MRW Issue 28

ISSUE 28
TRANS
FORMER
ITALIAN FLAIR WITH JAPANESE SUPERPOWER
RIDER
FEATURE
BMW
M1000R
FIRST
RIDE
BMW FLEX THEIR MUSCLES WITH
THEIR STRONGEST SUPER NAKED EVER
FIRST RIDE
BIMOTA TESI
H2 CARBON
Petersen
CAMERON
PLUS FAST TRACK WITH DARRYN BINDER
BAUTISTA & BEZZECCHI INTERVIEWS

EDITOR’S NOTE
Hello Moto Rider World Fans
and here’s wishing you all a
happy and healthy 2023. We
help kick the new year off with
a great read that will no doubt
leave you feeling happy, positive,
and most importantly excited
for more to come.
For 2023 we plan to get bigger
and better once again, taking
SA motorcycle media to heights
never seen before. We aim to bring
the SA motorcycle market nothing
but the best content, both locally and
internationally. I will once again be
based in the UK and will be attending
a few MotoGP races to bring as much
of the inside scoop and closer to the
Binder boys and Ruche Moodley as
possible.
I’ve managed to build up some great
relationships and resources in the
paddock so will be looking to extract
as much as I can from that to bring
you all up-to-date and exclusive
content, as we did in 2022. I urge you
to all keep following our ever-growing
Facebook and YouTube channels as
we are consistently posting great
content for all to enjoy – content that
is relevant and noteworthy. I’m going
to be hassling as many riders as I can
for interviews and signed memorabilia
so I can promise you that if you do not
follow or subscribe to our pages you
will be missing out big time.
“We aim to bring
the SA motorcycle
market nothing
but the best
content, both
locally and
internationally. “
complain, they just equip themselves
with the right riding gear, and off they
go. There is plenty the SA scene could
learn from this lot here, from dealers to
riders, they do a proper good job here
and the motorcycle market is thriving
with bike sales – new and used – and
motorcycle accessories sales booming.
I am learning more and more each
day and that is helping me and the
MRW team back in SA to provide you
all with better content. For so long,
SA motorcycle media has been far
behind the rest of the world, but I am
proud that we as MRW have bridged
that gap big time and we now also
have a big international following. I
often get stopped by fans at MotoGP,
BSB, and other motorcycling events
this side complimenting me on the
job we are doing with not only the
digital magazine but also our social
media pages. We have very much put
ourselves in the spotlight and on the
same level as some of the top and
more established companies.
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
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CONTACT
DETAILS
EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
ANYTHING & EVERYTHING
Shaun Portman
072 260 9525
shaun@motoriderworld.com
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publication may be reproduced,
distributed, or transmitted in any
form or by any means, including
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methods, without the prior written
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Life here in the UK has been great for
me and the family. There is so much
more opportunity to grow, especially
for my kids. Yes, it’s freezing, but we
can happily deal with it knowing our
kids have a bright future ahead. The
motorcycle industry here is huge,
which is surprising considering the
crappy weather, but no one seems to
A big part of this has been the
continued support of our advertisers
and fans. We can’t thank you all
enough and as I said earlier, we are
excited for the year ahead and taking
another big step forward.
Until next month, enjoy the magazine
and all the best.
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MONSTER ENERGY
YAMAHA MOTOGP
UNVEIL “MILITARY”
INSPIRED NEW
2023 YAMAHA
YZR-M1 LIVERY
All eyes were on the Monster Energy Yamaha
MotoGP team on Tuesday morning as they
showed off their new-look 2023 Yamaha M1 in
Jakarta, Indonesia, at Yamaha Indonesia Motor
Manufacturing’s 2023 ‘3S Dealer Meeting’ - the largest
dealer meeting in the world within Yamaha’s network.
The perfect location for the Iwata factory to officially
kick off their quest to reclaim the MotoGP World
Championship this coming season.
Yamaha Motor Co., Ltd. President Yoshihiro Hidaka,
General Manager Motorsports Development Division
of Yamaha Motor Co., Ltd. & President of Yamaha
Motor Racing Takahiro Sumi, Monster Energy Yamaha
MotoGP Team Principal & Yamaha Motor Racing
Managing Director Lin Jarvis, Yamaha Indonesia
Motor Manufacturing President Dyonisius Beti,
Monster Energy Yamaha MotoGP Team Director
Massimo Meregalli, and Factory Yamaha riders Fabio
Quartararo and Franco Morbidelli took to the stage at
the 2023 ‘3S Dealer Meeting’ to share their thoughts
on “a new era” for Yamaha.
An updated colour scheme for the Monster Energy
Yamaha MotoGP YZR-M1 is the key headline from the
launch, as the blue brand incorporates a camouflage
design to their iconic blue and black style. The new
look blends Yamaha’s signature blue with a smattering
of grey, whilst still showcasing the adventurous lifestyle
colour scheme of Monster Energy.

FABIO QUARTARARO
My winter break didn‘t fully go as
planned because I injured my hand
during motocross training. But I‘ve
kept working non-stop. I‘ve done a
lot of cardio to make sure I‘m 100%
fit for the 2023 season. My hand
injury is fully recovered now too, so I
feel ready to fight for the title again.
We have the new camouflage livery,
which is a nice change. I like the
new look, and it‘s good to switch it
up a bit. But more importantly, I am
looking forward to start riding again.
I am very curious to test the 2023
YZR-M1 in Sepang. We will work hard
this season, as we always do. We
have learned a lot in 2022, and now
I just want to fight for the title again.
My fans have been very supportive,
sending me lots of messages over
the winter. I‘m excited to see them at
the tracks again this season. We will
have some fun!

FRANCO MORBIDELLI
We are making a fresh start today,
with a new look. Everything has
gone back to zero and anything is
possible this season, so that is an
exciting prospect. We‘ve ended
2022 with an improved feeling. Now
it‘s important that we do a good job
at the upcoming winter tests, so we
will be ready to start the season in
March with the first race in Portugal.
There‘s a new race format, which
will take some getting used to for
the riders and the teams, but I see
it as a positive change because it‘s
something that the fans will enjoy.
I want to thank the Indonesian
fans who we saw at today‘s dealer
meeting for their support. Their
enthusiasm has given us a boost, and
I can‘t wait to start the 2023 season in
the best way possible.

