Ridefast April 2022

WWW.MOTOMEDIA.CO.ZA 

APRIL 2022 

22004 

APRIL 2022 RSA R35.00 

9 772075 405004 

Marc’s 

DOUBLE 

VISION 

2 binders, 1 motogp 

In This Issue 

6 of the best - Kymco G Dink 300 

Short Circuit Racing - MRS Racing 

Suzuki Hayabusa and Kawasaki ZX1400 

and lots lots more...

PRO 

PUSH THE CITY 

LIMITS 

Buy your G310R and we’ll teach 

you how to ride it 

FROM R999 P/M 

With BMW Motorrad Select Finance 

W 

S 

C 

BMW Motorrad Select offer from BMW Financial Services (South Africa) (Pty) Ltd., an Authorised Financial Services (FSP 4623) 

and Registered Credit Provider (NCRCP2341). Total cost includes an initiation fee and monthly service fee (R69 p/m) and excludes 

licence and registration. Linked to current Prime Rate. The above offer is calculated on 42 instalments and a 25 000 km contract 

limit. Residual may apply subject to deal structure. Offer valid until 30 June 2022 and subject to stock availability. Not available in 

conjunction with any other BMW Motorcycle offer. Motorcycle shown with optional extras not included in pricing. Terms and 

conditions apply.

PROTECTION / FITTING / DESIGN 

© FIVE GLOVES 2021 / photo : PHOTO PSP *Champion du Monde Supersport 

WORLD 

SUPERSPORT 

CHAMPION* 

DOMINIQUE AEGERTER - FIVE RFX1 

2021 SUPERSPORT WORLD CHAMPION 

ENDURO E2 

MXF4 

MXF3 

TFX3 

STUNT EVO 

RFX3 

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AVAILABLE FROM YOUR NEAREST PBA DEALER 

CAPE PROVINCE 

CRAIGS MOTORCYCLE 

NEVES MOTORCYCLE WORLD 

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Intro. Keeping the wheels turning... 

APRIL Edition 2022 

We want to hear from you info@motomedia.co.za 

Read our back issues at www.motomedia.co.za 

After 35 years of marriage, Billy the Biker and his wife Mary decided they needed 

counselling. 

When asked what the problem was, Mary went into a tirade, listing every problem they 

had ever had, in the years they had been married. 

On and on she went, neglect, lack of intimacy, emptiness, loneliness, feeling unloved 

and unlovable, an entire laundry list of unmet needs that she felt she had endured. 

Finally, after allowing this for a sufficient length of time, the therapist got up, walked 

around the desk and after asking Mary to stand he embraced and kissed her long and 

passionately. 

Billy sat dumbfounded in amazement with a raised eyebrow. That shut Mary up and 

she quietly sat down in a dizzy dreamy daze. 

Then the therapist turned to Billy and said, “This is what your wife must have at least 

3 times a week. Can you do this?” 

Billy the Biker thought for a while then said “Well, I can drop her off here on Mondays 

and Wednesdays, but I ride my bike all day on Fridays.” 

IN THIS ISSUE 

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 

Videos and more 

available online... 

NC 

2 

D 

Sa 

T 

B 

Th 

a m 

pro 

14 

ch 

zip 

S 

be 

ap 

m 

an 

ri 

he 

An 

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on 

La 

ful 

FR 

Copyright © RideFast Magazine: All rights reserved. No part of this publication may be reproduced, distributed, 

or transmitted in any form or by any means, including photocopying, articles, or other methods, without the prior 

written permission of the publisher. 

WWW.MOTOMEDIA.CO.ZA

2 

: 

YOU REALLY 

SHOULD 

JOIN THE 

HONDA 

FAMILY 

2021 

NC750X/DC 

23L STORAGE SPACE 

COMMUTE 

2021 

NC750X/DCT 

DIFFERENTLY 

Save Fuel on your daily commute 

THE NEW NC750X: DO IT ALL, AND 

BETTER THAN EVER. 

The NC750X engine really sips fuel - with 

a measured consumption of 28.3km/l 

providing a near 400km range from the 

14.1-litre underseat fuel tank, you can 

choose to either take the long way home or 

zip through traffic. 

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 

Larger one-bike choice 23L for storage the rider who space wants to do now it all. holds an 

full-face helmet 

FREE RIDER TRAINING 

THE NEW NC750X: DOD 

BETTER THAN EVER. 

Specialization may be fine for something like go 

be able to to do do it all. it all. Case Case in point: point: The 2021 The Honda 2021 NC750 Hond 

appreciate both both versatility and virtuosity and virtuosity in their adventu in thei 

NC750X 

model some big big improvements. More More power. power. A larger A intl 

and a lower seat seat height. height. Plus some Plus some huge technologic huge techno up 

riding modes, new new instruments, a new a frame, new upgraded frame, ub 

heart, the the twin-cylinder engine engine produces produces a broad a torque broa 

And you can choose from from two transmissions: two transmissions: a conventio a 

Honda’s revolutionary automatic automatic DCT. Either DCT. way, Either this wa lat 

one-bike choice for for the rider the rider who wants who to wants do it all. to do i 

Randburg: 011 795-4122

All the NEWS proudly brought to 

you by HJC HELMETS 

KISKA.COM Photo: R. Schedl 

Join Triumph For The Ride 

This year Triumph SA have made a commitment to themselves and 

their Triumph friends to be more active in terms of events across their 

3 branches. They often get asked, “When is your next ride out?”, “Do 

you have adventure training planned?”, “When can we ride together?”. 

The answer is Yes! Check out their EVENTS PORTAL, to see upcoming 

events. You will be able to browse between Johannesburg, Cape Town, 

and Pretoria events, and easily find something that appeals to you. They 

really can’t wait to hit the open roads with you! 

Triumph has always been focused on the complete riding experience, 

creating motorcycles with a perfect balance of power, handling, and 

Tankwa Bolt Kevlar Jeans 

Recommended Retail Inc VAT 

R1,750.00 

Not everyone wants to look like a 

colour coded ‘Power Ranger’ when 

riding their bikes, we certainly 

don’t. But we all still want the best 

possible protection and keep a 

traditional look and feel comfortable 

and these Tankwa Bolt Kevlar 

jeans are exactly what we like both 

for on road as well as off road 

riding. They features a comfortable 

straight leg design with slight 

stretch, (for when you’ve eaten one 

too many cheese burgers). They 

have two leg lengths for those 

more grounded and those with 

their heads in the clouds and are 

Aramid (Kevlar) lined in all abrasion 

areas, like your ass and knees 

especially. Hip and adjustable 

knee protector pockets for extra 

armour/protection to be fitted, extra 

belt hoops for security. We like 

the standard 5 pocket jeans layout 

with leather security wallet pocket 

and the fact that optional hip and 

knee protectors are available. For 

more information or to find your 

closest stockist and to check out 

all the other great products they 

have go to www.dmd.co.za 

style that totally involve the rider and bring out the best in them. Going 

beyond the motorcycle to also apply the same passion, drive, and original 

thinking to create events that make up the complete experience. 

Customers don’t just buy a motorcycle for transportation, they buy 

something that fulfil their dreams and Triumphs effort is totally focused 

on bringing customers into the brand and building long-lasting and 

positive relationships with them and are chasing the same thing as their 

customers… THE PERFECT RIDE, FOR THE RIDE check out their events 

portal at https://triumph-store.co.za/triumph-south-africa-events/ and 

join them for a great day in the saddle, we did and loved every minute of 

it, you are sure to see us regularly at their events .

KISKA.COM Photo: R. Schedl 

THE MOST EPIC 

ROADS ARE 

OFFROAD 

Take aim at the horizon and choose the more adventurous way to get there. 

Featuring reworked ergonomics, updated electronics, and a refined powerplant 

that all enhance the ride, the new KTM 1290 SUPER ADVENTURE R reaffirms 

its status as the ultimate all-terrain powerhouse. 

SEE MORE AT KTM.COM 

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

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



CAT introduce their Exclusive Stylish range. 

Branded quality Multi Tools, Knives, Backpacks and Tool Bags 

This full range of multi-Functional tools, Knives and tailor-made 

backpacks and bags are now available at all leading outlets. 

CAT the name everyone knows and can trust now have their new 

exclusive range of products available. The CAT® brand is recognized 

worldwide for the engineering innovation and rugged dependability 

of its construction and mining equipment, diesel, natural gas 

engines and industrial gas turbines. Today, CAT also represents a 

new line of professional multi-Functional tools, Knives, tailor-made 

backpacks, and tool bags. All the CAT new products carry their 

respective trademark logos, and incorporate the famous “Caterpillar 

Yellow”. 

The latest comprehensive product range includes a stylish selection 

of products with splendid features. Multi-functional Tools with 

unique handy tool attachments, everything one needs in a Multi 

Tool set, options include, knives and tools, Multi tool sets, tool bag 

holders, key chain lights and mini tools. Knives and cutting include 

folding units, plain and serrated blades. The professional Backpacks, 

and tool bag range also offer a unique selection of options. “If 

you are a CAT brand fan this range is a must have,” said Ryan Hunt 

Director Vermont Sales. The CAT team have gone to a lot of trouble, 

in the design and manufacturing and produced a great functional 

stylish range of multi tools, knives and bags. 

The Multi Tool range includes: 

• A 3-piece multi-function tool and knife, keychain, light 9 in 1 

MFT 

• A 3-piece multi-function tool and knife, key 

chain, light 12 in 1 MFT 

• A fallow handle folding knife 16.8cm with 

serrated blade 

• A black handle folding adventure knife 20.3 cm 

• A black handle folding adventure knife 17.7cm 

• A black handle folding utility knife 16.8cm 

replaceable blades 

• A black 13 in 1 multi-functional tool 

• A black/yellow 13 in 1 multi-functional tool 

• A Utility cutting knife 

• A red handle folding knife 19.1cm 

• A yellow handle 9 in 1 multi-functional tool and knife 

The Backpacks and Bags include 

• The custom backpack tool bag 459mm 

• The custom backpack tool bag 430mm 

• Steel handled Tote bag 40mm 

• Wide mouth Tool bag 330mm 

• Wide mouth Tool bag 500mm 

• Handy tool bag 

CAT® is a new brand at Vermont Sales and is available, at all leading 

outlets. For more information contact, Vermont Sales on 011 314 7711 

or visit their web site www.vermontsales.co.za



Motorcycles For Africa (ex-Selwyn Lurners 

Workshop) – setting the record straight 

Sometimes we get our facts a little bit mixed. In last 

months issue we ran an article on Motorcycles For Africa, 

which originally started out as Selwyn Lurners Workshop 

with Kawasaki, Suzuki and Honda franchises. We 

mentioned that it was started in 1984 by Selwyn and his 

father - which is incorrect, the shop was actually started 

by Selwyn with his wife Ruth and Uncle Sam joined the 

team a little bit later down the line. We also mentioned 

that Selwyn retired, again incorrect, Selwyn moved to the 

coast for the benefit of his health but was still actively 

involved in the day to day running of the shop through 

the wanders of technology, he was able to work remotely 

with Ruth and Warren right up until his untimely passing in 

January of this year. 

A few products for the 

SUPER MOTORAD 

riders out there... 

EVS Hex Pro Knee Guard 

Heavy-duty protection in a lightweight 

package. The Hex Pro Knee Guard 

features their new Hex Pad impact 

technology, providing CE EN 1621-1 level 

protection to direct knee impacts and 

extending impact protection zones to 

the sides of the knee and upper shin. 

Hexprene Engineered fabric provides 

zonal support and maximum airflow, 

while still providing protection. Trac Grip 

Tacky silicone grippers are strategically 

placed in key areas to help hold the knee 

pad in place and limit uncomfortable 

migration. U-Lock Anti-Slip their new 

U-Lock ring surrounds the upper interior 

of the Hex Pro impact pad and locks it 

in place during impact to limit migration 

and further protect your knee. Hex Pro 

their new Hex Pro impact technology 

provides superior impact protection in 

a compact, light-weight insert. Abrasion 

resistant air mesh covering provides 

longevity and maximum comfort. Hex 

impact insert features fully breathable 

CE 1621-1 level protection. Moulded biofoam 

knee condyle and shin protection 

for increased impact protection. Single 

thigh compression strap and Trac Grip 

keep the padlocked in place. Sold in 

pairs. Sizes: S/M, L/XL, and XXL 

EVS Flex Lite Elbow Guard 

Protection so light, flexible, and comfortable 

you won’t know you’re wearing it. RMF 

Reactive Memory Foam is soft and pliable 

but stiffens on impact to provide impact 

protection in accordance with CE EN 14120. 

Air Mesh Perforated fabric allows air to flow 

unimpeded while still providing protection 

and a compression like fit. Trac Grip Sticky 

silicone grippers are strategically placed 

in key positions to help hold the guards in 

place and limit migration. Compression 

sleeve design features Trac-Grip technology 

on upper and lower cuff to limit migration. 

CE 14120 Level protection. Sold in pairs. 

Sizes: S/M and L/XL

R 

R20 

R25 R 



B 

W 

Nolan and X-Lite Helmets Return to South Africa 

Sparx Distributing are proud to announce the return of the iconic 

Nolan and X-Lite helmet brands to South Africa. This important 

development will bring much needed diversity to consumers looking 

for the very best in motorcycle helmet design and performance. This 

development is appropriate as 2022 marks the 50th anniversary 

of the formation of the Nolan company. It was in 1972 that Nolan 

presented the NO1, the first injection-moulded Jet-type helmet in 

LEXAN polycarbonate. This material was lighter and offered greater 

impact protection than previously used materials. In the intervening 

50 years, Nolan has become the leading helmet manufacturer in 

Europe, producing 400,000 helmets annually at their factory in Italy. 

The constant commitment to research and innovation are reflected 

in the latest 2022 collection, including two new full-face models in 

polycarbonate, the N80-8 and N60-6. For the 50th Anniversary year, 

Nolan has produced a series of anniversary designs on N100-5 PLUS, 

N80-8, X-1005 and X-803 RS ULTRA CARBON. These designs stand 

out for their sophisticated colour combinations, the details in gold, 

the flowing lines and the celebratory “50th” anniversary logo. Over 

the years, riders supported by Nolan have included Casey Stoner, 

Jorge Lorenzo, Carlos Checa, Marco Melandri, Chaz Davies, not 

forgetting South African legends Kork Ballington and Jon Ekerold. 

Current Riders are Alex Rins, Aron Canet, Iker Lacuona and former 

MotoGP star & Dakar 2022 sensation – Danilo Petrucci. With talent 

such as this, only the best feedback has been given to help improve 

the product. 

Nolan Group proudly underlines that all of its products, Nolan, X-lite 

and Grex are tested by SHARP, the prominent independent test 

system run by the British Government, have obtained at least 4 stars. 

Furthermore, all of the “flip-up” helmets have received the highest 

possible rating in terms of chin guard latch reliability. This means 

that, for each of the products tested by SHARP, the chin guard 

remains completely closed during each of the 30 impacts. 

No less important to the South African market is the re-introduction 

of the X-Lite helmet brand. X-Lite came into being in 1998 as a subsidiary 

of Nolan and became the new division for the development 

and production of composite-fibre helmets, a hugely important development 

in helmet construction, saving weight and adding strength 

at the same time. 

Their first shipment of Nolan / X-lite helmets includes the following 

models: Full Face – X-803 RS Ultra Carbon. X-lite’s high-carbon-content 

full face racing helmet, in the most racing-oriented version ever: 

a Racetrack Aerodynamic Spoiler (RAS), the innovative Liner Positioning 

Control (LPC) and an additional Dark Green visor (supplied). 

Let yourself be absorbed by the essence of the X-803 RS ULTRA 

CARBON, whatever your journey. Full Face – X-803 Ultra Carbon. 

