it Up MV Agusta Tel: 011 467 0737
KCR Suzuki Tel: 011 975 5545
SYM TRD Motorcycles Tel: 011 051 9104
Linex Yamaha Randburg Tel: 011 251 4000
Linex Yamaha Lynnwood Tel: 012 501 0120
Zontes SA Tel: 012 565 6730
MICHELIN POWER CUP 2
This dual compound tyre offers
good straight-line and cornering
grip through the use of Dual
Compound Technology + (2CT+) on
the rear and Dual Compound
Technology (2CT) on the front.
t
e
BUYERS GUIDE
Brought to you by
208
w

Y
BEAUTIFUL PRE-LOVED BARGAINS!
JUST ARRIVED
WE BUY BIKES
NATIONALLY
CRF 1100 AFRICA TWIN, 2022, MANUAL
H.R.C R239,000
KTM RC 390, 2015, 35 000KM
R49,000
TRIUMPH, 675R, 2015, 1300KM
R105,000
BMW R1250GS, 33 000KM
HP R219,000
CRF 1000 HRC MANUAL, 2018,
27 000km R159,000
YAMAHA R6, 2008
29 000KM R79 000
HONDA VTX1300, 2012, 25 000km
R89,000
NEW & USED BIKE SALES / SERVICE / SPARES NATION WIDE DELIVERY
Honda Wing Westrand
011 675 3222
CBR 500F, 2012, 25 000km
R75,000
XL 1000 V VARADERO, 2006, 37 000km
R55,000
cnr Hendrik Potgieter and Jim Fouche Rd
1735 Roodepoort, Gauteng
repairing, refurbishing, widening and stripping
to all makes of motorcycles, quads and car wheels.
over 25 years
experience
011 900 1341
sales@hitechmagrepairs.co.za
208 BOSWORTH STREET, ALRODE SOUTH, ALBERTON
www.facebook.com/hightechmagrepairs

17D_Q3+_SalesBull_2pg_r2_Layout 1 4/13/17 3:08 PM Page 1
DURABILITY THAT MATCHES PERFORMANCE
TRACK DAY
Pic by: Rob Gray (Polarity Photo)
THDO THE MATH
GPR-300
310
320
330
NCE
SPORTMAX
MORE PERFORMANCE
SPORTMAX
r,
Great Handling at an
IFE
62°
+ =
LEAN
GRIP20% ANGLE. STREET
MORE
LEGAL. .
TIRE LIFE =
affordable price.
340
Offers a balance of
350
62°
17D_Q3+_SalesBull_2pg_r2_Layout 1 4/13/17 3:08 PM Page 1
EFITS
LESS
FEATURES & B ENEFITS
GRIP
achieves lean angles up to 62 degrees*.
• This purpose-built track-day tire achieves lean angles up to 62 degrees*.
ed for street-legal use.
• The Sportmax Q4 is DOT-approved for street-legal use.
in the wet
quire tire warmers, and 62
DURABILITY
runs at street LEAN
THAT MATCHES PERFORMANCE in the wet
or chassis or electronic adjustments.
dry
WEAR
• The user-friendly Q4 does not require tire warmers, and runs at street
MORE
dry
ANGLE
pressures, eliminating the need for chassis or electronic adjustments.
bon black like Dunlop’s racing slicks for TRACK DAY
conditions with
PERFORMANCE
uses a continuously wound strip compound
LONGER
MORE
• Rear tire compound contains carbon black like Dunlop’s racing slicks for
maximum grip.
conditions with
20% MORE
• Jointless Tread (JLT) technology uses a continuously wound strip compound
STREET
LONGER
across the rear tread profile.
WEAR LIFE
to optimize stability, flex, and grip across the rear tread profile.
LEGAL
WHERE WEAR
ses carbon fiber reinforcement in the
• Carbon Fiber Technology (CFT) uses carbon fiber reinforcement in the
DO
0
ng performance, braking stability and feel. SPORTMAX
THE
Q4
MATH
sidewalls for exceptional cornering performance, braking stability and feel.
TRACK DAY
a.
• Dunlop branding on the tread area.
• Made in the U.S.A.
nlop retailers, as well as race distributors.
• The Q4 is available through all Dunlop retailers, as well as race distributors.
ze Load/Speed Part Number
Size Load/Speed Part Number
0/70ZR17 (58W) 45233176
Sportmax Q4 Front 120/70ZR17 (58W) 45233176
0/55ZR17 (73W) 45233177
Sportmax Q4 Rear 180/55ZR17 (73W) 45233177
0/60ZR17 (75W) 45233131
180/60ZR17 (75W) 45233131
0/50ZR17 (73W)
MORE
45233060
190/50ZR17 (73W) 45233060
0/55ZR17 (75W) 45233074 62°
PERFORMANCE
SPORTMAX190/55ZR17 SPORTMAX
(75W) 45233074
0/55ZR17 (78W) 45233092
200/55ZR17 (78W) 45233092
GPR-300
RADIAL PERFORMANCE
TOURING
SPORT TIRES RACEMore than 80% TRACK of the Q3+ Performance STREET touring SPORTtyre
Great Handling
PERFORMANCE
TOURING at an
Sportmax Q4
has been redesigned
that not only lasts longer,
affordable price.
+
Sportmax Q3+
compared to the Q3
but performs at higher
62° Sportmax LEAN
20%
GPR-300 ANGLE. STREET
MORE
LEGAL. . levels
Sportmax Roadsmart III
LESS TIRE LIFE =
Offers a balance of
FEATURES & B ENEFITS
GRIP
DunlopMotorcycleTires.com
©2018 *As tested Dunlop by Motorcycle Dunlop on a Tires. 2017 Suzuki GSX-R 1000 RR on a closed track at Barber Motorsports Park. • This purpose-built track-day tire achieves lean angles up to 62 degrees*.
@RideDunlop DUNLOPTYRESSA
DunlopMotorcycleTires.com. ©2017 DUNLOPTYRESSA
Dunlop Motorcycle Tires.
DUNLOPTYRESSA
• The Sportmax Q4 is DOT-approved for street-legal use.
62 LEAN
in the wet
WEAR
• The user-friendly Q4 does not require tire warmers, and runs at street
pressures, eliminating the need for chassis or electronic adjustments.
dry
ANGLE
• Rear tire compound contains carbon black like Dunlop’s racing slicks for
maximum grip.
conditions with
310
320
330
340
350
S594/A
0
10
10
20
30
40
50
More than 80% of the Q3+
has been redesigned
compared to the Q3
20
30
40
50
60
120
60
120
70
80
110
110
MORE
PERFORMANCE
70
90
100
80
90
100
Performance touring tyre
that not only lasts longer,
but performs at higher
levels
SPORTMAX
S594/A
GPR-300
Great Handling at an
affordable price.
Offers a balance of
PEDRO ACOSTA
DUNLOP DOMINATION
2021 MOTO 3 ROOKIE OF THE YEAR
©2018 Dunlop Motorcycle Tires.
S594/A