NEWS DESK
MEET THE DUCATI GHOST,
A HYBRID RACER THAT
GIVES YOU THE THRILL
OF A HYPERBIKE, BUT
WITH LOWER EMISSIONS
2021 was a pretty interesting year for Ducati. It started off with a
statement from Ducati CEO Claudio Domenicali, saying that the future
of the company was electric, but by March 2021, Ducati’s VP of global
sales and member of the board Francesca Milicia mentioned that an
electric Ducati racer wasn’t feasible, considering the fact that “an electric
motorcycle cannot guarantee the pleasure, the range, the weight, etc.,
that Ducati riders expect.” However, as soon as December rolled around,
Ducati gave the world a sneak peek at the V21L, its first electric racing
prototype. Its technology, however, remained carefully under wraps.
“We exist in a motorcycling world that stands on the edge between
combustion and electric”, says Daniel Kemnitz, passionate motorcyclist
and the transportation designer behind the Ducati Ghost e-bike
concept. “This is cause for a lot of controversy among riders, where
some are open-minded to the electrified future, while others are less
willing to part ways with their beloved passion as they’ve grown to
know it.” The Ghost, Kemnitz states, was designed to be a bridge
between the two worlds. “My Ducati concept, for clarification, is a
hybrid motorcycle, not just in terms of the engine but also in terms of
use case”, he adds. The bike is adapted to suit a modern environment
where one can abide by emission/noise exclusion zones in city centers,
while still being capable on backroads and long-distance trips.

NEWS DESK
The Ducati concept, for that very reason, aims at nailing
the aesthetic to appeal to a wider set of riders. It has
a design that’s equal parts nimble and powerful, and
embraces curves while rejecting the idea that powerful
automobiles need to always look edgy. This unique
aesthetic, along with design details that allow it to fit
perfectly into Ducati’s motorbike family, means that
there’s something in the Ghost’s design for everyone
– whether you’re looking for a drop-dead gorgeous
bike for in-city commutes or a beast that gives you
long-range inter-city performance. Other standout
details include the bike’s front suspension, which sits,
right within the swingarm, between the headlights. The
headlights themselves sit in a 4-way split design that’s
rather ghostly to look at, and move your eye to the rear
wheel and you’re treated to a unique closed hub design
with the Ducati branding on it.
The Ducati Ghost comes outfitted with a hybrid engine,
featuring a single-drive with a slipper-clutch that can
couple/decouple the electric drive as needed, “so you
can either use the petrol engine in tandem with the
electric motor, or you can use it as a generator for the
batteries.”

NEWS DESK
The use of a high-performance lightweight
electric motor allowed Kemnitz to employ
a complimentary small but high-revving
horizontal twin-cylinder engine with a high
peak power output. “Normally the weakness
of such engines is that they have no torque
in low/mid revs, but that’s where the electric
motor assists”, Kemnitz states. Additionally,
owing to the size of the small engine, it is
easier to optimize for fuel efficiency too,
using modern cam-less electric valves
to achieve a healthy balance between
performance and efficiency at the same
time without any compromise. This hybrid
system also allows for tighter packaging
and component size, saving weight in the
process and allowing the Ghost to have a
narrower frame. Thanks to the presence
of a battery pack located closer to the
ground, the Ducati Ghost can get away with
a smaller fuel tank, a nifty opportunity that
allowed Kemnitz to streamline the tank’s
shape right into the rider’s seat, improving
rigidity and the overall build.
The final benefit to having a distributed
hybrid-style power system is that you’ve
always got a plan B ready no matter
what. In the case of the Ducati Ghost,
the batteries aren’t the central power
delivery system, which allows them to act
as a sort of ‘reserve tank’ for extra power.
To that very end, the Ghost comes with
detachable batteries that can be swapped
at Ducati dealerships for an easy and quick
recharge between rides. “This would also
act as a touch point between Ducati and
its customers, to provide more interaction
options for both”, says Kemnitz.

NEWS DESK
FLYING MOTORCYCLE
POWERED BY 8 JET ENGINES
After turning its main attention away from
jetpacks and to its Speeder Air Utility
Vehicle (AUV), JetPack Aviation has
shown the fruits of its labors in the form
of the flight-ready P2 Speeder prototype.
At the Draper Venture Network CEO
Summit in California, the Speeder made
its debut under JetPack Aviation’s new
Mayman Aerospace brand, which has
been established to develop micro VTOL
Speeders to suit a range of applications.
About the size of a motorbike, the P2
Speeder is the third full-scale prototype
the company has produced on the path
to a final aircraft. It is powered by eight jet
engines that run on regular Zero Net Carbon
or Sustainable Aviation Fuel (SAF), with an
eye-catching glossy angular carbon fiber
body and ergonomic pilot position designed
for aerodynamic performance to maximize
flight efficiency.
Safety is also obviously a major focus,
with a proprietary onboard computer
system that instantly rebalances
engine thrust in the event of engine
trouble. Ease of use is also front
of mind, with getting into the air
intended to be as simple as jumping
on and hitting the start button.
While the prototype on show was
of the piloted variety, the Speeder
features a modular design and can
also be configured for autonomous
or remotely-piloted flight. While it
is being targeted at police, rescue
and military applications as a small
VTOL personal aircraft, autonomous

NEWS DESK
or remotely piloted configurations would
massively expand the potential applications
for the aircraft.
Such applications include firefighting, where
it could carry retardant in quick-load twin
tanks and dump or spray the contents in
rough terrain or onto tall targets as required,
and emergency medevac, where patients
could be strapped to a rapidly detachable
litter for speedy transport to hospital. It
could also serve as an industrial cargo
transport, with the ability to fly in cargo
mode for 644 km at over 805 km/h while
carrying loads up to 450 kg.
“We launched JetPack Aviation a
decade ago, and the name has served
development of our JetPack technology
well, but as we look to the future, we
needed a brand that clearly defines our
professional, as opposed to consumer,
Speeder product and markets,’ said
Mayman. “Mayman Aerospace is pushing
the outer limits of VTOL flight and will
continue to innovate and incorporate new
technologies including hydrogen powered
turbine engines, electric fanjets and
turbofan propulsion, complex ‘sense and
avoid’ sensors for autonomous swarming,
and potentially even supersonic flight.”
The company says it is working with the
FAA to get the Speeder certified and is
in advanced discussions with potential
customers in national defense, critical cargo,
woodland firefighting and disaster relief.
Initial, remotely controlled flight tests of the
latest prototype was scheduled to begin in
Q3 of last year, with piloted tests slated for
closer to the end of the year.