X-lite’s high-carbon-content racing full face helmet, the result of the 

knowledge developed over decades of competitions at the highest 

levels in MotoGP and SBK, thanks to the precious contribution of our 

riders. Full Face – N60-5. The Nolan polycarbonate shell road full 

face helmet with a contemporary, sports-inspired design. Its technical 

characteristics make it suitable for any situation, both in the city 

and on the motorway. 

For more information or to find your closest stockist please contact 

Steve Theron of Sparx Distributing 072 912 4658 or 

e-mail stsparx@gmail.com 

R 

F80 R 4 

3240 

R 

5 

R10 

S10 

19 R0 

R14 R18 

B

BMW Motorrad 

West Rand 

R1200GS ADVENTURE, 2016 


R255 20 000km 

40 R75 000km Low suspension 

R255 R189 000 995 

R75 R284 000995 

R1250 GS, 2021 

1 R319 500km000 

R279 R319 995 000 

R NINE T, 2020 

F800 R 4000km NINE GSA, T, 2015 2020 

324000km 

R145 

500KM 

000 

R109 R145 995 000 


R299 000 52 R165 000km 000 

R259 R299 995 000 R184 R165 995 000 

S1000R, 2017 

19 R185 000KM 

R149 R185 995 000 

F900 XR, 2021 

3 000km 

R175 000 

R149 R175 995 000 

K1600 GT, 2013 

29 

R185 

800km 

000 

R154 R185 995 000 

BMW Motorrad West Rand 

Email: japretorius@cfaomotors.co.za 

RIDEFAST MAGAZINE JUNE 2021 43



Nonoise ear plugs. Designed specifically for 

riders. 

More and more health insurance companies are critically eyeing the 

use of hearing protection on motorcycles, because ear plugs that 

attenuate all sound can cut you off from your direct environment. 

Wind noise on a motorcycle or scooter is not only distracting, but 

can also be harmful to your health. Sounds above 85 dB can cause 

permanent hearing damage and wind noise for riders can easily 

reach levels up to 105 dB. It’s crucial to use ear plugs with a high 

quality sound filter, to ensure you’re tuned in to your surroundings 

and can quickly analyse traffic situations. The innovative NoNoise 

hearing protectors were created by a prominent European expert 

who has been developing and producing professional hearing 

protectors for many years. The patented ceramic acoustic filter and 

hypoallergenic, silicone-free SoftFit-Thermoplastic plugs ensure 

maximum hearing protection and wearer comfort. These ear plugs 

can be worn comfortably all day and will fit most adults. Premium 

quality, industrial grade hearing protectors specially tuned for 

motorsports. These ear plugs effectively filter out dangerous levels 

of wind noise and road noise. Telephone, navigation, music and 

intercom remain clearly audible, without a ‘blocked ears’ (occlusion) 

effect. They fit comfortably, even under your helmet, and help 

you arrive safely at your destination with less fatigue and a more 

relaxed, enjoyable ride. NoNoise Motorsport hearing protectors are 

precision tuned for optimal attenuation at the sound frequencies 

experienced by motorcyclists. The independently measured 

attenuation value (EN352-2-2002) is 29.6 dB at higher (the most 

harmful) frequencies. Here are some of the highlight features: 

• The only ear plug with a ceramic* filter 

• Natural and clear sound reproduction 

• Filters out only what you don’t want to hear 

• Lowest distortion, most effective attenuation 

• Long life durability, even with daily use 

For more info, your nearest stockist or to what other great products 

they offer go to www.bikegear.co.za 

SIDI Rex Boots 

Taking their place at the forefront of rider technology, the SIDI Rex 

Boots feature cutting-edge closure mechanisms, an ergonomic entry 

system, unmatched adjustability and progressive protection to make 

them one of the most comfortable and secure sport boots on the 

market. Constructed using SIDI’s exclusive Technomicro base material 

with strategically placed padded elastic panels that widen as your 

foot passes through, the Rex Boots offer an easy, uncomplicated fit. 

In lieu of tedious laces or limiting ratcheted buckles, the Rex Boots 

utilize SIDI’s proprietary Tecno-3 Push Closure System. Three separate 

and adjustable steel cable closures are released and secured by 

circular dials with push buttons that allow the dial’s arm to be lifted 

and rotated for increased closing pressure. The mechanisms located 

at the shin and ankle pull from the center while the instep mechanism 

pulls from the boot’s inner edge to create a symmetrical closure and 

ensure a firm, confident fit. The Rex’s single ankle support brace, 

comprised of fiberglass infused nylon, restricts lateral movements 

and reinforces the internal and external ankle joint to offer increased 

support and stability. Additionally, air vents positioned at the bottom 

of the brace are operated by an accessible, aerodynamic button to 

provide optional airflow. Using a similar slider mechanism, an extra 

air vent is incorporated into the toe slider that offers increased 

optional airflow over your little piggies. In addition to the venting 

scheme, small slots located at the central point of the ankle support 

brace allow heat and perspiration to escape from within the Rex 

Boots keeping you cool, dry and focused lap after lap. 

Features: 

• Technomicro base material 

• SIDI’s exclusive Tecno-3 Push Closure System 

• Elastic panels in the front and rear of the boot in flex areas 

for maximum comfort 

• A single ankle support brace, nylon material infused with 

fiberglass fibers, joins the internal and external ankle joint 

for more support 

• The exterior ankle support brace is equipped with air vents 

• Small ventilation slots at the center of the support brace 

• Nylon inner sole with removable arch support pad 

• Double stitched in all high stress areas 

• Fully encapsulated heel cup 

• Lined with anti-abrasion Cambrelle in the foot area for 

comfort 

• Perforated Teflon treated nylon lining 

• Toe slider comprised of nylon reinforced with fiberglass 

and fitted with an air intake and an innovative alloy insert 

• Dual compound sole 

• DuPont® polymer toe shift pad

A NEW GENERATION SUPERSPORT 

Torquey CP2 Powerplant 

Yamaha's proven 689cc liquid-cooled, inline 2-cylinder 

DOHC fuel-injected CP2 engine delivers excellent power and 

performance throughout the rpm range for an exhilarating 

ride and a true supersport experience. Its 270-degree 

crankshaft delivers linear torque for exciting acceleration 

and limited vibration. 

Thin Proportions for Perfect Control 

All-new dimensions give the YZF-R7 the slimmest proportions 

of the entire R-Series family, aiding in confident cornering 

performance on the track and quick, agile direction changes 

on twisty roads. The slim design also reduces wind resistance 

for optimal aerodynamics, while new bodywork incorporates 

the rider's body to improve the flow of air around the bike.

Six of the Best 

Words: Séan Hendley and The Motomedia Crew 

Pics: Stefan van der Riet (Black Rock CS) 

There is no bad choice these days! We borrowed six sub 800cc 

bikes and took them out for a great day of riding… our lot share their 

thoughts. 

Not so long ago… well, for some of us anyway… motorcycle engine 

capacities came in 600cc, 650cc, 750cc, 900cc and 1100cc’s, an 800cc 

or a thousand was a strange and rare apparition. Back in the day if you 

owned a seven and a half, (750cc), you were considered to be quite 

a ‘Meneer’. GPZ750’s, Katana’s and GSX750’s, CB750F’s, XJ750’s, 

GSXR750’s, ZXR750’s and R7’s were aspirational machines, then they 

slowly started falling away and being replaced by little 600cc in line 

fours and now by similar engine sizes in parallel twins and in a lot of 

instances are very unjustly regarded as entry level bikes, something 

to commute on cheaply or for the Mrs to ride - and we wholeheartedly 

and vehemently disagree with that. So we made a few phone calls, 

knocked on some doors and managed to get our hands on most of the 

latest offering in this class and give them a good thrashing. 

The bikes 

Getting demo bikes is quite difficult these days, the pandemic has put 

a lot of strain on manufacturing and supply facilities as well as the 

economy at large, that’s just the reality we have to live with these days. 

You will also note some glaring exceptions from this line-up. Yamaha 

is completely out of stock on their very popular MT07 Range. IMI, 

the Aprilia and Guzzi importer is focusing all of their attention on the 

Mother City and have sent their fleet down there. And the other Italian 

brands… well, you know how it goes sometimes. So, Triumph SA seems 

to be the only brand with a significant demo fleet, (possibly why you 

see them in every publication on the market), so they were our first port 

of call and they gladly offered up two options, the legendary 765RS 

Street Triple and the 660 Trident. Kawasaki gave us their stunning Z650 

Ninja... again, we really like this bike. BMW Fourways Motorrad offered 

us their F750GS Sport, Suzuki SA came to the party with a DL650 

V-Strom and Honda Wing Centurion threw the legendary NC750 into the 

mix. Our long term Africa Twin demo came along as the photographic 

platform and there is usually quite a bun fight and lots of lip dragging in 

the office over the keys to this much beloved steed, yet… not this time. 

We were all quite excited to ride the other bikes.

The riders 

Next we had to find some crash 

test dummies, to compliment 

the usual three jaded Prime 

Mates from our office. We called 

on Shado Alston, a master 

technician with an intuitive 

technical aptitude, part time racer 

and regular competitor in timed 

regularity events and a superbike 

riding instructor, so he knows 

his stuff. Morag Campbell is a 

highly qualified Motorrad riding 

instructor that can outride most 

of guys in the dirt on big bikes as 

well as an architect, so she has an 

acute eye for detail and a strong 

technical understanding, suitably 

qualified in our opinion… and she 

makes the pics look good. Then 

we got along well known singer/ 

songwriter and huge motorcycle 

enthusiast Garth Taylor, who is 

an accomplished mechanic and 

excellent rider in his own right as 

well as being very talented carbon 

fibre craftsman, he also makes the 

pictures a lot prettier than our lot 

of neanderthals do. So, bikes and 

riders sorted… now where to go? 

The route 

With the fuel prices being quite 

punitive at the moment long trips 

across the continent are out of the 

question even if all of these bikes 

are more than up to the task. We 

still wanted to have a bit of fun 

though and ride them in real world 

situations and get out of the city 

for a while. 

We all met at BMW Motorrad 

Fourways and headed out towards 

Zwartkops and Pretoria West 

via Terratopia. Then we turned 

north towards Pretoria Gardens 

through the Daspoort tunnel 

before turning north east through 

Pretoria north towards Bon 

Accord, Pyramid, Hammanskraal 

to lunch at the Safari mall in 

the Dinokeng Game reserve just 

this side of Rust de Winter. We 

returned in some torrential rain 

via Wagensdrift, Moloto Road 

and Roodeplaat dam, Cullinan 

and back into the big smoke. 

Potholes a plenty, terrifyingly 

busy traffic, some freeway riding, 

rolling green manicured suburbia 

and absolutely beautiful roads 

and bushveld around Dinokeng. 

We can also highly recommend 

stopping for lunch at The Chicken 

Run Pub & Grill at Safari Mall in 

Dinokeng. Lekker big burgers 

(Chicken or Beef), for a paltry 

R65.00 and even the big okes 

were satisfactorily full after that. 

The cokes are ice cold, the service 

is very friendly and efficient and 

the ride there and back is soul 

cleansing. 

Along the route we discovered 

a museum of sorts, still in the 

development stages and it is a 

playground of old aeroplanes, 

tanks, trucks, cars, steam engines, 

railroad cars, old cannons… man, 

just everything that will make your 

heart go pitter patter if you love 

old steel. We spent far too much 

time wandering around going, 

“Wow! Look at that… and that… 

and that…”, and eventually had to 

hang cable quite a bit to try and 

get back on schedule. 

We stopped for lunch and fell 

behind schedule again. With the 

skies getting heavy and dark, 

bruised with purple and grey 

clouds we decided to do some 

high speed runs… just to test the 

bikes properly of course, but we 

still got caught in the mother of 

all storms anyway and arrived 

home two hours late, soaking 

wet, shivering but still laughing 

and giggling and enjoying every 

minute on these mid weight 

bikes… yes even in the heavy rain 

and bone chilling cold.

Kawasaki Z650 Ninja – from R124,995.00 

Surprisingly frugally priced for a whole lot 

of motorbike with some really great tech 

included. 

We reviewed this bike in our December 2021 

issue and had a bunch of letters coming in 

from owners of these bikes saying just how 

great they are and how much they love their 

650 Ninja’s, and we agree with them. Maximum 

torque of 65.7Nm is at 6,500rpm with an 

impressive 50.2kW at 8,500rpm bolted into a 

190kg package it really does have some nice 

kick and can get you into quite a bit of trouble 

with local speed law enforcement. And it fairly 

sips fuel from its 15 litre tank, we got around 

21,7km’s per litre spanking the bike really hard 

- it would absolutely be a lot of better ridden 

more conservatively. 

At 790mm seat height even the vertically 

challenged riders amongst our lot had their 

feet flat on the ground. Bang hard on the 

throttle, run her high in the revs, feather the 

clutch on up changes and the 650 Ninja does 

get quite a move on and does seem keen to 

get her front wheel in the air, she’s definitely no 

slouch that is for sure. 

Garth says: 

The Ninja is a fun little bike to ride. When 

pushing it hard I did feel an interesting little 

vibration from the motor coming up through 

the seat. It is an incredibly light bike making 

it very manoeuvrable and nimble. And I love 

the styling, it definitely looks the part of a 

superbike and I was a little surprised at the 

quite upright seating position which is not a 

bad thing, I found it very comfortable to ride in 

an urban setting. It does look like a beast, the 

fuel tank and the headlights especially, they 

do look very cheeky. It is also very spritely on 

the open, but you do have to work it a bit to 

get there and the brakes are beyond excellent, 

stopping this light weight bike on a dime from 

any speed. 

Morag says: 

I’m not sure why, but it took me a little time 

to feel comfortable on this bike, to test my 

different postures. It has something to do 

with the swept back handlebars, position and 

shape of mirrors and what I thought required 

a lower, (sportbike),posture. In my first round 

on the bike when I was feeling ergonomically 

uncomfortable I also felt the bike was “too 

light” and too flighty. However the second 

time I got on it I had no issues with posture, 

rode a little more upright and was extremely 

comfortable ergonomically. Also, second time 

round I could feel the lightness of the bike as 

a positive element, responsive and really easy 

to manoeuvre and easy to ride. I found it has 

a fairly short gear ratio as I went quite quickly 

through the gears. Firm but comfortable seat 

and I wasn’t aware of any wind buffeting. I 

think this would be quite a good bike for a 

beginner rider as it would allow the rider to 

have time to grow into it. 

Shado says: 

So, I had the opportunity to ride the Ninja 

from Fourways to Pretoria on the back-roads 

around Diepsloot and Rooihuiskraal. A fitting 

route for the faired machine and slightly 

‘twistier’ than the N14, it afforded me some 

good use of the brakes and the lean angle. 

Typically good Japanese build quality and 

finishes are pleasing on the ocular sense and 

colour options are limited but not ugly. It is a 

Kawasaki, so the green machine logic applies. 

The Ninja optically presents itself as a sport 

bike. there seems to be a trend that’s coaxing 

manufacturers toward this configuration, 

obviously because of development costs and 

emissions and whatever else they are using to 

keep people buying new machines. The Ninja’s 

ergonomics are good, a slightly forward, but 

upright seating position, with the sport bike 

handlebars. 

The motor winds up nicely and it has the 

typical Kawasaki twin sound, found on the 

250/300cc and 400cc variants in their line-up. 

The engine is very responsive and I attribute 

this to the short gearing employed. There’s 

more than enough torque to feel acceleration. 

Personally, I’d go up a tooth on the front 

sprocket or down two on the rear to give it 

longer legs and make use of the lower gears 

to get up to speed and use the top gears for 

cruising and bringing down the revs a bit on 

the open road.