NEWS DESK
RACE ANYWHERE WITH
THE 2023 KTM 1290 SUPER
ADVENTURE S
The benchmark stays but will you go further? The KTM 1290 SUPER
ADVENTURE S removed limits and boundaries for any motorcyclist
curious to #DARE2ADV. How? The power, versatility, assurance, and
technical excellence prompted riders to race into the unknown; safe in
the knowledge that what they had underneath them would handle any
requirement with a deft touch.
For 2023 KTM has taken the rich base of the KTM 1290 SUPER
ADVENTURE S – engineered to conquer mile after mile on all types of
terrain – and added a fresh sheen as well as several refinements for the
benefit of practical adventuring.
Eyes will be drawn to the two new shades: the glow of the unmissable
KTM orange-and-black trim or the more neutral but elegant hue of KTM’s
graded gray aesthetic. The orange, that stretches all the way through to
the forged aluminum subframe, engineered to offer a lower seat (at 869
mm or 849 mm) superb load-carrying capability and contains a raft of
components, is like a badge of honor for hardcore explorers. However,
the classy gray spreads across the bodywork; chiseled to prioritize agile
handling, front end confidence, comfort, protection and houses the
23-liter three-part tank with superlative fuel
range. The tone is as fetching for a swift
dash into the office as it would be for a blast
across country borders.

NEWS DESK
ULTIMATE PERFORMANCE
Roaming roads everywhere and anywhere
with the 2023 KTM 1290 SUPER
ADVENTURE S is now a lot easier thanks
to augmented navigation software. KTM
already made the 7” TFT display a cinch for
customization due to the infographics and
menu system that gave the rider full control
over the RIDE MODES, advanced WP
Semi-Active Suspension, ABS settings and
Adaptive Cruise Control: the combination
of intuitive handlebar switches and access
to the technical possibilities of the KTM
1290 SUPER ADVENTURE S was a major
calling card for one of the company’s
flagship models. For 2023 KTM aimed for
more utility. Adventurers can count on
extra options with their navigation plotting.
The KTMConnect App now boasts Turnby-Turn+
guidance and waypoints markers
while on the go and without having to stop
and adjust any mobile device. The same
functionality also extends to audio tracks
and listing ‘Favorites’ when it comes to
phone calls. Hands on the grips not only
means gobbling more mileage but safe and
more enjoyable interaction with the KTM
1290 SUPER ADVENTURE S.
C
M
Y
CM
MY
CY
CMY
K
THE ALL NEW GSX1300R
> Suzuki Intelligent Ride System (SIRS)
> Motion Track Traction Control
> Engine Brake Control
> Bi Directional Quick Shifter
> Launch Control System
> Cruise Control System
> Legendary Power & Durability
> Ultimate Aero Dynamics
FOR MORE INFORMATION VISIT YOUR NEAREST SUZUKI DEALER!
www.suzukimotorcycle.co.za suzuki_za_motorcycles @MotorcycleSA

NEWS DESK
Let’s remind ourselves why the KTM 1290
SUPER ADVENTURE S is the ultimate
high-performance Adventure bike. The
V-Twin LC8 rumbles to 160 hp and 138 Nm
of torque and the devastating spectrum
of power allows the KTM 1290 SUPER
ADVENTURE S to glide on cruise, dip
through traffic or devore highways with
glee. The compact heart of the bike
is carefully regulated by one of KTM’s
most advanced electronic management
architectures: it administers the suspension
configuration and reaction, ride height, ABS,
RIDE MODES, Tire Pressure Management,
Anti-dive and more. The unit fits inside a
light 10 kg chrome-molybdenum stainless
steel frame honed for handling the short
blasts and mountain passes as well as the
long haul. The rest of the package befits
a premium motorcycle for travelling: the
LED lights, reengineered windscreen and
adjuster, multi-part saddle, light aluminum
side-stand. The list and the specs have
already been met with wide acclaim. The
KTM 1290 SUPER ADVENTURE S can
be elevated even further with optional
electronic packs, a Quickshifter+ and WP
Suspension Pro amongst other upgrades.
Although a rider might be wishing to reach
one, no KTM model is an ‘island’. The KTM
1290 SUPER ADVENTURE S revels in a
wide raft of specially made add-ons and
accessories in the KTM PowerParts collection.
From extra protective parts, aesthetic
touches through detailing, performance
enhancements or travel items like luggage,
racks and bags; the KTM PowerParts are as
enticing as it is well equipped.

NEWS DESK
DUCATI PANIGALE V4
BAGNAIA AND BAUTISTA
WORLD CHAMPION
REPLICAS GONE IN HOURS
It was a busy December for Italian bike
maker Ducati, who besides launching new
models and opening new dealerships here
and there also had to throw a huge party
for Pecco Bagnaia and Álvaro Bautista,
the winners of this year’s MotoGP and
WorldSBK championships, respectively.
Since both riders climbed to the top of their
respective racing series this year on the
backs of Ducati motorcycles, it was only
natural for the company to throw them
a party. And it did, as on December 15,
Bologna’s Piazza Maggiore turned red for
Ducati’s “Campioni in Piazza” event.
There, aside from the usual celebrations
and pats on the back, Ducati also pulled the
wraps off two special edition motorcycles
meant to honor the two racing heroes of
2022. The bikes are part of something called
World Champion Replica series, and honor
both Bagnaia and Bautista by borrowing
their racing liveries and slapping them onto
the special motorcycles.
Both started life as regular Panigale V4 S
two-wheelers, and received, aside from the
said paint jobs (#63 for Bagnaia’s and #19
for Bautista’s), a series of upgrades to make
them even more desirable.
Available only in single seat configuration,
both bikes come equipped with a dry
clutch, Akrapovic silencer of the street-legal
variety, and Brembo Stylema R calipers.
On top of that, there are also Rizoma billet
aluminum adjustable footpegs and racing
plexiglass.
Carbon fiber is extensively used on the twowheelers,
most visible on the heat shield
for the rear exhaust and brake manifolds,
the covers over the alternator and singlesided
swingarm, and the front and rear
mudguards. As a twist, the bike meant
to honor Bautista comes with a brushed
aluminum tank.
But such fittings would not be enough to
warrant a big fuss around these machines.
What really makes them unique are the
personal touches of the two riders, coming
in the form of the two men’s signatures on
the fuel tanks. Placed there as autographs,
they’re protected by a layer of clear coat
so that they can last for years undamaged.
Accompanying the signatures are the
model name, progressive number and race
number, all engraved by means of laser on
the upper clamp.
Ducati decided not to make all that
many examples of these things, and in an
attempt to somehow honor the year the
company was born, 1926, decided to make
260 examples of each of the bikes. Each
example is of course individually numbered.
About a week after the Panigale V4 Bagnaia
and Bautista World Champion replicas were
shown, Ducati said all 520 examples have
been spoken for in just hours. The selling
price was not revealed, but we are told
many of the people buying the replicas
went for the pair, meaning they will most
likely end up in collections across Europe
and maybe elsewhere.
It’s unclear when Ducati will start delivering
the bikes, but when they arrive in their new
homes they’ll all do so in a packing case
with dedicated graphics. A certificate of
authenticity, a personalized bike cover and
the Ducati Data Analyser+ data acquisition
system are included in the package for
each bike.

NEWS DESK
TRIUMPH WILL TEST
SUSTAINABLE RACING FUELS FOR
MOTO2 WORLD CHAMPIONSHIP
latter even has the unfortunate effect of
accelerating fuel oxidation.
The fact that fuel ages faster is not a
problem for race bikes, and neither is rough
starting since they only need to be started
for practice, qualifying, and race, so there
is no tragedy. Adapting everything to the
production motorcycles of tomorrow will be
a different kind of ballgame.
In other words, getting the level of
performance for a racing bike with an
increased percentage of ethanol in the
fuel will be a challenge, but it is something
that can be overcome due to existing
developments with this kind of fuel, that
were already made for production vehicles.
As for cars, switching from anything over
E5, in the case of older vehicles, or E10
in the case of newer models, will require
multiple changes to a vehicle’s fuel setup.
Various gaskets that encounter fuel will need
replacement, and the same goes for the fuel
lines, as well as the engine mapping.
There are already numerous automobiles
that can obtain more power on E85 than on
regular gasoline, but also vehicles that can
run ethanol alone, as well as others that can
operate various percentages of ethanol and
gasoline.
Vehicles ready for this from the factory are
called “Flex Fuel,” by most manufacturers. If
you have any doubts as to what kind of fuel
your vehicle allows, just read the label that
is usually found on the inside of the fuel cap
door. You might notice that your car does
not run on some fuel blends that can be
found at the pump.
Triumph Motorcycles has begun testing
sustainable fuels for the engines of its
models. We are not writing about the usual
motorcycle engines, but the ones used in the
Moto 2 TM championship. As some of you
already know, Triumph Motorcycles is the
sole supplier of power units for the series.
The plan is to shift the series fuel to E40 by
2024, and then make a transition to E100
by 2027. The letter “E” in the name of the
fuel represents Ethanol, as you may already
be familiar with it, and the numbers after it
show the percentage in the fuel blend. As
a reference, pump gas in Europe is mostly
E5, sometimes E10, while some countries
have E85.
The goal is to have a sustainable source
of Ethanol, as well as to make the engines
ready to run it in the percentages
mandated by the blend. Fortunately for
Triumph’s engineers, since these bikes only
have to run in competition that involves
racetracks, they do not have to worry as
much about cold temperatures or even
cold starting, for that matter.
It is a known fact that ethanol alone,
without proper additives, provides less
energy than gasoline. Other problems
that need to be addressed involve the
hygroscopic characteristics of ethanol,
which leads to rough starting and poor idle,
as well as its corrosive potential, and the

NEWS DESK
‘EL DIABLO’ SIGNS WITH HJC
In what might be considered the biggest
news in the brand’s 52-year history, HJC is
extremely pleased to announce that 2021
MotoGP World Champion Fabio Quartararo
has joined the number one helmet
manufacturer in the world as he moves
forward in his already extraordinary career.
The 23-year-old racer from Nice, France,
has earned 11 wins and 28 total podiums in
the MotoGP class since his debut in 2019,
and the first French champion in premier
class history has signed an exclusive deal to
wear HJC’s flagship racing helmet, the FIMhomologated
RPHA 1, when he lines up on
the grid in 2023 to begin his fight to regain
the MotoGP title.

NEWS DESK
2023, A YEAR OF
CHANGES IN MOTOGP
For yet another year, there have been many
changes to the MotoGP grid. While some
will keep their current status with the same
manufacturer but a different team, others
will try their luck in a completely new project,
while just one of them will be a rookie in
2023. Let’s take a look at the nine MotoGP
riders preparing for a new adventure:
Bastianini from Gresini to Ducati
Lenovo Team
Enea Bastianini (Ducati Lenovo Team),
who already showed great glimpses of
his talent in his debut season in 2021 with
two podiums and eleventh place overall,
ended up confirming this during the 2022
campaign. After a relentless victory at
the Qatar round, the Italian rider scored
six podiums, four of which were victories.
Despite four retirements, the Rimini rider was
mathematically in the fight for the title until
the last races.
Going on to finish 3rd overall, the ‘Beast’
proved that he had to be counted on for
the future, and Ducati did just that. On
August 26th, the Borgo Panigale-based
manufacturer announced the promotion
of Bastianini to the Ducati Lenovo Team,
alongside reigning World Champion
Francesco Bagnaia (Ducati Lenovo Team).
Will Enea Bastianini be able to trouble Pecco
Bagnaia, who will be looking to retain his
crown in 2023?
From Suzuki to Honda: A change of scenery
for Rins and Mir
Suzuki sent shockwaves through the
MotoGP market and the paddock in general
in May when it announced its withdrawal
from the World Championship. That
unexpected move directly affected the future
of Alex Rins (LCR Honda Castrol) and Joan
Mir (Repsol Honda Team). In the end, the two
Spaniards will remain under the guidance of
a Japanese factory, in this case Honda. The
2020 MotoGP World Champion will share
a box with Marc Márquez (Repsol Honda
Team), while the rider who took two victories
in 2022 will partner Takaaki Nakagami (LCR
Honda Idemitsu) in the satellite team. After
his great season and seventh place overall,
will Alex Rins be able to continue his good
run of form in 2023 in his new colours?