I even think this configuration could be well worn on an Ninja that is 

destined to be a track machine, a good use of the midrange of the 

gearbox coupled with the smooth power curve and torque will see 

some good speeds from a light and steady machine. There is a nice 

instrumentation display, different modes and the regular rider ‘aids’ 

employed these days. I must admit, I enjoyed the cable-actuated 

throttle. The response on the throttle input is good and lends itself 

to blipping on the downshift and a naughty little rev at the lights. The 

brakes are just as good as a Japanese machine always are, and the ABS 

is also up there with the best, not as intrusive as the English machines 

and there’s no need to grab a handful of lever to stop the Ninja. 

The feeling I got from the chassis and suspension was stable and the 

out-of-the-box setup good for my weight and height. The ninja 650 

is notably smaller and more nimble than the ZX6. Better for a town 

machine and maybe even a short track. It’s also not going to catapult 

you past 200 in a hurry, but it gets there quickly enough. At the ‘full-taps’ 

situation, the motor feels like it could use a little enhancement in terms 

of aspiration and exhaust, just to perk it up a little and bring out that 

unique Kawasaki twin whine. The folks in Nippon are lauded for making 

reliable machines that last, and this one is not going to change that in a 

hurry. 

My truth told; it’s a great machine; it is probably a good step toward 

a larger sport machine, coming from a street bike or a small capacity 

faired machine, solely for the introduction to riding a sport bike. 

Kyle says: 

This bike took me back to my youth, when I was hanging on the throttle 

cable of my CBR125. The 650 Ninja felt like a properly upgraded version 

of that. It is fast, it is light and it is very nimble through the traffic. 

Considering it is not a thoroughbred Supersport bike it felt very stable 

and planted through the corners with very little flex in the chassis. 

The suspension is plush, aimed more at comfort than serious sport 

riding which makes it great for long hours in the saddle, but still plenty 

capable in the turns to get my grin going. It was a fat jol to ride. I had so 

much fun blitzing through traffic with the odd wheelie here and there. 

Glenn Says: 

It’s no race bike but this little bike is absolutely 100 percent fun. For 

some reason, I ended up riding it longer than anyone else and there 

are absolutely no complaints here. Its fast enough, powerful enough 

and really comfortable even for a bigger boned rider like myself. If 

you are budget conscious you cannot go wrong, it’s a brilliant do it all 

motorcycle! 

YES!! The new NC750 is packed with extra fun factor. 

Honda NC 750 – from R128,500.00 

A bike that sells really well mostly to the price conscious commuter 

and a bike that is generally overlooked by the fun seekers in the 

motorcycling commuting because of its perceived conservative ‘beigeness’. 

And admittedly with the first two renditions of this motorcycle 

that might not have been unjustified. However, with the third generation 

Honda does seem to have replaced the suit and tie with cargo pants, 

golf shirt and hiking boots as far as the NC 750’s go. They have added 

in a strong fun factor while still keeping the sensible reliability, efficient 

fuel usage and clever storage. Of all the bikes we rode on this test 

the NC was by far the best in all round comfort and most predictable 

handling and power. The fun factor comes in with an extra 3 odd kW 

of power and an extra 500rpms to get to the full power with an extra 

1Nm of torque. Doesn’t sound like much, but you can definitely feel a 

significant difference from the previous generation. We kept bouncing 

off the rev limiter because you are so well cocooned in the cockpit 

and the suspension and chassis work so well to smooth out the ride 

that you do not actually feel the extra speed and only a quick reference 

to the speedo lets you know that you are shifting along quite rapidly. 

The fuel tank under the seat gives it a nice low centre of gravity and 

place the weight right in the middle of the NC making its handling very 

neutral, coupled with the relaxed and natural riding posture makes for 

an incredibly confidence inspiring ride that you attack the corners with a 

lot more gusto and we all love the great quick access twenty three litres 

of storage space that basically negates the need for a back pack or a 

top box.

Garth says: 

This Honda NC750 is the most comfortable I have ridden to date, it has just got such 

an amazing feel about it, like some kind of space age floating bike which belies its 

speed and acceleration. The suspension is very cool, it flings in and out of corners very 

easily at any speed and is really great in traffic, the seating position is really awesome. 

I would categorise this as a soft road adventurer, I think it might be because of the way 

the motor develops its power, (and I really love the meaty growl from the motor), but it 

just feels the smoothest of all the bikes we rode today. I really like this bike a lot. 

Morag says: 

In the relatively short riding time I had on this bike, I found it to be a really smooth 

pleasant ride, a comfortable relaxing riding position, and it handled well with very little 

vibration through pegs/handlebars. It felt planted and not skittish or bouncing around, 

and the suspension ironed out the imperfections in our roads. It feels like it carries its 

weight lower down, with nice slow speed balance, (watch out GS Trophy Slow Race! ) It 

doesn’t seem to feel powerful for a 750, it doesn’t rev high, there is no need to muscle 

the bike around, and it does feel dependable with a sense of playfulness with the 

lower gears having shorter ratios and some torque. I think this can be a great sensible 

bike for chilled commuting and touring (except for needing to lift the seat and perhaps 

anything strapped to it in order to access the fuel cap), and great bike for someone 

new to riding. 

Shado says: 

The 2022 Honda NC750X presents itself with a very similar stance to the first and 

second iterations of the machine that has proven to be a perfect all-rounder for the 

novice to the expert rider. Some immediately noticeable differences I found apparent 

with the new NC were subtle, yet noticeable. 

The early 700cc models had a unique ergonomic setup, with the front of the seat 

being quite low in relation to most bikes that encourage an upright riding position. 

They did however have quite a downward slant and the rider ended up with their nether 

regions very flush with the ‘tank’, Honda has addressed and fixed this up on this bike. 

Off the bat, the employment of the ride-by-wire throttle is a nice upgrade. The throttle 

actuation is smooth and responsive, and for all the bikes tested on the day, the NC and 

the one English machine proved to have about the best throttle response. Having an 

electronic throttle also mitigates the failure to adjust the free-play on the cables. Out 

of the blocks, the NC has a slightly increased RPM limit and feels a little sprightlier 

than the earlier models. The compression increase and a slightly better mapped fuel 

injection would be the culprits here. The NC feels perkier and seems to develop better 

power in the top rpm range. That being said, there’s no lack or sacrifice of torque with 

the new setup. The brakes on the NC are just as good as they always have been on any 

of the outgoing models, and I found the ABS to be the least invasive and the service 

actuation and employment of the ABS was about the smoothest of all the machines 

there on the day. In my opinion, the Honda ABS system is one of the best employed on 

a motorcycle. 

The machine also has varying riding modes where power; engine braking and traction 

control can be manipulated by way of a ‘user mode’ map. The handling is improved 

with a new Showa setup, providing an improvement on an already stable chassis, and 

inspiring confidence on most, if not all types of road surfaces. I suspect that it is just 

as easy as the outgoing model to drag your knee around a racetrack too. Of all the 

machines there to be ridden on the day, the NC would probably rank third in speed. 

On the drag, it’s a little slower than the 650 V-Strom, but I suspect that it could have a 

few clicks more on the terminal speed. Being a NC we all know they are exceedingly 

economical and ridden correctly will see lots of mileage out of what seems to be a 

small fuel tank. Easy to ride; it does everything well, there’s no question about that. 

Honda has improved on an already great machine. 

Kyle says: 

This is one amazing bike, initially I was a bit concerned about the fun factor then I 

worked out that I could get the front wheel airborne with relative ease… and it tilts into 

a bend very easily as well. Price, the second lowest price tag of the day and well worth 

every penny. Practicality, you name it the NC has it especially the lovely storage where 

the fuel tank is expected to be located. The peppy motor handles everything really 

well… the whole overall set up just makes for a surprisingly great bike to ride. 

Glenn says: 

I understand exactly why this is one of Hondas best sellers. Its fast enough, 

ridiculously comfortable and that big storage box up front is the most sensible 

invention since duct tape. I also have to comment on the quality feel of everything 

from the fit and finish, bodywork right down to positive gear selections. Honda really 

has nailed it. And the current upgraded model is so much more fun than this bikes 

predecessors…

Suzuki DL 650 – from R151,195.00 

The old girl in today’s stable. The 650 V-Strom has had some small 

styling and tech changes over the years but essentially remains the 

same bike it was when it was launched all those years ago. It is a rock 

solid platform that is almost as indestructible as an anvil with very little 

in the way of complicated tech to hamper the DIY enthusiast keeping it 

in tip top condition at home. This is a jump on and ride bike, no sitting 

around trying to work out riding modes, traction control settings and 

blah, blah, blah… hop on, start, select a gear and ley out the clutch and 

off you go. The 49kW’s and 63Nm’s get the 194kg moving along with 

surprising alacrity and a very sexy snarl from the 645cc 90 degree 

V-twin mill. It is almost as, if not as comfortable as the NC and handles 

incredibly well with the added advantage of being able to tackle the dirt 

as a matter of course, if you’re looking for a budget friendly commuter 

and a sensibly priced adventure bike then you need look no further. 

Morag says: 

I found this a powerful, easy to ride, comfortable bike with a remarkably 

smooth and quiet engine. I needed to check the dash every so often to 

confirm what gear was engaged and what speed I was doing as it has 

low vibration so cruising at higher speeds is no problem and a linear 

smooth power delivery, (albeit geared a little low), with easy gear shifts 

making it a comfortable plush-ish ride. I did find it a little top heavy, but 

the seating and standing posture is comfortable, not intimidating in any 

way. 

Kyle says: 

Very different ride to any of the other bikes on the day, the only 

“adventure class” bike in the fleet with a lot less onboard tech which is 

indicated in the price. The throttle response is quite on or off and this 

will be due to cable vs fly by wire and the characteristics of the V-Twin. 

The seat is nice and soft and very comfortable with complimentary 

upright seating position with higher bars. is may not be designed as a 

sporty bike, it might be an older design, but it’s a lot faster than most of 

the other bikes on the day… True story! 

Glenn says: 

Many people overlook the V-Strom when it comes to buying bikes in this 

class and that’s a big mistake! It’s brilliant, fast, comfortable, fun on 

the road and really capable in the dirt. Go and ride one, you’ll see what 

I mean.

It might be small but it can rock... 

Triumph Trident 660 – from R155,000.00 

We believe the Triumph Trident 660 is adding a new and exciting 

dimension to the mid-range class. Its styling is thoroughly modern yet 

harkens back to a bygone era with its naked round headlight, clocks and 

front end, complimented by the curvaceous fuel tank and minimalistic 

tail end. The 60kW/64Nm triple cylinder easily revs way past ten 

thousand rpm with a very throaty and sporty snarl, (we would love to 

ride one with a loud pipe on it), quickly blurring the scenery around you 

while the stubby wheel base make her quite a bit of fun in the bends… 

This is quite a naughty little machine to ride to be sure. Its diminutive 

size makes it great fun in traffic, quickly and easily whipping down the 

white line at silly speeds. The anorexic 189kg’s, combined with the 

narrow seat only 805mm off the ground makes it a really great choice 

for the smaller rider, a bike that anybody would marvel at or be proud to 

own. Even though it looked like a sphincter decoration on our resident 

orangutang, he was still happy to spend more than a few hours in the 

saddle, as were most of our riders in fact. 

Garth says: 

I have spent many a happy day in the saddle of the Trident. I was loaned 

one by Triumph SA to join them on their first breakfast run for 2022 and 

took along a friend as a pillion. Fortunately neither of us are overly huge 

and were very comfy on the 660 Triumph, with the revvy motor really 

putting down enough power for us to keep up with the bigger bikes, but 

then again our combined weight is possibly equal to that of an average 

South African… rugby player. The Trident handles well, stop well, gets 

off the line very quickly when you twist the throttle properly, but for me it 

is the styling that I really enjoy. It is not cookie cutter, run of the mill and 

really stands out in a crowd attracting a lot of attention. The kind of bike 

I would be proud to call my own. 

Morag says: 

This was the first bike for me to ride on the day, and first impressions 

count! I love the aesthetics, streamlined, clean looking, “approachable”, 

compact, and not in any way intimidating with a low narrow seat and 

tank and narrow handlebars. Its nippy, zippy, its engine sounds great, 

ergonomics are comfortable, (although the gear lever is fixed from 

the front so I had to be re-position my foot a few times initially), its 

responsive, manoeuvrable, light yet feels stable, agile, with lots of grunt 

and a throttle that’s not overly sensitive or sluggish. As the first bike 

of the day, it’s possible that I was more aware of suspension, wind and 

vibrations, but I was always a bit surprised to see the actual speed was 

far lower than it felt. But this is also why I loved riding it, I felt engaged 

and active on the bike. I like the circular dash, modern yet old school, 

legible and easy to navigate. Just check when you ride it, as road mode 

is very different from rain mode. 

Shado says: 

For the price, it is a very well-rounded package that includes electronic 

rider aids, ABS and an easy to navigate control to switch between the 

modes and manipulate the instrumentation. Not rocket science and not 

a Fischer-Price toy either! Again, all limiting controls were switched off 

for my ride on the machine. The positive characteristics I enjoyed about 

the Trident are that it’s an easy bike to ride, comfortable in posture 

and a neutral seating position that doesn’t stress the arms, neck or 

posterior. 

It has a relatively low seat, allowing the shorter part of the populous 

more shoe print on the ground when you’re stationary. The controls 

are very positive; you KNOW you are changing gears, you KNOW you 

are actuating the throttle and you KNOW you’re pulling the brake lever. 

Handling is also very neutral, but like the 765 bigger stable mate, the 

chassis is short enough to allow you to turn in small spaces, shift 

weight around the machine and be a hooligan with ease. It doesn’t get 

out of sorts easily and is quite comfortable on a commute, or enjoying 

a good twisty road at any speed. You’re not going to see north of 

200km/h, but then again, I doubt you’ll see that on the NC, MT or the 

Z. You do however have an extra cylinder that screams unique like a 

‘footie’ supporter at old Anfield… 

The suspension is fit for purpose on a budget mid-sized machine

and doesn’t need work to enjoy the Trident. Remember that it’s a 

completely new designed engine and delivers useable power and 

the typical Triumph triple torque throughout the rev range. Allrounders 

are all-rounders, and to me, this little machine that can, 

falls into that exact category. The facets of the machine I did not 

enjoy are for one the throttle response was slower than I would have 

liked and not as precise as I’m used to with the ride by wire, but 

after a little while, it became easy enough to rev-match on the down 

gearing to use the engine braking instead of the actual brakes to 

reduce speed. 

Then the ABS system works well, however the feeling that the ABS 

actuation and feedback through the levers was very “chunky” to me, 

for want of a better word. I personally like a faster rate of actuation 

or modulation to less stress the traction and feedback through 

the bars. That being said, once you’re used to it, it isn’t anything to 

write to the manufacturer about. The gear shifting on the trident 

needs a good positive shift of the gear lever to be sure you’re in 

the next gear. A little ‘clunky’ but again, once you’re accustomed 

to how it wants to be used it‘s really no biggy. Over all, it’s a great 

package, unique and stylish with typical English attention to detail, 

incorporating the brand logo in places only an Englishman could 

think of. 

Kyle says: 

The Trident has me confused, I can’t seem to find a box to put it 

in. The engine is very sporty, high revving and quite exciting to ride 

quickly, yet it can also putter around at low speeds just as easily, 

although for my personal hooligan-ing I might like a bit more low 

down kick. This bike does like to rev. The styling is very modern yet 

retro at the same time, is it a Café racer? Is it a Street fighter? Is it 

a naked Sports bike? And the answer is YES to all of the above. The 

suspension is really good and gets even better the harder you ride it, 

yet still remains very comfortable while zooming around town. I am 

not a fan of the display, but that is just personal preferences. It has 

a comfortable riding position… very relaxed yet a sporty feel, like 

I mentioned… quite confusing to me. You are very exposed on the 

bike and with the firm suspension you can feel when you are doing 

anything over 140kmh. I do like this little mosquito. 