NEWS DESK
The GASGAS duo: A rookie and a veteran
Impressive throughout the 2022 season,
Augusto Fernández (Tech3 GASGAS Factory Racing)
was proclaimed Moto2 World Champion in Valencia at
the last GP of the year. The Spaniard’s name had long
been a strong contender for promotion to the premier
class, until last September when he was officially
announced as a member of GASGAS, a firm partnering
with Tech3 to form a new MotoGP team. The Spaniard,
who will be the only rookie on the premier class grid
in 2023, will be team-mate to Pol Espargaró (Tech3
GASGAS Factory Racing). The Spaniard will return to
the Tech3 team, where he made his premier class debut
in 2014. After two years with Honda with only two
podiums and one pole position, the experienced ‘44’ will
be the leader of the GASGAS project, which he hopes to
bring forward alongside his young teammate.

NEWS DESK
Oliveira and Raúl Fernández complete
the new Aprilia puzzle
Until now associated with Yamaha, the
Malaysian RNF structure will move in 2023
to compete with Aprilia, which now boasts
a satellite MotoGP team for the first time
in its history. For this new project, the
Italian manufacturer has opted for two very
different profiles with Miguel Oliveira and
Raul Fernandez. The Portuguese rider is a
safe bet, with four years of experience in
MotoGP and five victories, two of them in
2022. Fourth in the Valencia Test, the ‘88’
demonstrated his impressive ability to adapt
to the Aprilia and will undoubtedly be one of
the men to watch this season, when he Will
finally be able to compete in front of a full
home crowd at Portimao.
Raúl Fernández, on the other hand, is in
a completely different situation. After a
difficult rookie year in 2022, the Spaniard
has managed to carve out a new niche for
himself in the top class of motorcycling,
with the intention of demonstrating his
true potential during the new season. To do
so, the Spaniard will rely on the Malaysian
structure, Aprilia and the experience of his
team-mate, but will he show all the talent
that made him runner-up in the Moto2
World Championship in 2021?
Other moves: Where will Jack Miller and
Alex Márquez ride?
Enea Bastianini’s promotion to the factory
Ducati team shook up the transfer market,
to the delight of some and to the detriment
of others. In this case, the change mainly
affected Jack Miller (Red Bull KTM Factory
Racing) and Alex Márquez (Gresini Racing
MotoGP), who took the place of the ‘Beast’.
The Australian left his seat in the red box
after a total of seven podiums in 2022,
culminating in a prestigious victory in Japan
and a fifth place finish, his second best
season in the elite class.
With eight seasons under his belt in
MotoGP, Miller will form an experienced
and interesting line-up alongside Brad
Binder (Red Bull KTM Factory Racing). As
for Alex Márquez, the Spaniard is leaving
Honda to take the opportunity to turn his
time in the premier class around in 2023,
riding the GP22.
The first important date of the year will come
with the Sepang Test on 10 February, so
don’t miss it!

NEWS DESK
World Champion’s first steps with his new
machinery.
Nöhles, new ally for Nakagami
Guidotti’s promotion to the Repsol Honda
Team also brings change for Nakagami. In
this case, the Italian’s vacancy next to Taka
will apparently be filled by former rider
Klaus Nöhles. After working for the last
three years with the Honda test team, the
German now finds himself on the frontlines.
This will not be the first time he works with
Nakagami, having done so previously at the
season finale last year in Valencia and at the
post-GP test.
Aurin, takes charge of the test team
The experienced Ramon Aurin, a wellknown
figure in Honda and a familiar face
in the paddock after working with riders
such as Dani Pedrosa, Andrea Dovizioso,
Jorge Lorenzo, and Pol Espargaro, will now
purportedly take on the role of technical
leader for the test team. According to
motorsport.com, Aurin was originally set
to be the Crew Chief for Joan Mir, but
due to the reduction of test days and the
importance of their role, Honda asked Aurin
to lead the development team instead.
Stability around Marquez
The Repsol Honda Team will see a familiar
face in the paddock in the form of Santi
Hernandez, who will continue to serve as the
inseparable Crew Chief to Marc Marquez. The
team is looking to the future with optimism,
as Alex Rins will be joined by David Garcia,
who has previously worked with Alex
Marquez. Motorsport.com also reports that
the team’s General Technical Director will be
Frenchman, Christophe Bourguignon.
HONDA UNDERGOES
TEAM RESTRUCTURING
The 2023 season of the MotoGP World
Championship could mark a turning point
for Honda. After a few mixed campaigns, the
Japanese manufacturer is aiming big in 2023
to help restore some former glories. Marc
Marquez (Repsol Honda Team) will arrive
into the new season in good physical shape
for the first time in a long time, and he will
be accompanied by Joan Mir on the factory
team. Meanwhile, Alex Rins, who was also
previously at Suzuki, will join LCR Honda as
Takaaki Nakagami’s teammate.
Guidotti, the driving force behind Mir
As recently reported by motorsport.com,
Honda HRC is still working hard to complete
a competitive RC213V and has undergone a
significant technical restructuring to define
its panel of engineers and technicians for
the new campaign. One of the key moves
centers around Joan Mir. Giacomo Guidotti,
who was previously the Crew Chief for
Takaaki Nakagami, is poised to move onto
the factory team to help guide the 2020

NEWS DESK
Changes in the HRC leadership
The article also alleges that there are set to
be a number of other moves within HRC’s
racing leadership. After a few years away
from the circuit, Shinichi Kokubu returns
to the role of RC213V Project Leader.
Tetsuhiro Kuwata remains as HRC’s General
Manager, while Shinya Wakabayashi, General
Manager of the company’s racing division,
joins the top management team, which will
not include the former Technical Director,
Takeo Yokoyama, who is leaving the World
Championship this year to take up a position
at the Tokyo HQ. The various changes all fold
into an overall goal - bringing Honda back to
the very top in MotoGP.