Glenn says: 

One hundred percent fun factor. One hundred percent cool factor. 

This is a hooligan machine and is just as happy on the back wheel 

as it is commuting sedately to work and back. It’s not superbike 

uncomfortable either… go and ride one. 

... and carve corners. 

Stefan says: 

(Yes, we do let him ride from time to time, but only after we are happy with 

the pics) 

A get on and go bike that anyone can ride. This bike is perfect for anyone, 

from beginners that have never been on a bike to someone that lives on a 

superbike at 250kph. It’s not as fast as a superbike bike but the 660cc 

inline-three still manages to give you that sporty thrill with a beautiful exhaust 

tone to match. That being said it’s also very easy to take it ‘easy’. 

Low revs aren’t intimidating at all and with most of the power in the higher 

revs, it makes this bike very confidence-inspiring for any new rider. 

This combined with the low seat height and lightweight makes for a great 

beginner bike that can still beg you to get your knee down. I’m not a fan of 

having a million riding modes but this bike gives you the only two you’ll need; 

road and rain, and both were used extensively for their intended purposes as 

we had about an hour’s ride through some heavy rain after an afternoon ride 

through beautiful country roads. 

And with the triumph name comes all the quality you need on a bike including 

perfectly sharp brakes, stability at high speeds, (although some sort of wind 

protection would be nice above 120 kph), and you can fit a fantastic quick 

shifter that we happened to test last time on the first Trident feature. 

All in all a stylish commuter that’ll put a big smile on your face but won’t get 

you into too much trouble.

Triumph Street Triple 765RS – from R180,000.00 

Now here is a bike that belies its very sensible price tag. The fastest 

of all the bikes on the day by a country mile… and then some, with the 

most aggressive motor, styling and riding style there were a number of 

fisty cuffs on the day to swing a leg over the saddle, it was definitely 

the most popular bike on the day. Developing 121 Hp, (about 90kW), 

and making just under 79Nm’s of torque and tipping the scales at only 

166kg’s it wasn’t even in the same class as the other bikes. Lighter, 

more powerful and significantly faster it could easily box way above its 

class and at 765cc’s it wasn’t even the biggest engine capacity on the 

day, that accolade goes to the BMW at 853cc, but electronically reigned 

in to 750cc’s. The suspension on the 765 is pure thorough bred sports 

bike as is the chassis, the quick shifter, the brakes, the electronics 

package and… and… and… yet all wrapped in an uber cool tough street 

fighter persona. The riding position is surprisingly comfortable for such 

an aggressive looking machine making it undoubtedly everybody’s 

favourite bike for the day, and only starting from as little as R180k had 

us all looking very seriously at our bank balances and credit worthiness. 

This should be at the top of your shopping list if you are looking to get 

on to the track within a budget. 

Garth says: 

This bike is by far the most exciting ‘seven hundred’ I have ridden so far. 

It is like a mash up of a superbike and a muscle/hot rod bike. The riding 

position is a little bit aggressive and I had to use my knees and core 

to keep myself supported, but it was really a lot of fun and absolutely 

fantastic to ride. It has unbelievable ‘snap’ or the mark and such a 

glorious throaty howl when you give it beans. The handling is sublime, I 

really do wish we had found more twisty roads on the day so that I could 

have really gotten my knee down properly, I would love to take this bike 

to a track. The suspension is firm and I did find it to be a bit twitchy for 

my weight, (72kg’s), on the rougher road surfaces, but with a bit of set 

up this would be easily rectified. Comfort wise the seat is quite hard 

and does become harder the longer you spend on it, but my wrists, back 

and shoulder didn’t take any strain at all. Switching between the modes 

I soon found the “Sport” mode and was blown away by the difference 

it made to the power of the RS. Ah! I almost forgot to mention, it is 

a super sexy bike that turned a lot of heads and I feel it really suited 

my smaller frame perfectly, this bike has now made it to the top of my 

bucket list of bikes. 

The worlds biggest single Biplane - Antonov An2 

Morag says: 

I absolutely loved riding this bike I felt I immediately “bonded” with it 

and I felt agile, stable, nimble and fast. It has lots of power, especially in 

the mid-range, but extremely responsive at all revs, with a really smooth 

flow, although I found it a slightly firm suspension, (but remember 

I’m comparing to larger adventure bikes). I found the ergonomics 

immediately comfortable, it’s kind of a “jump on and go bike” as my 

posture felt natural with a comfy seat and I just had fun. It handles 

well, I rode it in street mode and it really is responsive in all scenarios 

I encountered with loads of extra spurt for overtaking and staying far 

ahead. I generally love wind and most of the time I ride with my visor 

open so I have no issues with it being a naked roadster and I wasn’t 

aware of being buffeted by wind. It has an easy to use dashboard, the 

levers are adjustable for shorter fingers, and “straight” handlebars. I 

think this would be great fun for daily commuting, I would definitely 

arrive at work with a huge smile…, but every day it would be really, really, 

really easy to take the long way round . 

Shado says: 

The triumph 765 Street Triple, hereafter referred to as the ST, is more 

than just a head turner. The matt black paint and the ever-so-sharp 

day-glow yellow stripes are present on the ST which is the only machine 

colour scheme that compliments my “lumo” Bell Moto helmet. The 

subtleties of the silver and aluminium goodies break the predominantly 

black colour scheme, in all the right places. It’s very easy on the eye, in 

other words. The attention to detail and build quality on the trumpet is 

something else. Noting that it is kitted out with the likes of the Brembo 

callipers and masters, fully adjustable Showa race forks and rear shock 

- courtesy of Ohlins, and of course it’s the TTX.

Now, mounting this beast for me was a well-waited reward. Climbing 

off the 660 Trident and getting onto the ST, was like getting out of your 

old varsity mini 1275 and jumping into the Cooper S; literally WORLDS 

apart. The comparison I immediately made arose from recollections 

of the day test we did to ET with the Z900 and pitting it against the 

Z1000. Same idea, but the bigger box has the better parts, the better 

ride and the better thrill factor, hands down. The 125Hp triple will sling 

the 165kg thrill machine from zero to more than 200 ‘happies’ in a 

matter of seconds. The power delivery is smooth, quite linear and very 

manageable. Even for a new rider. Of course Triumph have employed the 

use of a great electronics package allowing you to adjust traction, abs, 

power and all the good things we’d expect from a company that supplies 

a rendition of the same motor to the Moto2 class of racing. It’s great, 

not a screamer, but in a right, probably the best medium-sized triple 

motor out there. My personal ride experience immediately let me think 

of the CB1000R, but lighter and a little angrier, because of the rev limit 

being a little lofty. Lighter, forgiving and confidence inspiring, it tends to 

lure you to keep the taps open a little longer, and keep the speed a little 

more ‘up there’. The short wheelbase makes it easy to zip through the 

traffic and manoeuvre around in the parking lots and streets of suburbia! 

Fun, real fun… Truthfully, there wasn’t a machine that was there on the 

day that could be compared to this little firecracker. It’s in a league of 

its own and has shown promising results in the recent Daytona racing 

and is purported to be entering the WSSP. Albeit with a fairing, it’s 

essentially the same machine. I could have enjoyed a few laps around 

a track and dragging the knee on this machine because it’s so easy 

to ride! I give it full marks for everything, ergonomics, performance, 

features and price. 180k well spent, in my book. 

Kyle says: 

Yeah, I lost that fight over and over again and didn’t get to ride it on this 

ride. (Editor: BooHoo Chop, last time we took it out you wouldn’t let 

anybody else ride it then so chop, chop… give us all the benefit of your 

wise words). 

Okay, Okay… Fair enough. 

What was the price… around R200k I Think? (Editor: From R180k chop). 

Hoooooooooooligan, I just love this bike and had a really good sulk 

when I didn’t get to ride it this time. From robot to robot, you can keep 

your M3 or M5 this bike is ‘firkin’ fast and I have so much more fun on 

the back wheel. Through the likes of Sandton she might be the most fun 

you will have between home and work. If you can’t wheelie pull the front 

brakes and you will endo for a good couple of meters. 

Glenn says: 

Love it. Comfortable naked superbike. Easy to understand why owners 

love them so much. Ridiculously fast off the line. Go ride one… bank 

manager how’s that overdraft looking? 

BMW F750GS Sport – from R206,600.00 

Read this in a whisper, because we are saying it very quietly 

so BMW doesn’t hear us. We have always believed and 

said, ever since the launch down in the Cape in November 

2018… the 750 is a better bike than the 850. We know it is 

not what everybody wants to hear, but that’s what our lot 

think. The 850 isn’t a bad bike, it is just that the 750 is… 

well, better. Yes it has the same 853cc engine that has 

been electronically restricted to “750cc” only giving 57kW 

or 77Hp, but the torque is what makes all the difference at 

83Nm, but that package just works better with the 750’s 

suspension, chassis and electronics package on the road, 

(even with the quite portly 224kg’s) where, let’s be honest 

these bikes spend 90% of their time anyway. The 750 

Sport is very quick, handles like a dream, is comfortable 

to ride and has a very nice quick shifter, comes with 

cruise control… in fact has most of the desired bells and 

whistles. This was the other bike that caused quite a bit 

of rough housing to get the key fob first, particularly when 

the road opened up in to long winding freeways and the 

need for a speedo cruise was top of the list. We actually 

can’t understand why there are not so many more of these 

F750GS’s on our highways and byways.

Garth says: 

Well, I can see why they call it a “Sport”, it is a lot more sprightly than 

the 750GS I rode, I found that it had a lot more energy from the word go. 

I really enjoy the styling and love the colour scheme on this one. Getting 

a leg over and starting it up it is familiar BMW GS with all the gadgetry 

that I really love, I really love the motor, it has plenty of power on tap and 

has a cool thumper vibe about it while still remaining very smooth. I did 

find it to be a little bit top heavy, but that might be due to my short legs… 

LOL! The suspension is really great, I went over some quite serious and 

scary humps and bumps in the bad road surfaces in and around Pretoria 

at speed and thought I was going to see my mealie, but the suspension 

just soaked them up without any effort whatsoever, it is like riding an 

off-road bike with all the road creature comforts and sportiness and 

really like those creature comforts, the cruise control and quick shifter 

and TFT screen are amazing. I would love to take this bike on a long 

journey, maybe with the addition of a small windshield, but otherwise 

it is supremely comfortable even for a pillion I reckon. The rear seat is 

quite thick and wide and with a top box would be great for a pillion. 

Morag says: 

I immediately felt grounded on this bike, stable, balanced, and so easy 

to manoeuvre. The ergonomics are comfortable for me, easy “up-right” 

riding posture, although I did find my butt got sore after a while on this 

seat. I was not aware of the seat height nor size of bike as it really is 

a smooth ride and eats up any imperfections in the road, immediately 

responding to my body movements and again I was not aware of any 

buffeting by wind. Kyle and I got caught in heavy rain storm for 90 

minutes most of this in peak rush hour traffic and I felt relaxed and 

confident enough to weave in and out of the crazy rain traffic with this 

responsive bike. 

Kyle says: 

I really enjoy the very sensitive throttle response and the electronics 

package on the F750GS Sport. The suspension is amazing, soft 

plush and still very sporty when you open it up. And I love the very 

comfortable all round sitting position and roomy cockpit, I think a little 

screen might have made it just that bit more comfortable on the open 

road, but then again I have a gammy elbow and shoulder .That parallel 

twin gives off a lovely sound from the pipe and engine induction noise 

makes it sound nice and sporty. 

Looks great. I did find the quick shifter is smoother at a higher rev range 

but not bad at all in traffic. The 750 GS Sport is a great bike for day to 

day riding. 

Pure joy. 

S1 

R 

15 

4, 

R3 

R 

R 

S1 

10 

3 R 

4 

R2 

Ve 

R9 

13 

2 R2 

R1 

B

Glenn says: 

I only got a short ride on this one, but what 

a cool bike! Nippy, powerful, comfortable 

and quick-shifter, rider modes etc all 

standard. Seems like a winner… we need to 

borrow it again sometime! 

Stefan says: 

As with most BMWs, especially the GS 

series, this little 750 Sport adventure 

bike is very comfortable and easy to ride. 

Classic adventure bike riding position 

with mid pegs and raised bars. All the 

creature comforts that you can get on the 

1250 are available on this model as well 

and you get the same intuitive interface 

and computer controls. The engine is so 

powerful it feels like a much bigger bike. 

Torque for days and it can take you well 

over the speed limit. I managed a 196 kph 

top speed with a pillion. You can tell it is 

the more road-focused version of the bike, 

as the seat is low enough for me to put my 

feet flat on the floor and the suspension is 

not quite soft enough to cruise over rocks 

comfortable. It has a quick shifter that 

works very well but does feel a bit spongy 

when shifting down. You also get some 

grab rails for your pillion, which is a must 

with the power that this bike delivers, and 

a nice big and comfortable rear seat that is 

pillion approved. Out of all the bikes in this 

lot, I think this makes the most sense as a 

versatile daily commuter that you can take 

touring, canyon carving and even adventure 

riding. 

In final summary… 

There is really great value for money to 

be had in this class of bikes and a bike 

to suit every budget. The best priced 

bikes sacrifice a couple of gadgets and 

luxuries and possibly a bit of performance. 

The best spec’d bikes on the other hand 

sacrifice frugal pricing and fuel efficiency. 

But none of them sacrifice on quality, back 

up service or bang for your buck. You need 

to decide what you want from a motorcycle 

and what you are prepared to or can pay 

for it. Apart from the BMW and the Triumph 

765 the other bikes are all fairly evenly 

matched on gadget, spec, pricing and fuel 

economy. 

Every one of these bikes are available to 

demo ride at the relevant franchised dealer, 

so take a day off work and book a bunch 

of test rides and then decide for yourself. 

As mentioned we got the bikes from the 

following suppliers: 

Kawasaki 650 Ninja 

KMSA - 011 566 0333 

Honda NC 750 

Honda Wing Centurion – 012 663 6747 

Suzuki DL 650 V-Strom 

Suzuki SA – 011 574 1900 

Triumph Trident & Street Triple 

Triumph JHB – 011 444 4444 

BMW F750 GS Sport 

BMW Motorrad Fourways – 011 367 1600 

S1000 R18, First RR 2021 

Edition 2020 

15 4,000km E X Demo 

R319 R280 000 

000 

S1000 RR, XR 2021 

2010 

45,000km 3 900km 

R119 R299 000 

R1250 RT RS, 2021 

1 2 400km 

300km Top Box 

R275 R199 000 

R 1250 RS, 2019 

S1000 100km 

RR 2020 

3 R215 

400km 

000 

R299 000 

R1250RT, 2019 

R9T 18 000km 

2018 

13 R230 

000km 000 

- To many extras to mention 

R169 000 

C400 X 2020 

S1000 1,300km 

XR 2020 

6 R109 

000km 000 

FULL AKRAPOVIC PIPE 

R285 000 

Vespa 300 GTS, 2018 

R9T 13,500km RACER 2018 

2 R99 200km 000 To many extras to mention 

R160 000 

Vespa 250 GTS, 2011 

Triumph 13, 000kmSpeed Triple RS 2021 

8000km 

R89 000 

R199 R105 000 

BMW Motorrad Fourways 

R1250 GS Adventure 2013 

R1250 GS-A 2021 

34,000km 

12 200km 

R245 000 

R299 000 

Cnr Witkoppen and Cedar Road. 

Fourways, Gauteng. 

Tel: (011) 367-1600 

Email: rodney.serfontein@cedarisle.co.za

Brave Brad, 

Daring Darryn and 

Malfunctioning Marc 

by Donovan Fourie 

Hoorah! After four gruelling months of nothing but summer and 

Christmas and family time, MotoGP has returned to our screens. 

Donovan Fourie picks up on some of the main talking points so far. 

Beautiful Brad Binder 

It seems that Brad Binder, thrilled to claim the silverware at Qatar, a 

track KTM sucks at, explained how the revised and further developed 

RC16 was able to run corner speed and seemed utterly thrilled at this 

discovery. 

Of course he is. It means he no longer has to taunt the front tyre to 

make the bike turn. A bike that cannot carry corner speed usually 

struggles to keep the front from pushing away and driving the bike 

wide. So the rider has to coax the front tyre to make it grip. They do 

this by running into corners with the front brakes still very much on 

the anchors. With all the weight over it, the front tyre is planted into 

the tar and cannot escape its everlasting grip. Nearing a standstill, 

the bike is dipped quickly into a hard lean, getting the front wheel 

pointed in the right direction, then the bike can be stood up and go 

full throttle. 

The downside is that the rider has to brake deep into the corner with 

the front tyre on the ragged edge. Get something half a centimetre 

off, and said rider will be face-planting the track. It also isn’t always 

the latest way around. In tighter, stop-go circuits, it can work. On the 

more sweeping tracks like Qatar or even Mandalika, it is a problem. 

And yet, the South African managed his best ever qualifying in 

Indonesia, 

suggesting that whatever changes KTM or Brad has made is working. 

We shall have to await the rest of the year to see if they can keep it 

up. 

More good news is that Brad seemed fast in the rain. We may 

remember last year at places like Le Mans, where the entire climate 

seems to await MotoGP’s arrival before unleashing a heaven-load of 

rain upon the French tarmac, and Brad was not fast. He didn’t really 

seem happy in the rain since he moved to MotoGP. It makes sense 

because Highveld citizens will get rain practice mostly if they ride 

at night. Europeans get a chance every hour. For Indonesia, poor 

viewers had to wake up as early as 9am on a Sunday only to find that 

the race was annoyingly delayed by two hours of valuable sleep due 

to minor flooding caused by Noah-like downpours. It didn’t improve 

anyone’s mood to see Brad drop almost immediately from fourth on 

the grid to 12th when the soaking race at last began. This was mildly 

improved when he eventually fought back to finish eighth. 

What made this ride genuinely incredible is that he did it all with 

his rear ride height device, a system MotoGP bikes have fitted to 

squat the motorcycle down the straights to lessen wheelies, improve 

aerodynamics, and straight-line speed, got stuck down. He rode 

the whole race on a KTM chopper. To finish eighth under those 

conditions is remarkable. What would have happened if that device 

didn’t malfunction? What would have happened if it didn’t rain for 

Brad’s best starting position? Seventh off the line at Qatar earned him 

second place, 0.3sec from victory. Imagine what he could’ve done 

from fourth.

Pic by: Rob Gray (Polarity Photo)

Binder Little Silences People 

Darryn Binder got a litany of flack when it was announced last year 

that he would move directly from Moto3 to MotoGP. Journalists 

and the more whinging riders complained that not only did he not 

deserve it, (insert whichever rider is the same nationality as the 

journalist in his place here), but him in MotoGP would be dangerous. 

He had garnered a reputation in Moto3 as being somewhat reckless, 

having made various dive-bomb manoeuvres on various other Moto3 

riders, much to the dismay of the more liberal press members, 

especially those that have never turned a lap in anger around a 

circuit. Obviously, their logic goes, if he’s this dangerous in Moto3, 

how much more dangerous would he be in MotoGP? 

The answer, so far, is much less so. What we in South Africa know 

that is largely overlooked by the world media is just how much of an 

uphill struggle Darryn had in Moto3. Compared to the little daisies 

typically piloting the little GP bikes, Darryn is practically Andre The 

Giant. The poor little 250 struggled to accelerate hard with his load 

weighing down on it. 

This meant that he struggled to get close enough down the straights, 

even with the help of a slipstream, to make a regular pass. With this, 

he had two choices – admit defeat or go in elbows out. Like every 

professional racer faced with these choices, he went for the latter, 

hence the reputation. Even then, his time on the torquier Honda 

showed very few incidences. By the time the famous Foggia incident 

happened at Portimao, it had been two years since any significant 

incident. However, taking out the championship rival has a way of 

lengthening people’s memories. Conveniently. 

On a MotoGP bike, his weight is no longer such a disadvantage. 

In fact, on the bigger machines that require more muscling from 

their riders, he’s about average. Therefore the need for desperate 

overtaking isn’t there anymore. And he is somewhat leaps and 

bounds ahead of where the “experts” predicted him to finish, 

especially in the rain in Indonesia. Few of these sceptical journalists 

acknowledged their errors publicly, but they and everyone else knew 

about it. Hopefully, the Darryn Binder baiting will slowly abate.

Pic by: RNF Racing

Marquez’s Double Vision 

Perhaps there will be more news about this by the time this magazine 

hits the shelves, but at this moment, Marc Marquez is out for the 

foreseeable future due to a relapse of Dipoplia, the double vision 

problem he had first in 2011 after crashing a Moto2 machine, and 

again last year when he crashed his enduro bike. Diplopia is caused 

when one of the nerves holding the eyeball straight gets damaged, 

making it go a tad skeef. Naturally, it is a condition that excludes him 

from driving a car on normal public roads and makes racing a 300hp 

race bike impossible. Last time, it took the eight-time world champion 

nearly four months to recover. That would put Marquez out of action 

until the mid-year break in July, 10 races from now. Sources suggest 

that the condition is less severe than last time, so hopefully, he can be 

back sooner, but this is still a blow for him and Honda. 

Time spent away from the track, and the bike means that not only 

will his ninth championship slip further out of his reach as he misses 

250 potential points, but his opposition will be working on setup, 

development and riding styles the entire time, moving forward while 

the Spaniard stays stationary. And this is with the new 2022 Honda 

that needs a lot of development work. 

Then there is how much these recent injuries he’s sustained over the 

past two years have affected his mental psyche. Will he still be willing 

to push hard? Will it make him hesitant? The answer lies in how much 

he still wants to win. A person that is still desperate will overcome 

anything. The problem is that injuries can overcome the desire to win. 

That’s precisely what happened to Jorge Lorenzo in his last year in 

MotoGP. A series of injuries over a year culminated in a broken back 

at Assen, and from then, the four-time champion was never the same. 

He admitted that thoughts about his back, and therefore his mortality, 

clouded his winning hunger. He announced his retirement a couple of 

months later. Will this be happening to Marquez? Maybe, but I’m going 

to bet he will carry on as usual. 

The reason is because of how hard he was pushing at Mandalika. The 

rear tyre Michelin brought to Indonesia to counter the massive heat 

the tyres were building during the tests did not agree with the Honda. 

Both he and teammate Pol Espargaro were slipping and sliding all 

weekend. By the end of morning Warm-Up, Marquez had crashed four 

times that weekend, the last being the famous high-side that made 

news all over the world and caused the return of the Diplopia. 

Of course, the next question is, why was he pushing so hard when 

things were clearly not working? Especially in Warm-Up, a slot where 

the times count towards nothing? We asked the same question after 

Jerez 2020 when he broke his humorous bone – why push so hard at 

the beginning of the season? Many fans owe much of their fandom to 

Marquez pushing hard constantly, but this tactic does come at a cost, 

and Marquez has seen his fair share of hospital rooms since then. 

This means that he was still willing to push even after two years of 

struggle. The problem is that it has caused him another hospital visit. 

Maybe Marquez needs to learn to simply take the points.

Pic by: Honda Racing Corporation

Big Eazys Custom Ducati 

984 SS Café Racer 

A lot of people might go “WTF!!!” or “Why?!?!” 

but at the end of the day it is the customer 

that decides what and how they want their 

bike to look. The guys at Big Eazys Custom 

Bikes out on the West Rand were approached 

by owner and celebrity chef Alex Torrao to 

customise a once off 1996 Ducati 984 SS full 

spec race bike to his taste and spec… 

From what we are told, the bike is a bit of a 

barn find. Lurking in a dark and dusty corner 

of a family members garage without being 

touched or started for more than a decade and 

a half. 

We looked up the history and it was imported 

as a once-off full spec race bike from Europe. 

A little bit of negotiating over a family lunch 

and a couple of glasses of vino and a deal was 

struck, with the bike arriving at Big Eazys a few 

days later with a wish list and a bag of cash. 

Firstly, for Johann Claassen the bike had 

to start otherwise the costs would have 

escalated prohibitively making the build 

inviable financially. So, carbs, fuelling system, 

tank and air filters were all meticulously 

cleaned and refitted. 

New oil, oil filter and spark plugs and then a 

battery were done as well. Initially it coughed 

a bit but wouldn’t take, some dry electrical 

connections were cleaned and… “Hey Presto” 

the old girl exploded into life and rode her first 

few kilometres around the block in years. Time 

for the serious work to begin. 

The original fairings, body kit, seat, headlights, 

indicators, tail light, clocks and the original 

parts that weren’t going to be used were 

carefully wrapped up and packaged for the 

client in case he ever wants to return the bike 

back to original. Then it was time to clean up 

and refresh the electronics and wiring harness 

and marry the new generation speedo and 

other electrical bits and get them to work 

harmoniously together… quite a challenge, so 

experts in that field were called in to get that 

all done. 

The exhausts were considered for 

replacement, but after a proper clean-up and 

decarbon, it was decided to keep them. They 

sound fantastic and suit the final look of the 

Café Racer, a nice little cost saving that could 

be used elsewhere in the build. The forks and 

rear shocks were cleaned and refreshed as 

were the brake callipers, hosing, reservoirs and 

fluid. All of which takes time, a lot of time and 

a whack of cash before the actual customising 

even began, so if you’re looking at doing a 

build you need to factor all that into your 

financial as well as time budget, especially the 

time budget. The actual customising work for 

a professional customising shop like Big Eazys 

is fairly routine and can happen quite quickly, 

unless the goal posts get changed. 

Then it was time to get to the new styling cues. 

The sub frame was modified, made shorter 

and raised by around 130mm’s to suit the 

clients riding style and comfort preferences. 

The modification to the subframe allowed for a 

cool little storage facility under the seat and a 

neat tail light and indicators built into the hoop 

of the sub frame, cleaning up the back of the 

old Duc nicely and exposing the back wheel. 

Once all the engineering work was done the 

bike was stripped down and the frame and 

wheels were painted black. 

The standard handle bars were also suitable to 

the clients comfort and preferred style so they 

stayed. The ignition was moved down to the 

right hand side of the bike.

Some more styling cues were done in the form 

of blacked out belt covers and a smattering of 

carbon fibre bits. 

A custom modern headlight was married to the 

top triple clamp and wiring harness with bar 

end front indicators attached. Retro cool review 

mirrors were fitted. 

A Bitubo steering damper keeps things steady. 

In keeping with the Italian theme of the bike, 

a custom seat was manufactured from the 

leather of an old discarded Italian sofa. Some 

chunky Pirelli Rally STR’s were fitted and the 

original pale gold detailing was included in the 

new dark green paint on the tank. 

Then it was time to put it all back together, just 

4 short months, (including Christmas holidays), 

after the Ducati arrived at Big Eazys. 

The aluminium on the engine and swing arm 

was given a thorough cleaning so everything 

looked brand new again. Once it was all back 

together and looking absolutely gorgeous the 

trick came in in trying to get the notoriously 

temperamental old Italian bike to run properly. 

Essentially, an old race bike from back in the 

day - they love to be revved and ridden hard. 

It’s maybe not an ideal candidate for bumbling 

around town at low speeds but better suited 

to wide open winding roads or the local track… 

definitely a bike for the more experienced 

rider. The throttle is either on or off with no in 

between. 

The Big Eazy team Johann, Marlize and Deon

Demos’ with 

C 

Z 

R 

P 

E 

j 

in 

Your choice is crawling along at idle or hanging 

on the handle bars listening to that beautiful 

ninety over V-Twin snort and growl… definitely 

not a posers bike at the local News Café. 

Eventually, with the prolific use of very many 

four lettered words, the team at Big Eazys got 

her to run as sweetly as a very modified bike 

can run. 

We managed to scragg a quick ride up and down 

the road and the old Ducati is a treat to ride, but 

you have to know and understand how to ride an 

old race bike. This brought back great memories 

from some of the used Ducs that we rode in the 

mid 90’s…. 

Despite the more dirt road focused tyres, she is 

still very good on the tar and tilts into a corner 

with a lot of confidence. The suspension is still 

surprisingly reactive and gives great feedback 

to the rider on what happening at tarmac level 

and the brakes work well… possibly too well with 

the amount of weight that has been removed 

from the original. For the taller rider the 130mm 

higher seat position is very welcome, making the 

final product an exceptionally comfortable ride. 

23L STO 

All in all, we love the look, the quality of the build 

and if you are ever in the market to commission 

a custom build Big Eazys Custom Bikes are a 

great point of call. 

Give them a call on 0833396966 or pop in at Cnr 

Hendrik Potgieter & Zandvliet Rd, Wilgespruit in 

Roodepoort. 

Even if you aren’t looking for a bike right now, 

we can guarantee that you will spend money in 

that shop… 

It’s everyones dream man cave.

os’ with up to R 30000 trade assist 

WHAT 

FUEL INCREASE? 

2022 AFRICA TWIN 

CRF1100 

Save R30 000 

on“LIKE NEW” DEMOs 

MOTUS HONDA 

23L STORAGE SPACE 

NC750 X from R128 500 

The NC750X engine sips fuel 28.3km/l 

(WMTC mode) providing a near 

400km range from the 14.1-litre 

underseat fuel tank 

TRX420FA6 INSTOCK 

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 

CNR HENDRIK POTGIETER RD & 

ZANDVLIET RD WILGESPRUIT 

ROODEPOORT 

Phone: 083 339 6966 

Email: 

johann@bigeazyscustoms.com 

info@bigeazyscustoms.com 

custom bike build 

commissions 

pre owned 

customs & cruisers 

accessories - workshop 

man cave collectables 

fragrances - jewellery 

custom knives - clothing

THE 

BIG 

BORES 

It’s not every day that you get to spend an 

afternoon in the saddle of some of the worlds 

greatest super tourers. And that’s exactly what 

we did just the other day… 

Suzuki called us – guys, we know you’ve ridden 

the ‘Busa – but how would you like to keep it 

for a week? Well let’s think about that for a bit… 

ummmm, Heck yeah! 

So we did just that – and used it for some 

mighty fast magazine deliveries, as a 

commuter and… well, we never once broke the 

speed limit. Promise. 

But the weekend was looming! And we’ve got 

friends with Busa’s who have been BEGGING to 

try the new one out – Ex Superbike magazine 

lady Tracy van der Linde and her husband Craig 

are ‘Busaholics. Both ride the Gen 2 models. 

Our mate Duncan has a 2018, upgrade spec 

model Kawasaki ZX14. He could not make it – 

but he loaned his bike to his mate Clive – also 

a very experienced rider (And obviously a VERY 

good friend), to come and join in on the fun. 

We figured that it would be cool to invite them 

all along, chop and change bikes and spend 

Sunday in a blur.

We don’t need to tell you how much fun that was, and the 

smiles all round proved that there’s no replacement for 

displacement. 

Now you’ll all have read the editors thoughts on the latest 

‘Busa, he got to ride it for 700 odd kilometres on the launch 

story from Natal, through the wild coast to east London. 

This is also the first time that Kyle and Sean got to experience 

the new model and they will share their thoughts. 

On the day of this ride, we all met on the freeway and 

meandered off in the general direction of Bronkhorstspruit. The 

roads are great, not badly potholed – and there are not usually 

too many of the local constabulary around, so you can stretch 

throttles just a little bit. 

We blitzed past the famous Que Sera venue which was 

HEAVING. It was great to see so many bikes out and about in 

the sunshine. And, the cops were waiting… 

The lekker thing about SA – generally people do flash you to let 

you know… so brakes were applied and we all waved cheerily as 

we trundled through the road blocks. All the while we swapped 

out bikes and had a good ol chinwag about what we thought of 

each machine as we went along. 