NEWS DESK
“I STILL DON’T KNOW!” -
BAGNAIA SETS HIMSELF
NUMBER DEADLINE
It’s the big question that circles at this time of
the year: will the MotoGP World Champion
don the number one? After both Joan
Mir (Repsol Honda) and Fabio Quartararo
(Monster Energy Yamaha) opted to remain
with their trusted numbers following World
Championship success, now all eyes switch
to Italy’s Francesco Bagnaia (Ducati Lenovo
Team) following his 2022 premier class title.
Speaking at the Valencia Test in November,
the 26-year-old admitted he has “always
been fascinated” by riders who opted to use
the number 1 in the past and he then stirred
up yet more intrigue when he used a number
one plate at Valentino Rossi’s ‘100km of
Champions’. A month on and Bagnaia has
admitted he’s still undecided over whether
he should use his tried and tested 63 or
become the first MotoGP World Champion
since Casey Stoner in 2012 to use the famous
number one.
During a television appearance with Italy’s
RAI, Bagnaia revealed that he’s set himself
a looming deadline on what number to run
in 2023: “I’ve changed my mind quite a few
times, so I’ve decided that on Tuesday, right
before the photo session with the 2023 bike,
I will arrive with both numbers and I will stick
on what I feel in that exact moment. Right
now, I still don’t know which one I will choose
between the World Champion’s number 1
and my number 63.”
The now two-time World Champion was
asked about what life has been like since
clinching the ultimate prize in motorcycle
racing, with Bagnaia saying the tag of
MotoGP World Champion hasn’t been the
thing he’s enjoyed the most: “Every now and
then I think about the fact of being World
Champion, but more than anything else I get
excited when I think about the fact that I’m
the fastest man in the world on a motorbike.
“I made a promise to Ducati the day I
signed my contract: I knew we’d become
World Champion together,” said Bagnaia
when asked about his relationship with the
Bologna factory. “I knew that by putting
everything together, we would be able to
achieve great results. The 2023 bike will
be different but it’ll be an evolution, not a
revolution. While the 2022 Ducati, well, I
hope it will end up in my house!”
As well as his obvious connection with the
Italian marque, Bagnaia also touched on the
importance of his relationship with ninetime
World Champion Valentino Rossi and
the pivotal role he played in his 2022 title
success: “I asked Valentino to follow me as
a coach. I knew that it would be difficult for
him between racing in the car and his baby
daughter, but at every race of the season
we spoke on the phone and I was able to
ask him many things. When he came to the
circuit, I would always ask him to go and
watch me on track so he could explain what
was happening and what I could improve on.
“He’s always been the idol of our family. He
taught me to remain calm, to try and enjoy
every moment and to celebrate when the
time is right. His tranquility and his modesty
are the most important things.”

change between speedometer, navigation,
tachometer, odometer, fuel gauge, compass,
ambient/engine temperature and gear indicator.
The Chief has cruise controls making long
open road cruising an absolute pleasure. The
Chief offers a variety of ride-modes and you
can even deactivate the rear cylinder for those
super-hot days where you get caught in many
stop-go situations. The Rear Suspension has a
3-inch adjustable pre-load setting so you can
make solo or two-up riding as comfortable as
possible. The Chief comes equipped with ABS
and a large friction zone Slipper Clutch which
translates to smoother down-shifting and
reduced hand-lever action.
The Indian Chief Dark Horse
The Indian Chief Dark Horse is a minimalist style
cruiser for riders who enjoy both short weekend
rides and long weekend getaways. The Chief
Dark Horse comes standard with Mid-Controls
and Drag-Handlebars, but you can order yours
with forward-controls and a variety of raised
handlebar heights. Personally, for this type of
cruiser I prefer the forward controls with miniape
handlebars. I’m 1,76cm tall and I found this
configuration the most comfortable for longer
rides, and so will anyone my height and taller.
The low-down torque makes it unnecessary
to change down a gear or two if you want to
JUST CRUISING
PART 2: INDIAN MOTORCYCLES SA LAUNCH
In this part 2 of our Indian Motorcycles SA Launch test our cruiser man
Luis writes about two Indian Chief’s, The Vintage and the Challenger.
The Iconic Indian Chief Motorcycle
For its 100th anniversary, Indian Motorcycles
launched the completely reimagined iconic
Indian Chief. This is a motorcycle that combines
the perfect blend of old-school looks, coupled
with modern technology. If you have enjoyed the
Soft-Tail Harley’s, but want something exclusive
and different, then this is a motorcycle range for
you. The Chief is bigger, longer and heavier than
the Indian Scout so it’s perfect for those who
enjoy riding with a passenger (who will enjoy
close long rides with you instead of riding their
own bike). In South Africa there will be three
model-options to choose from and there are
hundreds of customization variations that will
make your Indian Chief completely unique.
The Indian Chief has a 116 cubic inch air-cooled
“Thunderstroke” motor producing 120 lbs of
torque which provides instant throttle response
and continues to accelerate all the way past
the “Straight-To-Jail” mark. In keeping with
its “Timeless Design” theme, the Chief Dark
Horse is equipped with a beautiful old-school
looking but modern round 4-inch touch-screen
instrument cluster. The colour touch screen
works even with your gloves on, so you can

overtake. You simply open the throttle, and the beast
accelerates at eye-watering speed. The Indian tracks
beautifully and accurately around long bends, and you
cannot help but twist the throttle as you do.
The Indian Chief is a beautiful Softail-looking motorcycle
that turns heads at every angle. With its exposed steel
frame, dual adjustable rear shocks, and beautiful 19-inch
cast-aluminium front wheel, the Indian Chief Dark Horse
looks like a highly customised Chopper-Cruiser the
heralds back at days gone by. This is a motorcycle for the
V-Twin customising enthusiast who enjoys customising
their motorcycle to their design-taste as much as they
enjoy the long open road. The Chief Dark Horse comes
with options such as Bolt-on Sissybar and beautifully
sculptured passenger pillion seat, Stage 1 Air Intake,
Stage 2 Performance Cams and Stage 1 Slip-On Muffler/
Slash-Cut exhausts.