Somehow we ended up at the Legends Off-road track, which 

gave the perfect opportunity for some great pics, refreshments 

– and more chinwagging about some really fast bikes. 

From there we went to look for a few sweeping bends, which 

we also found – and then it was a very sedate (NOT), ride back 

to the start, where we all said our goodbyes and promised to 

put pen to paper with our thoughts… 

Glenn says: The new gen Busa is truly a magnificent beasty in 

every sense of the word and you really can feel what Suzuki 

has forged a scalpel that is better, smoother and sharper than 

its predecessor in every way. I won’t bore you with my opinion 

– you can look up my opinion on the motomedia website in the 

October 2021 issue. 

But… The other bikes, although older were also magnificent to 

ride. 

Before the supercharged H2 came alone, the ZX-14R was 

Kawasaki’s flagship sport bike 

The ZX delivers huge gobs of fantastic, controlled rage – and 

is the most comfortable of the batch for long hours in the 

saddle. It feels bigger and more substantial than the Busa’s and 

It might not boast the latest and greatest TFT displays, rider 

modes, quickshifter and all that, but with its Ohlins suspension 

and Brembo brakes, combined with a famously smooth 

Kawasaki big bore four cylinder mill, it is quite simply Brilliant. 

The ZX-14R is fitted with three-stage KTRC traction control – 

all managed through the easily read dashboard. Amazingly, it 

can all be turned off completely. We reckon that’s a bad idea. 

There is also two-stage Power Mode selection, so you can opt 

for less power if it’s raining, or if you decide you don’t want all 

those speeding fines. 

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It is absolutely too much. It’s much too big, powerful, and good 

for the monotony of daily traffic. And that’s what’s so great 

about it. Most will rarely approach the 11,000 rpm redline or 

access the 207 ram-air-fed horsepower. Only the brave will 

experience the 335 km/h maximum speed, let alone the full 

force of a 2.9 second 0-100 km/h run. 

Around freeway corners and offramps, the ZX-14R is a lot 

more fun than any 269 kg motorcycle should rightfully be. It is 

composed, and far more agile than looks. The suspension has 

really been well sorted, and the big Brembo ABS brakes stop 

the rolling mass with all the control you need.Kawasaki really 

did a great job building on this model from the ZX 1200, giving 

it a forgiving platform with enough electronic aids to render the 

power and torque manageable. 

If you have never ridden a big bore – this is one that you need 

to ride.

Triumph Tiger 660 ad - PRINT.pdf 1 2022/03/23 09:00 

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The two other Gen 2 Busa’s that came along are equally fun. 

Hayabusas officially went out of production in 2018 as Suzuki struggled 

to keep up with ever-tightening emissions regulations in Europe. Suzuki 

quotes 194.bhp and 115ftlb of torque. The motorcycle isn’t restricted in 

the lower gears its full power all the way to the 300KPH speed limiter. 

Fully adjustable suspension front and rear comes as standard and 

like every new big Suzuki motorcycle there’s a three-way power switch 

limiting power. It’s not just a gimmick you really notice the difference 

between the power modes, making the Hayabusa less of an animal. 

Both of these bikes have performance pipes, and the orange one has 

an aftermarket quickshifter fitted. Twist the throttle on this iconic 

motorcycle and it reacts with awesome acceleration and crisp throttle 

response in every gear with an unbelievable top-end charge.They buzz 

and vibrate and snort and that quickshifter makes the exhaust pop 

and grunt – it’s simply fantastic the way the bikes talk to you! Like a 

heavyweight boxer—muscular yet surprisingly agile. 

You absolutely expect them all to be fast, but it’s the way they 

accelerate that makes you grin – and glancing down, well suffice it to 

say, jail time is just a twist of the throttle away. 

We need to say that the new bikes tailpiece is a marked improvement on 

the previous gen bikes. 

So – if you can find decent condition used versions of any of these 

bikes – you’ll never be sorry. 

Having Trace and Craig along was excellent because they could 

instantly pic up on the advantages and upgrades on the latest Busa. 

Having Clive along was also cool – he’s always been a Fireblade man, 

but he’s spent lots of time on the ZX, so swapping out to the New gen 

Busa gives a really cool perspective. 

Tracy says: 

I clearly remember the day Suzuki’s “new” big bore was launched on 

the internet. I sat and watched it live, across various platforms and 

the realization hit – the old dog was back, with vengeance and with a 

bit more of a bite! I’ve been wanting to ride it, with a sore heart since I 

heard it was hitting the South African shores so when the call came in 

from Glenn asking if I wanted to swing my leg over its saddle, I was like 

the proverbial kid in a candy store. 

Sunday dawned with perfect riding weather and we headed out to the 

R21 Engen to meet up with the rest of the clan to partake in some 

sedate big bore riding. 

Standing in front of the black and burnt orange clad legend, I was 

taken back to that oh so romantic line from Notting Hill “I’m just a girl, 

standing in front of a boy - erm Busa asking him to love her” and it hit 

me, I was finally going to get to ride this. 

Off the bat, the minute I turned the key on the new Busa, I got a definite 

sense of refinement if I can call it that (no wonder Suzuki calls it 

S.I.R.S). I missed the growl I get from my Two Brothers pipe and if I was 

to buy the new one, that would be the first mod that I would do. 

Off the Big Bore crew went, heading out towards Legends past Que 

Sera. The new Busa is most definitely smooth and sedate, until you 

twist that throttle. Talking of that, the second mod I would incorporate 

would be a high-rise screen. Once I ducked my head down behind the 

standard screen, I got a waterfall-like whooshing sound in my Arai which 

cemented the idea that I would most definitely add a high-rise screen. 

After numerous photo op stops, we made our to way to a road that had 

some downhill, off camber corners and the Gen 3 sort of felt like it 

was on rails. It stuck to the black top and not once did I feel that it was 

skittish or stepped out. The renowned chassis and KYB inverted forks 

soaked up the irregularities that have become part and parcel of South 

African roads.

And just that like that, the fun was over (well almost) and it was time to 

head back to the real world, you know the one with jobs, responsibilities 

and kids and stuff. We used the N1 highway onto the R21 home and I held 

back from a pack a bit so I could play with the modes available and get 

a real good look at the somewhat familiar but very Starship Enterprise 

looking dash. 

The advanced electronic control systems builds confidence and makes 

the Gen 3 quite predictable, which in my humble opinion is not necessarily 

a bad thing. I know getting off a bike a going “Phew, I’m glad I got 

through that one” gets the heart pumping, the adrenalin going with lots of 

campfire stories but getting off and going “Yoh!” without quite as much 

heart pumping, is just as much, if not more exhilarating. 

The rider positioning is great and the braking is most definitely leagues 

above the old one, just as it should be with the Brembos and the front 

and rear ABS. Gone are the days where you shouldn’t brake in a corner. 

The handlebars are positioned slightly closer to the rider and to me, the 

bike overall feels nimbler, lighter and easier to handle and the lean angle 

display makes you want to keep on striving for a personal best. It has a 

slightly lower seat height and by slightly lower, I’m talking 5mm than the 

Gen 2 which can only benefit vertically challenged riders like myself. 

The bi-directional quick shifter and slipper clutch is smooth and very user 

friendly and although I never got to try out the hill start feature, I’m darn 

sure it’ll come in handy somewhere. 

I was asked the question “if the Gen 2 and the Gen 3 were the same price, 

which one would you buy?”. My response: most definitely the Gen 3 but 

there isn’t a chance of that unless Ithuba Holdings find it in their cold 

heart to gift me with a substantially large Lotto win. 

Sadly I never got to ride the ZZR1400 but I have no one to blame but 

myself … I didn’t want to lift my butt off the Busa Gen 3. 

I’m not a journalist who is concerned with how much tyre I’ve shredded or 

how far I’ve managed to get the needle on the speedo to go up. I’m just 

a regular girl on the street who loves to ride bikes and the lifestyle and 

freedom it gives me. 

Actually I’m just a girl, standing in front of a Busa, asking him to love me…

Clive says: 

Opinion based on the short time I spent on the bike that it is a big 

improvement to it’s predecessor with a much smoother gearbox and 

ride with an army of different power and ride settings to compensate 

for your riding capabilities be it sports or touring. The power delivery is 

hard and fast of the line with a very quick rev range complemented by a 

six speed quick shifter gearbox which is nice and smooth. Suspension 

can be played with to support your riding style and experience. I found 

to be agile in corners at speed and if not careful the front end becomes 

quite nervous when rolling the power on. The screen is low and could 

be improved for better wind deflection, especially for the bigger riders. 

The handle bars are narrow and brought closer to the rider for a more 

sporty feel. It’s a great sports bike guaranteed to get the adrenaline 

pumping. The touring aspect of it I think could tiring for the rider on the 

long road because of the slightly cramped leg position, but then again it 

is a sport bike. 

It’s smoother and far more refined than the Gen 2’s but peeling me off 

the ZZR will take a bit more convincing. 

Craig says:- 

There is no substitution for cubic inches … A, the sound. B, the torque, 

C, the power, D, the size, E, the overall weight. 

For me personally, no supercharger or turbo on something smaller, gives 

me the same thrill. And the price tag is actually quite tasty compared to 

other new brands in the same class. 

I can’t say that I wasn’t pumped at the chance to ride the new Busa and 

waited in anticipation for Sunday to arrive. Just turning the ignition 

on, gave me a feeling of a little kid playing with a new spaceship or jet 

fighter PS5 game. When I started the Gen 3, it was already in the U2 

setting which means the user has the option of setting three different 

personalized settings. The new start button is connected to the kill 

switch which takes some getting used to! 

And off we went. The acceleration is smooth and the quick shifter 

makes for smooth and easy gear changes, across all ranges. 

The seating position is better than the Gen 2, I felt like I was in the bike 

and not on top of it and padding added to the rear cowl makes it far 

more comfortable than the other generations. 

I felt no heat off the engine so the cooling is better than the Gen 1 and 

2. 

The Brembo ABS is phenomenal and the clock cluster shows braking 

pressures. The lean angle display shows left and right angles so you 

know just how far your knee is from the tarmac. 

And then it was time to play with the modes. 

Mode A has far more acceleration but is still very smooth even in 

high gear changes. You can feel the traction control kick in on hard 

acceleration. The Brembo and ABS front and rear brakes really assist 

with hard braking. 

Braking and suspension has been improved with each generation of 

Busas. The Gen 3 is simply brilliant. 

I did find that the screen is too low and would definitely fit an 

aftermarket one. 

The exhausts … are for me eyesores. I personally prefer a four into one 

as I’ve done on my previous Busas. And there’s loads to choose from: 

Two Brothers, Arata, Akropovic, Yoshi … the list goes on. 

The headlight controls have been changed. I believe the previous 

generations were better but at least the “pass” function is still available. 

The hazards are no longer on the top left hand side but on the bottom 

right which was also a bit foreign to me but I got used to it quickly. 

Note to self: Get familiar with the many electronic settings before 

heading out.

The aerodynamics are better than ever which is a Hayabusa trademark. 

A nice touch is that the foot pegs have plastic protectors, stamped with 

Brembo which protects the rider’s boots and the side of the foot pegs. 

The front and rear lighting is most definitely a notch up, especially under 

hard braking at speeds above 55 km/h when the hazards automatically 

rapidly flash as a warning to other road users that you’re stopping in a 

hurry. 

The cruise control is an added bonus as is the active speed limiter, (in 

case of surprise constabulary) and the first-of-its-kind for a motorcycle, 

hill hold which basically means you can pull off from an incline, without 

holding the rear brake (facing forwards of course) without fear of the 

bike rolling back and running into a Mercedes grill. 

Of course, all this you can get off the motomedia website and the 

October 2021 issue. 

I miss the word “Hayabusa” on the main fairings, just in case someone 

forgets what I’m riding but it has been added to each side of the 

tailpiece. I’m glad they’ve reverted to writing the word “Suzuki” out on 

the tank like the Gen 1 and not just a simple “S” like on the Gen 2, also 

just in case someone forgets what I’m riding. 

The Japanese falcon will always be slick, smooth, furious and fast. 

Hayabusa. The legend, lives on. 

ZZR1400 

Then it was my turn on the ZZR1400. As you turn on the ignition, the 

display depicts the front of the bike rolling into the Ninja logo. 

Whilst it is not in HD, it is nonetheless impressive. 

The clock and display are not as good as the Busa Gen 3 but far better 

than the Gen 1 and 2. 

The Ohlins shocks make it really comfortable and smooth on the bumpy 

tar roads. 

The power, torque and acceleration surprised me somewhat and I found 

this better than the Busa Gen 2, especially in the midrange. Braking is 

excellent and possibly as good as the Busa Gen 3. 

I missed the quick shifter which made a massive difference on take-off 

and between the gear ranges. 

I found the traction control to be lacking compared to the Busa Gen 3 

as on hard, full throttle take-off from a standing still position, the front 

wheel lifted a few times. 

Cornering on the Busa Gen 3 was easier than the ZZR1400, especially at 

high speeds and downhill passes. 

Which one would I buy? 

That’s a tough question. The power delivery of the ZZR1400 sounds and 

feels like my Gen 2 Busa but I’ve only owned Suzuki Hayabusas from 

2004 so it’s safe to say I’m a hardcore advocate – it would be the Busa 

Gen 3. 

However, I am not averse to having both in my garage, especially since 

three weeks prior to this, I was well and truly passed on my Gen 2 by a 

ZZR1400 for the first time…

Have fun beating the fuel hikes 

KYMCO 300i G-DiNK 

By Sean and Kyle 

So! There is that old joke about scooters being lekker 

until your buddies see you riding one… it’s not true 

any more. Go and ride a new gen, you’ll see what we 

mean. And even if they do laugh, your wallet will love 

them at the fuel pump… 

Scooters are no longer for girls and overly sensitive bright eyed boys. 

New generation scooters make perfect motorcycling sense. They easily 

run at the national speed limit, are reliable and comfortable as the day 

is long, backed up by some of the biggest hitters in the industry and 

give you a warm, fuzzy feeling when you get to the fuel pump and to top 

it off, they are a lot of fun to ride, especially when traffic is standing still 

and you are scooting along between the trucks and cars. 

We wandered into Linex Yamaha Randburg and grabbed their Kymco 

300i G-Dink and went for a bit of a day out. The idea was to test in real 

world situations so we headed into Randburg CBD through the mad 

traffic on Malibongwe for a bite to eat, then it was a wander around 

suburbia to drop off a couple of prizes for some readers and then we 

were off to The Cradle for a bit of sightseeing and a milkshake before 

heading back to Linex Yamaha Randburg. 

The G-Dink is exceptionally spritely for a scooter, in fact… for any 300cc 

motorcycle, (270.60cc’s to be exact), whipping off the line and easily 

out-accelerating the rest of the traffic using all twenty three and a half 

newton metres of torque. The twelve point seven kilowatts of power 

then kicks in and keeps it going all the way past 120kmh and heads 

towards 130kmh top speed. 

We topped off the tank before we went out for our little day out and then 

topped it off again just before handing the bike back to Linex Randburg. 

Total fuel usage over the 81km’s that we travelled on our journey was 

just under 3.4 litres giving us an average of 23.8km/litre or about 91 

cents per kilometre. 

Also remember here that we are rather large, non aerodynamic speed 

enthusiasts and never ride anything economically, so we do feel you will 

get even better fuel economy if you ride more conservatively. 

Riding the 300i Kymco was surprisingly comfortable for my 2 metre 

long, 115kg chassis with plenty of room in the cockpit, so my knees 

weren’t crunched up against dashboard or klapped by the handle bars 

when swinging the G-Dink around in tight spaces. The seat is wide and 

soft with a huge amount of storage space underneath it, negating the 

need for a back pack or a top box… Oh! And there is also quite a roomy 

cubby in the dash for smart phones, wallets and the like and nifty hook 

to secure a bag between the riders legs if need be.