The Indian Chief Bobber/Dark Horse
& Superchief
If you are a fan of classical style cruisers
the herald the echoes of eternity, then the
Indian Chief Bobber and Superchief range of
motorcycles are definitely the motorcycles
for you. Whether you prefer a classic styled
“Bobber” without having to do any of the
customising yourself or you want a full-speced
out option that has saddlebags and windshield,
this is a range of motorcycles you definitely
want to test ride.
The Indian Chief Bobber/Dark Horse trim
package are for enthusiasts who wants the
crowd to hear and see them while wondering
what makes these kind of riders tick. With all the
standard features included in the Indian Chief,
this range comes with swept back handlebars,
thick 16inch spoked wheels, thick 46-inch
telescopic front forks and optional saddlebags,
passenger seat and quick release windshield.
With its low centre of gravity, the Indian Chief
Bobber/Dark Horse is a touring motorcycle for
any rider who values versatility coupled with
timeless old-school styling.
The Indian Chief Bobber is a medium-sized
touring bike with a serious old-school outlaw
attitude. With the iconic Indian Motorcycle
badging on the tank and saddlebags and quick
release windshield and Sissybar, the Superchief
can change its attitude as fast as you can
change your mind. The 116 cubic inch, 120ftlbs
of Torque Thunderstroke motor makes for
effortless cruising. The rider has the option of
floorboards and a variety of forward or midmounted
controls.

The Indian Vintage
If you are an enthusiast who loves classicstyling
coupled to great performance, then
the Indian Vintage is the touring bike for
you. Having owned several Harley Davidson
Heritage Softail’s in my life, I instantly took to
this motorcycle. I don’t enjoy windshields on
motorcycles, but they do offer great wind and
rain protection if you keep to the legal speed
limit. If I was in the market to buy a long-range
cruiser, then this motorcycle would definitely
make it to the top of my Wishlist.
The Indian Vintage comes with a 111 cubic-inch
V-Twin motor and a range of standard features
that make touring a delight. Passenger comfort
is superb so if your spouse, girlfriend or child
enjoys riding with you then this will become
a focal point in your relationship building
repertoire.
The Indian Vintage is a head turner like no other.
It’s a motorcycle for the enthusiast who has a
love for timeless classics, but who also enjoys
the comforts and safety that the modern world
has to offer.

The Indian Challenger is powered by a liquid
cooled V-Twin producing 122HP and 128 FT-Lbs
of Torque. The acceleration is mind-blowing
and yet effortless, whether you are riding alone
or two-up. With all that power, I’m glad to say
it has Brembo Monoblock M4.32 Calipers with
Dual, 320mm Rotors that stop this beast faster
than I thought was humanly possible. The
Challenger comes with Slipper Clutch, 43mm
Inverted Cartridge front forks coupled to Lean-
Sensitive ABS and Traction control, thanks to
a Bosch 6 Axis IMU. At the rear, comfort and
handling is seen to by hydraulically adjustable
rear shocks that soak up the bumps in the road
The Indian Challenger Dark Horse
& Limited
If you are the kind of motorcycle enthusiast
who loves long-distance cruising, and money
is not an obstacle to peace of mind, then look
no further than the Indian Challenger. I am not
often surprised by a motorcycle, but the Indian
Challenger challenged my sense of reality. Never
before did I imagine that riding a motorcycle
could feel so amazing. It really was an out-ofthis-world
experience. I could easily spend the
whole day riding this motorcycle and a trip from
Littlefalls to Cape Town would certainly become
a common event.
The fit and finish on the Indian Challenger
would rival any motorcycle, but the technology
would surpass them all. To date I am yet to
ride a better long-distance tourer! Many riders
enjoy a motorcycle that turns heads, but those
who are serious riders know that it’s the details
that matter most! Handling, comfort and
technology are vital regardless of the type of
motorcycle you ride. When it comes to touring,
the Indian Challenger ticks all the boxes and
then some! If you are an enthusiast that knows
that the devil is in the detail, then the Indian
Challenger is possibly the ultimate American
V-Twin Bagger-Tourer.

in ways I could never have imagined before.
At the front, the Chassis mounted Fairing offers
fantastic wind protection and the electronically
adjustable windshield can lower or rise so that
you get the perfect setting to eliminate all
wind buffeting that one often gets on most
other touring bikes. The fairing houses a classleading
100-WATT Audio system and full LED
Headlights that light the way far into the future
even on the darkest nights of the soul.
The spacious cockpit is host to a large
TFT Screen that offers a full range of Ride
commands including traffic and weather
display. Heated grips, cruise control, tachometer,
speedometer, rev counter, etc – you name it and
the Challenger has it as standard.
However, the best safety feature is something
you won’t see with your eyes. The Indian
Challenger has an intuitive system that
overcomes the limits of traction control and
anti-locking braking systems – this motorcycle
thinks before you can think of thinking! The
Bosch 6 Axis IMU system calculates the exact
orientation of the Challenger, collecting millions
of data points to determine lean angle and
wheel slippage, before electronically adjusting
the throttle response and braking inputs – all
whilst it takes the motorcycle’s lean angle into
account. This ensures the safest possible ride, as
long as you don’t ride like a complete moron. If
you crash this motorcycle, then you shouldn’t be
riding any motorcycle or you have fallen asleep!

FIRST RIDE
BIMOTA TESI
H2 CARBON
WORDS BY ADAM CHILD ‘CHAD’
‘Bimota’s most powerful bike to date, the dramatic
hub-centre-steering, supercharged TESI H2.
Combining Kawasaki’s supercharged power with
Italian design and flair, Bimota’s new TESI H2’.