There is no gadgetry to this model, not even ABS, which had 

us giggling every time we came to a tyre squealing sliding stop 

at traffic lights or stop signs. We are pretty sure we even had 

a traffic cop pee in his britches a little bit when he tried to run 

out in front of us to pull us over and then dived for the bushes 

as the rear wheel squealed delightfully. 

Needless to say we applied full use of all the torques and power 

to make a tidy getaway through the now constipated traffic 

with all the taxi drivers laughing and cheering us on. 

Once we were in The Cradle the challenge was to see how 

fast we could make the G-Dink go and then avoid rolling off or 

touching the brakes through the squiggly roads. We saw just 

over 130kmh on the clocks as we tilted into the first sweeping 

right hander before flicking it over into a sweeping left hander 

again and again and again before making the tyres howl in agony 

because we forgot where the speed humps were and had to 

suddenly grab handfuls of brakes to avoid meeting new people 

like… paramedics, nurses and doctors. 

And we can say this, the G-Dink is a lot of fun when ridden 

enthusiastically with the little 12inch wheels giving a surprising 

amount of stability at ‘high’ speeds over some quite bumpy 

road surfaces as seems to be the norm in SA lately. The big 

soft seat absorbs whatever lumps and bumps got past the 

reasonably good suspension. The brakes are spot-on and bring 

the whole rig to a stop quite quickly and safely. 

Overall the G-dink has a rock solid quality feel about it, is very 

well put together with no untoward gaps between the panels 

and no discernible rattles that we came across. It is imported, 

distributed and backed up by Bidvest via Tuning Fork (Pty) Ltd 

or in the old language -Yamaha SA. But for us, the real attraction 

in todays world is the price, which… at 40k sounds really, 

really good for a 300cc scoot. 

We handed the G-Dinks back to Linex Yamaha Randburg with 

very big grins on our faces and we are seriously considering 

getting a couple for office run-abouts. 

Get yourself down to Linex, they have a couple of demos on 

the floor and The Cradle is 20 minutes down the road. Take the 

Mrs. or a couple of mates and grab the demo units and go for 

a quick milkshake and see if you don’t end up buying one… or 

two… or three to commute on, as a weekend runabout or even 

to keep at your favourite holiday destination, fly in, buzz around 

on the scoot and fly out again. 

Forget what your friends tell you. They are awesome, economical 

fun.As a sidebar, we have a 300 scoot at the office with 80 

(yes eighty) thousand happy kilometres on the clock. 

Linex Yamaha Randburg 

Corner Malibongwe Drive and Tungsten Rd 

Strydompark 

Randburg 

011 251 4000 

Displacement 

270.60 cc 

Engine type 

Single-cylinder engine, 4-stroke 

Power 

17.43 hp (12.7 kw) @ 8000 rpm 

Torque 

23.50 nm @ 6250 rpm 

Fuel control 

Overhead camshaft (OHC) 

Ignition 

CDI electronic ignition 

Cooling 

Liquid cooled 

Transmission shaft CVT 

Starter 

Electric starter 

Empty weight 

140.0 kg 

Height to seat 

760 mm 

Ground clearance 

140 mm 

Front tyre 120/70-12 

Rear tyre 140/70-12 

Rear brakes 

Rear disc brakes

Words & Pics: Barbara Frew 

Through the eyes of a Pillion … 

A QUICK BREAKFAST RUN 

TO CLARENS AND BACK. 

We’ve had the best motorbike road trips and motorbike and train trips 

with our touring bike, so when Donovan at Cytech mentioned a long 

breakfast run early March we said sure any time. The bike was due for 

a service so while Cytech was delivering Rob’s R50/2 with the trailer 

Lennie and Sam loaded the 1600 for a service and new brake pads, and 

even delivered the bike back. Awesome service with a smile. 

We found the Cape Town roads are still the best but for now we settle 

on going to Parys and back or Van Gaalen for a great breakfast. If you 

know of any other good road locally we all ears. 

On the 6th of March 2022 we all met up with Donovan Muller ,(from 

Cycle Technology t/a Cytech who had arranged the ride), at the Total 

Energies Petroport N3 Heidelberg west to depart sharp 6 am. The plan 

was to ride to Golden Gate hotel between Clarens and the Golden Gate 

National Park in the Eastern Free State for breakfast and then back 

home on the same day. 

We did 675 km for the day and experienced the best and the worst that 

South African National Roads Agency Limited had to offer on tarmac 

surfaces. With weather that was gorgeous and a small group of well 

experienced riders astride a BMW GS, Honda Africa Twin and one or two 

KTM’S. 

Rob and I were the only real road bike riding our BMW K1600GTL and we 

bitched all the way that the road between Villiers and Reitz road really 

and truly sucked… but NO! they all said they were sure it should be fixed 

by now, and guess what – It Flippen well wasn’t… Welcome to Africa. 

For about 50 km we had to change riding mode, go very slowly on loose 

gravel, through potholes and large wet patches. I just managed to take a 

few pictures as no one would believe us. I thought of “ Itchy Boots” and 

wished we still had our BMW GS. The guys on the adventure bikes on 

the other hand loved the road. Donovan was behind us, thanks for being 

the “SWEEPER” Don. 

The breakfast was good and we had time to joke about me cursing and 

swearing, but afterwards I am humbled to say “I salute Rob and the 

BMW K1600GTL” they proved that anything is possible with confidence. 

We also realised that had we turned back as the bad road started it 

would have spoilt the ride. Afterall, what is an adventure without a little 

bit of butt cheek clenching fun? 

We rode back on the R57 to Villiers and N3 highway. Toll fees are a 

bit heavy for bikes we think, but the roads are not bad at all. Enjoy my 

little short story and pics from a pillions point of view. 

Until next time ride safe.

BEAT THE 

FUEL PRICE 

WITH THE 

G-DINK 300i 

R39 950 incl.VAT 

The Kymco G-Dink 300i is your next commuter bike. 

Powered by a 4 stroke, liquid cooled engine and a fuel 

economy of 40 km/pl in city - we’ve got your pocket covered. 

AK 550 

INC VAT 

R 134 950

Racing series Round 1. 

Pics by Glenn Foley 

“For riders, by riders”. That’s the message 

passed across at the start of this new series 

for 2022. We were invited along by the folks 

from King Price and BMW Motorrad to come 

and have a mooch around and watch the 

action. 

Raceday at Redstar raceway was a perfect 

sunny Saturday - and it has to be said that it’s 

been a long time since we’ve seen such a great 

turnout of both teams and spectators. 

Redstar is such a cool venue - everything is 

central with easy access to the pits and it was 

literally rocking with happy, smiling faces all 

ready to hit the track. 

It was so cool to wander around the pits, meet 

and greet old - and new friends and just soak 

in the fumes of competition. 

Sure, the new bikes are always impressive 

- and there was no shortage of those, with 

guys like BMW Motorrad and The King Price 

Extreme teams putting up great displays - 

but wander along to the pits out back - and all 

the older 80’s bikes are lurking about being 

tuned and warmed up for the racing. And to 

watch those guys scrap is something to see. 

Clint Sellar on his Fireblade really was a class 

act on the day - he opened up Fridays first 

session with a mind-blowing lap of 1:50. 7 

which is the first sub 1:51 lap ever for a inline 

4 cylinder motor motorcycle ever recorded at 

Redstar.

On Saturday, he went straight into the lead 

in both races and never looked back... When 

the gap got to 5 seconds Clint rolled off and 

enjoyed his day on his motorcycle. 

If you have never seen SA’s top riders battling 

it out - you need to get down and have a 

looksee, it’s fast and so flippen exciting. 

During qualification on Saturday morning, 

Young Leungo Gaorekwe achieved a great 

lap time of 1:57 on his CBR600 placing 

himself in second spot for both races. 

In race one he found himself in a comfortable 

second place and coming in to the 

second last lap he was shocked to see his 

competition trying to pick up his bike after 

a crash, which meant that Leungo won his 

very first 600cc race. The King Price Xtreme 

team was beyond ecstatic and the crowd 

loved it! 

Leungo knew that race 2 was going to be a 

fight and he was ready and after a race long 

fight with Clinton Fourie on his Yamaha, 

Leungo pulled a last lap last corner outbraking 

maneuver and found himself crossing 

the line .04 ahead to win his second race. 

Magic stuff! 

In Botts, Frans Fourie was followed home by 

Paul Kruger and Alan Hulscher. 

V4 Class: George Hadji led Christo Reeders 

and Ryan Demoser home. 

Classics: After a great dice, Paul Jacobs 

took the top step followed by Lionel Black 

and Tom Maritz. Trying to chat to Paul after 

the race – he simply could not stop smiling. 

Masters: Mark van den Berg, Jaco Gous, 

Marius Marais. 

Open SBK Novice: Nkululeko Majola, Rudi Du 

Preez, Oliver McKay. 

Open SBK Premier: Tieme Nankervis, Zoe 

Bosch, Tristan Mathews. 

Sub 500: Nicole Fourie Kgopotso Mononyane 

Taigh Janse van Rensburg. 

Ultimate SBK: Clinton Seller, Allann Jon 

Venter Michael White Nicole Van aswegen 

Damion Purificati. 

600 Class: Leungo Gaorekwe, Clinton Fourie, 

Keegan Mills, Themba Khumalo, Ryno 

Pretorius. 

Unlimited SBK: Adriaan (AD) Van Dalen, Luca 

Bertolini, Stephen Van Den Berg. 

Congrats to all – it was a fantastic day out 

and an awesome turnout. 

It doesn’t matter what type or age of bike 

you race, there is something for you. R2500 

is the entry fee and that covers Friday official 

practice (4 sessions) and the Saturday 

race day (qualifying and 2 races). 

There is no requirement for an MSA racing 

license. Competitors only need a valid medical 

aid, which they must make sure covers 

extreme sports. For competitors without 

medical aid, MSA medical cover is available. 

For more information about the series : 

www.motorcycleracingseriessa.org 

If the series comes to your town – go and 

make a turn! It’s 100 percent entertainment.

kt

Classic Superbike Racing Associations 2022 Championship Race 

Report 

By Shirley Pinkerton 

Round 2 of the Classic Superbike Racing Associations 2022 Championship took place on 

the 12th of March 2022 and formed part of the inaugural MRSSA, (Motor Racing Series 

South Africa), championship. A sunny and packed Redstar Raceway welcomed our 23 classic 

bike riders , including International Dakar 2021 Malle Moto finisher, James Alexander 

from Botswana. Jaco Gous qualified in pole position with a time of 2:03.583 followed by 

Paul Jacobs and Tom Maritz to complete the front row on the grid. The atmosphere at 

Redstar was buzzing , the classics lined up for Heat 1 , in the mix were 3 classes. 

Classes are as follows for the classic racing series - Formula 1, (Bikes dating from 1984 

up to 1989), Formula 2, (Bikes dating from 1975 up to 1983), and Formula 750, (Bikes up to 

1975 and any 750 up to 1989 , 2 strokes up to and including 1993) 

Jaco Gous blitzed into 1st place in the first heat followed closely by Paul Jacobs and 

Lionel Black. There was some exciting racing happening mid pack with the likes of Mike 

Mcskimming on his Katana and Dylan Pinkerton on his GSXR . Grant Mills and Sakkie 

Pottas were hot on their heels. 

The second heat was won by Paul Jacobs after another good battle with Jaco Gous who 

unfortunately retired on lap 6 with a technical problem. Second place went to Tom Maritz 

and 3rd place was taken by Lionel Black. 

A very successful days racing ended with a fabulous prize giving and some super prizes 

from SBK Eyeware and X Lite SA. 

The overall Podium positions were as follows: 

F1 F2 F750 

1.Paul Jacobs 1.Mike McSkimming 1.Lionel Black 

2.Tom Maritz 2.Iain Pinkerton 2.Sakkie Pottas 

3.Grant Mills 3.Dylan Pinkerton 3.Steve Ingram 

We are looking forward to Round 3 of the CSRA Championship at Phakisa on the 21st of 

May 2022 and the 2nd event hosted by MRSSA who put on a great opening event, enjoyed 

by all involved. 

ktm 1290 adventure R 

all new 

from 

r4400pm 

on finance t’s and c’s apply 

on finance t’s and c’s apply

DJ Run 1936 Rand_Motor Cycling Club 

Certificate of Merit Charlie Jarman 02. 

Wayne Harley - AJS. 

GAVIN WALTON 

WINS FIFTH DJ RALLY 

FOR CLASSIC 

MOTORCYCLES… 

By Roger Houghton 

Gavin Walton scores his fifth overall win on 

the DJ Rally for pre-1937 motorcycles. This 

year’s win follows victories in 2009, 2017, 

2018, and 2019. 

This was the 51st regularity trial for 

motorcycles that would have been eligible 

for the road race between Durban and 

Johannesburg, which was staged between 

1913 and 1936. Riders are required to stick 

as closely as possible to average speeds set 

by the organisers and are penalised for early 

or late arrival at the control points, with the 

data being collected by the electronic loggers 

carried by each rider. 

The 2022 edition of the DJ had attracted an 

entry of more than 100 riders. The 700 km 

course from the start in Hillcrest, outside 

Durban, on the Friday to the finish at the 

Benoni Northern Club the next day followed 

the general route of the original road race. 

The 2022 rally took its usual toll on the old 

machinery with only 58 of the 84 starters being 

classified as official finishers of the two-day 

event. 

Walton, who says this year’s win was the 

toughest of his five, rode to victory on his 

trusty 1936 500cc AJS once again. He has 

only ridden one other motorcycle on the DJ 

and that was a 1929 500cc OHV Ariel loaned 

to him by Hew Hollard for this first DJ in 2005. 

Walton not only won overall, with 228 penalty 

points, but also had the lowest score on Day 1, 

from Durban to Newcastle, and the third lowest 

score on the second day, from the overnight 

stop to the finish in Benoni. 

Walton, who retired from the synthetic 

diamond manufacturing industry in 2015, now 

concentrates on restoring classic motorcycles 

and running his business in Springs retailing 

replacement parts for British motorcycles. 

Gavin Walton’s brother, Kevin, also kept the 

family flag flying high with a fine fourth overall 

on a 1931 500cc BSA. Kevin was also fourth 

on Day 1 and fifth on Day 2 as well as winning 

his class in his BSA’s age category. 

Second overall was Mike Ward on a 1935 

500cc Velocette, who had won the DJ in 2004 

and is usually at the sharp end of an extremely 

competitive field. 

Martin Kaiser took third place on a 1935 500cc 

Sunbeam. Competition was tight with only 238 

seconds separating Walton in first place from 

Neville Nicolau and Samantha Anderson who 

share ninth position.

The dice was on between the Binder Brothers: 

The entry of South Africa’s two MotoGP riders, brothers Brad and Darryn Binder, 

attracted a great deal of public interest. This was the second successive year that 

they have competed in the DJ Rally, and they have completed the event on each 

occasion. This year Darryn beat his brother and finished 21st on a 1936 500cc Ariel, 

with Brad taking 45th spot on a 1935 500cc Sunbeam. 

Their father, Trevor, a DJ Rally regular, had to retire during the first day due to a 

problem with the rear brake of his 1925 600cc Indian, Repairs were carried out in 

Newcastle, and he rode the second day with his sons, putting up an impressive 

performance, collecting only 357 penalty points on Day 2. 

Unfortunately for the large crowd at the finish in Benoni the Moto GP duo made a 

fairly quick exit after reaching the final control as they did not want undue exposure 

to possible Covid-19 infection before flying out to their next race in Indonesia. They 

did manage to meet and greet some fans and signed memorabilia for them before 

leaving. 

Historic: 

Wayne Harley, curator of the Franschhoek Motor Museum, was a very happy man at 

the finish in Benoni as he completed the demanding route riding the museum’s 1926 

350cc AJS that was the winner of the 1936 Durban-Johannesburg handicap road 

race, ridden on that occasion by Cranley Jarman, of Nigel, This was the last year that 

these races were staged before the authorities deemed this type of racing dangerous 

for both the competitors and other road users as traffic between the two cities 

increased over the years. The last time this motorcycle took part in DJ Rally was in 

2002 when restorer Hew Hollard rode it. 

The Binder Family 

“The bike performed faultlessly, and it was a privilege to have had the opportunity 

to ride this piece of South African motorcycle history on yet another DJ Rally after a 

20-year absence,” commented Wayne Harley. 

“The 2022 DJ Rally proved a tough test of man and machine, as it has over the years,” 

commented Hylton Allison, the Clerk of the Course who headed up a committee 

with members from various clubs to organise this prestigious international event on 

behalf of the Vintage and Veteran Club of South Africa. 

“One problem we have each year is the deteriorating condition of the roads, which are 

tough on these old bikes, while this year we also had to contend with a civic protest 

in Pietermaritzburg which required competitors to deviate from the planned route to 

avoid the blocked roads. 

Thankfully, there were no accidents.” 

RESULTS 

Overall: 1, Gavin Walton (1936 500cc AJS), 228 penalty points; 2, Mike Ward (1935 

500cc Velocette), 258; 3, Martin Kaiser (1935 500cc Sunbeam), 271; 4, Kevin Walton 

(1931 500cc BSA), 277; 5, Ralph Pitchford (1934 500cc Norton), 324; 6, Ryan Duncan 

(1934 500cc Norton), 357; 7, Ryan van Heerden (1936 350cc Velocette), 436; 8, Allan 

Cunninghame (1936 500cc Velocette), 439; 9, Neville Nicolau (1935 500cc Norton) 

tied with Samantha Anderson (1929 350cc AJS), 466. 

Day 1: 1, Gavin Walton, 132; 2, Martin Kaiser, 134; 3, Mike Ward, 151; 4, Kevin Walton, 

170; 5, Ryan Duncan, 197. 

Day 2: 1, Ryan van Heerden, 87; 2, Ralph Pitchford, 93; 3, Gavin Walton, 96; 4, 

Rikki Maizey (1935 500cc Velocette), 99; 5, Kevin Walton tied with Neville Nicolau 

500(107). 

Other awards: Best performance by a pre-1926 motorcycle: Bill Lance (1925 600cc 

Indian). Best performance by pre-1930 motorcycles: Up to 350cc: Samantha 

Anderson (350cc AJS); 350-500cc: Tony Lyons-Lewis (1928 500cc Norton); Over 

501cc: Howard Marks (Ariel); Sidecar combination: Brian Lange (1928 1000cc AJS). 

Best performance by pre-1936 motorcycles: Up to 350cc: Ryan van Heerden (1936 

350cc Velocette); 350-500cc: Kevin Walton (1931 500cc BSA); Over 501cc: Gawie 

Nienaber (1935 750cc BMW); Sidecar combination: Adrian Hollis (1936 600cc 

Sunbeam). Best performance by a lady rider: Samantha Anderson. Best performance 

by a first-time rider: Achim Bergmann (200 cc DKW). Best Ariel: Grant Vacy-Lyall 

(1931 500cc). Best Norton: Ralph Pitchford (1934 500cc); Best Velocette: Mike Ward 

(1935 500cc); Best Triumph: Kevin Kohler (1934 350cc; Best BMW: Gawie Nienaber 

(1935 750cc); Best Sunbeam: Martin Kaiser (1935 500cc). Oldest motorcycle to 

complete the course: Hans Coertse (1924 1000cc Harley Davidson). Oldest rider to 

complete the course. Rod Thomas (82 years old riding a 1928 350cc OK Supreme. 

Youngest rider to compete the course: Darryn Binder (24 years old riding a 1936 

500cc Ariel). Club team: Vintage Motorcycle Club (Mike Ward, Ralph Pitchford, Ryan 

Duncan). Most DJs completed: Tony Lyons-Lewis (38 DJs and this year he rode a 

1928 500cc Norton CS1).

South African Short Circuit Racing 

Words & Pics: Eugene Liebenberg 

1ST Round 

1st round of the SASC held at the Formula K 

track in Benoni. 

Round one of the 2022 season kicked off at 

Formula-K track in Benoni with quite a bang. 

We sent along our good friend and well known 

motorsport photographer Eugene Liebenberg 

to get us the skinny on the days racing and this 

is what he came back with… 

The Formula-K track is one of my very 

favourites in the photographic sense of things. 

Any angle of shot can be had there and the 

back grounds are good and there is lots of 

movement and direction changes in the track 

layout making for many superb action photo 

opportunities. 

South African 

Short Circuit Series 

With all the rain we have been having up in 

Gauteng lately we were all relieved to wake 

up on the 26th of February to a great sunny 

day, giving us awesome weather for the start 

of this series. All the multi coloured gazebos 

gave the pits a very festive atmosphere, with 

most teams putting in a lot of effort to look as 

professional and as attractive as possible for 

the spectators. Big smiles all over the place! 

The good race commentary added to the 

atmosphere keeping everyone very interested 

and quite excited about what was happening 

out on track. The team running things at 

Formula-K really do put in a lot of effort in 

keeping the track and the facilities in general 

in really great condition, making it a really 

pleasant venue to watch motorsports for the 

general public. 

@ Formula K 

The racing was fantastic as usual across all 

classes. There was great competition between 

the riders in the various classes, nice clean 

overtaking manoeuvres and some crazy late 

braking into the corners to try and grab the 

advantage in the bends. Everybody was elbows 

out and rubbing shoulders at every given 

opportunity. 

However, my personal favourite will forever 

be the baby class… the tiny 50cc ‘s. This is 

the cutest class by far!!! And man do the kids 

love it!! Also very healthy, great to have kids 

outside and enjoying the sunshine, adrenalin 

and camaraderie that comes with competitive 

motorsport. 

In the Junior Motard classes it’s easy to see 

where the future SM1/X hooligans are bred...

Jason van Breda did extremely well in this 

class as well as in the 150 class, which would 

have made his Grandad very proud. 

Speaking of the 150 class, it is something 

else to see our national superbike champ 

Mr Clinton Seller on track. He’s usually 

preoccupied helping a junior member of the 

class on track. The 150’s are truly quick little 

machines and the kids ride them with knees on 

the ground and I am dead sure there are some 

future “Brad Binder-esque” MotoGP rider 

amongst them. 

An interesting class is the Clubman’s. There is 

always a mish mash of bikes. From Motards 

to two strokes. This is the class where you will 

see a kid on a 150 kick an adults ass on a big 

bike. 

Neil Harran and his NSF 100 ‘s always put on 

a great show. The racing almost always gets 

intense. Many a good rider on superbikes and 

bigger class bikes have come through the NSF 

mill. Neil does a fantastic job. Kudos to all the 

people that donate kit and their time to this 

class. 

Super Motards, Ou Ballie class, SM2 those 

riders that haven’t become loonies yet and 

then SM1 and SM1X ... The loonies.... I have 

never ever watched a SM race that didn’t scare 

me just a little. The SM1 and SM-X class don’t 

actually start a race, they simply explode down 

the start straight and get sideways going into 

a maul in the first corner before getting up 

on the back wheel out the other side of the 

corners… 

And then, they somehow go around the 

track for many laps without destroying life 

or property. I have told many people that 

they have never seen bike racing if they have 

never watched super Motards racing… really 

spectacular stuff to watch and a must see if 

you get the chance. 

My mind fails to understand how riders 

achieve what they do. Truly magnificent and 

breath taking. 

And that is all from me… I think I am going to 

go have a little lie down until the next race… 

Phew – exciting stuff. 

See you at the next one! 

For details of what goes on at this series: 

www.facebook.com/SAShortCircuitSeries/ 

Go and have a watch! You’ll love it!

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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 


GSXR1300 Hyabusa 08-16 R3795.00 


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 

YFZ450R ATV 09-19 R1695.00 

YZFR6 06-19 R2395.00 

YFM660 Raptor 01-05 R1695.00 

YFM700 Raptor 06-19 R1695.00 

YZFR1 98-14 R2395.00 

CHAIN AND SPROCKET KITS 

AVAILABLE FOR MOST SUPERBIKES, 

ROADBIKES, ADVENTURE BIKES, 

ATV’S AND DIRT BIKES 

At WeSellParts.co.za we have a passion for motorcycling. We have worked tirelessly to source the best brands available at competitive market pricing. Our team of experts is 

available to provide advice on the best products for you.

125 Shifters 

No Speed 

Limit 

BRAD BINDER IN HIS CRG 

KELVIN VAN DER LINDE IN THE FK DARK 

For more information on the FKR shifter series: 

Contact: 

Phillip - 082 777 8368 

or 

Marius - 083 289 9328 

Photos done by Vision Media 

www.visionmedia.co.za

RSR BE 

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CRA

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SPORTMAX 

ROADSMART IV 

CONSTRUCTION 

A NEW ERA OF SPORT-TOURING TYRE 

NEW FRONT AND REAR CONSTRUCTION CONSTRUCTION 

DURABILITY CONSTRUCTION 

ENHANCE HANDLING AND THAT COMFORTMATCHES PERFORMANCE 

NEW FRONT AND REAR CONSTRUCTION 

NEW FRONT AND REAR CONSTRUCTION ENHANCE HANDLING AND COMFORT 

ENHANCE HANDLING AND COMFORT 

New front tire constructions are utilized by size to meet specific motorcycle requirements. The 

DRY PERFORMANCE IMPROVEMENT* 

Roadsmart III 100% 

120/70ZR18 utilizes aramid Jointless Band (JLB) construction and the 120/70ZR17 utilizes 

NIMBLENESS 

STEERING Roadsmart IV III 100% 105% 

aramid 2 Cut-Breaker construction for greater New front compliance, tire constructions ride quality, are utilized comfort by size and to meet rider specific motorcycle requirements. RESPONSEThe 

Roadsmart IV 105% 

feel. In back, Dunlop’s JLB construction also 120/70ZR18 contributes utilizes to aramid a very Jointless linear feel Band by (JLB) reducing construction tire and the 120/70ZR17 utilizes 

New front tire constructions are utilized by size to meet specific motorcycle requirements. The 


NIMBLENESS 

aramid 2 Cut-Breaker construction for greater compliance, ride quality, comfort and rider 

120/70ZR18 growth for utilizes cooler aramid running, Jointless enhanced Band (JLB) grip construction and handling. 


and the 120/70ZR17 utilizes 

feel. In back, Dunlop’s JLB construction also contributes to a very linear feel by reducing 

WET 

tire 

PERFORMANCE IMPROVEMENT* 

aramid 2 Cut-Breaker construction for greater compliance, ride quality, comfort and rider 

growth for cooler running, enhanced grip and handling. 


feel. In back, Dunlop’s JLB construction also contributes to a very linear feel by reducing tire 

growth for cooler running, enhanced grip and handling. 

WET PERFORMANCE IMPROVEMENT* 

GRIP 

DRY/ WET HANDLING AND COMFORT DRY/ WET HANDLING AND COMFORT 

DRY/ WET HANDLING AND COMFORT DRY/ WET HANDLING 

NIMBLENESS 

AND COMFORT 

DRY/ WET HANDLING AND COMFORT BEAD DRY/ WET PROFILE 

GRIP 

HANDLING AND COMFORT 

SLIM HIGH BEAD APEX 

Dunlop Slim High Bead Apex 

With the tire sidewall stiffness being reduced 

STABILITY IN Roadsmart III 100% 

CORNERS Roadsmart III 100% 

technology utilizes a longer and Dunlop Slim High to Bead enhance Apex absorption, a new bead With profile the tire was sidewall stiffness NIMBLENESS being reduced 


BEAD PROFILE 

technology utilizes a longer and 

to enhance absorption, a new bead profile was 

Dunlop thinner Slim bead High apex, Bead which Apex enhances 

tire performance utilizes a longer by reducing and 

to enhance the rim. absorption, Additionally, a new bead the new profile bead was profile 

CORNERS 

With the developed tire sidewall to stiffness inhibit being float from reduced the bead area on 

thinner bead apex, which enhances 

tire performance by reducing 

the rim. Additionally, the new bead profile 

developed to inhibit float from STABILITY the IN bead Roadsmart area on III 100% 

technology 

thinner the rigidity bead apex, and improving which enhances 

absorption tire performance of the by sidewall. reducing 

the rim. minimizing Additionally, the buckling new bead at profile 

shock 

developed improves to inhibit traction float from and the bead slide area control by 

the rigidity and improving shock 

improves traction and slide control by MILEAGE IMPROVEMENT** 

absorption of the sidewall. 

full lean angle. minimizing buckling at full lean angle. Roadsmart III 100% 

FRONT TIRE 

the rigidity and improving shock 

improves traction and slide control by 

absorption of the sidewall. 

minimizing buckling at full lean angle. 

MILEAGE IMPROVEMENT** 

Combined, these two new technologies create Combined, more these even two pressure new technologies distribution create and more even pressure distribution and Roadsmart III 100% 

REAR TIRE 


improve sidewall stiffness, providing more improve linear sidewall feel at stiffness, different providing loads and more lean linear angles, feel at different loads and lean FRONT angles, TIRE 

Combined, these two new technologies create more even pressure distribution and 

while also improving wet and dry handling. 


improve sidewall stiffness, providing more linear feel at different loads and lean angles, 



REAR TIRE 

DRY/ WET HANDLING AND COMFORT 


CAMBER THRUST TUNING 




BEAD PROFILE 


Camber thrust is the turning force generated when a bike is leaned. Dunlop’s exclusive 

Camber thrust is the turning force generated Camber when Thrust a bike Tuning is leaned. technology Dunlop’s allows exclusive the RSIV to better balance front and rear tire 

Camber thrust is the turning force generated when a bike is leaned. Dunlop’s exclusive 

Camber Thrust Tuning technology allows patterns, the RSIV construction to better balance and profile front for and nimble rear and tire neutral handling. 

Camber Thrust Tuning technology allows the RSIV to better balance front and rear tire 

patterns, patterns, construction construction and and profile profile for nimble for nimble and neutral and neutral handling. handling. 

ROADSMART IV ADVANTAGE 

ROADSMART DRY PERFORMANCE IV IMPROVEMENT* ADVANTAGE 

STEERING 

RESPONSE 



80 85 90 95 100 105 110 

80 85 90 95 100 105 110 



Roadsmart III IV 100% 

110% 




80 85 90 95 100 105 110 


80 85 90 95 100 105 110 




70 80 90 100 110 120 130 


70 80 90 100 110 120 130 

* Testing performed at the Dunlop proving grounds in Huntsville, AL in sizes 120/70ZR17 front, and 

190/55ZR17 rear on a 2018 BMW K1600 GTL. Individual results may vary. 

**Testing performed by Dunlop in Japan on a 2018 Honda CB1300 SB with tire sizes 120/70ZR17 front 

and 180/55ZR17 rear on 40% public roads and 60% highways. Individual results may vary. 

* Testing performed at the Dunlop proving grounds in Huntsville, AL in sizes 120/70ZR17 front, and 

190/55ZR17 rear on a 2018 BMW K1600 GTL. Individual results may vary. 

S594/A 

**Testing performed by Dunlop in Japan on a 2018 Honda CB1300 SB with tire sizes 120/70ZR17 front 

and 180/55ZR17 rear on 40% public roads and 60% highways. Individual results may vary. 

DUNLOPTYRESSA 

DUNLOPTYRESSA

Ridefast April 2022

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