POWER
228bhp @
11,500rpm
TORQUE
141.7Nm @
11,000rpm
WHEEL
BASE
1455mm
SEAT
HEIGHT
840mm
WET
WEIGHT
219kg
Let me bring you up to speed. Kawasaki now
owns 49.9% of Bimota, which is brilliant news
for the small Italian firm. Since its creation in
the early 1980s, Bimota has historically bought
engines from Kawasaki or Yamaha or Suzuki
or Ducati, and then produced a bespoke
chassis to wrap around those power units.
However, developing their fuelling and exhaust
systems, and then getting the new bike to meet
increasingly tough emissions regulations was
extremely difficult and costly.
But now, thanks to Kawasaki, Bimota has a
colossal amount of engine technology to
borrow from their Japanese partners. And this,
the TESI H2, is the first bike to come out of this
unique and intriguing relationship.
Essentially, Bimota has taken one of the world’s
most powerful engines, the supercharged
H2, plus its fuelling and exhaust, instruments,
switchgear, lights and electronic rider aids
and then added their own chassis and design.
Without any fuelling or electronic development
costs or Euro4 compliancy to worry about, their
focus has been centred on what they do best:
chassis and design.
Bimota has opted to use its Difazio-type hubcentre-steering
TESI front end which was
designed by Pierluigi Marconi in the 1980s
before reaching production in 1991. The new
billet aluminium rear swing -arm and carbon/
aluminium front arms bolt directly to the
supercharged Kawasaki motor. Two Öhlins
shocks at the rear control the front and rear
wheel independently. The conventional trellis
Kawasaki frame has been removed.

But it’s not just about the frame and suspension either.
The aerodynamic bodywork, with wings that create
high-speed downforce (11kg), plus the fuel tank are all
carbon fibre. Oh, and this 228bhp motorcycle tops the
scales at 207kg (dry).
We flew out to Italy to test the TESI H2 on track. R1.2m,
228bhp supercharged engine and unique TESI front
end... Bimota certainly knows how to make a statement.
THE CLEVER BIT
This is where Bimota comes to the party, with its genius
chassis design and new TESI front end and hub-centresteering.
Conventional telescopic forks, especially on powerful
bikes like an H2, require enormous strength to deal
with the forces of braking, while also performing the
more subtle tasks of steering and absorbing bumps.
They attach to a huge (and high) steering head that’s
braced and stiffened to cope with all those forces

passing to the frame. And, of course, they alter the
chassis’ wheelbase and steering geometry as they
extend and compress.
The TESI’s hub-centre-steering system, meanwhile,
leaves the geometry unaffected by braking and
acceleration. There isn’t any conventional dive, and
the feeling at the bars is constant whether the bike
is slowing or accelerating or turning.
That’s because the functions of braking, suspension
and steering are separated. The steering, for
example, isn’t affected by the suspension, while the
suspension is unaffected by braking forces. Each
is free of the inherent engineering compromises
necessary with teles.
The front suspension is more like a conventional
rear swing-arm with a single shock, which on the
Bimota is located at the rear. Steering is via a series
of links and joints, with the front wheel pivoting on
a hub (and most of the HCS architecture hidden
by dramatic carbon bodywork). In fact, in basic
terms the TESI H2 comprises of a swing-arm on the
front, an engine in the middle, swing-arm on the
rear; there is no conventional frame as everything is
bolted to Kawasaki’s supercharged motor.
Yes, there is added weight with the additional
mechanisms and linkages of HCS but that is offset
by the absence of a conventional frame and lack
of need for a massive headstock. Each arm is
made from relatively light billet aluminium with the
centre bridge manufactured in carbon fibre on the
front arm.
When Kawasaki acquired a 49 percent
stake in it and lent the Bimota its
resources, the Italian company went
all in to produce the bombastic Tesi H2.
First introduced in 2020, the Tesi ‘H2’ is
a supercharged beast inspired by the
Kawasaki Ninja H2 but excels over the
latter in a couple of aspects.

WITHIN A FEW LAPS, THE TESI STARTED TO FEEL
NATURAL AND I STARTED TO FEEL AT HOME,
DRAGGING MY KNEE ON THE FERRARI TEST
TRACK WITH CONFIDENCE.
Rolling out of the pitlane, the initial feeling
was a little odd. When I opened and close the
throttle the bike was implacable and divefree.
Below 10mph it weaved very gently as
I counter-steered, trying to get used to the
unusual sensation of hub steering. The initial
feeling was vague.
As mentioned, the first session was a little
damp as well as cold, so the first few laps were
ridden with R1.2m-worth of circumspection.
Soon, though, I started to connect to the
different feeling and learnt to trust the frontend
grip rather than feel for it as I would with
teles. Within a few laps, the TESI started to
feel natural and I started to feel at home,
dragging my knee on the Ferrari test track with
confidence.
In pictures it may look like a big bike, especially
with me on board..., and it is indeed on the large
side with a taller seat height than the Kawasaki
– but it feels much lighter than its Kawasaki
donor bike. Considering its brutal power
output, the TESI made relatively light work of
Moderna’s twistiest sections. After a 20-minute
session, I didn’t feel like I’d been in a fight with
a heavyweight. Fast direction changes were
surprisingly easy, while it flowed accurately and
calmly through the faster sections. While it’s
true that we didn’t have a standard H2 on the
test, I’m sure the difference between the two
bikes would be significant. I can’t remember the
standard H2 feeling this fluid.
By session two, with heat in the Bridgestone
rubber and more track familiarity, we properly
clicked, in part because of the relative lightness
of the Bimota. The quoted kerb wight of the
TESI H2 is 219kg (207kg dry) while Kawasaki
quotes a wet weight of 238kg for the standard
H2, which means on paper a significant 19kg
saving with a demonstrably lower centre of
gravity too.
dd to this the fact that the (theoretical) head
angle is far steeper on the TESI – 21.3° with
117mm of trail and 24.5° and 103mm on the
Kawasaki. The TESI system allows a much
steeper head angle (if Kawasaki were to run
such a steep head angle it would almost buckle
the forks) which quickens the steering and
makes the TESI even more responsive to rider
inputs. There’s a sense of lightness engineered
into the bike.

Braking is very different from a conventional
bike, despite the TESI sharing the same Brembo
Stylema calipers as the Kawasaki H2. No matter
how hard and late you brake, the TESI stays flat.
The front does not dive, you don’t run out of
fork travel, and the rear does not lift. You can
brake exceptionally late yet absolute stability
remains – in fact nothing appears upset the
handling. Corning ABS comes as standard, but
its parameters have been changed to match the
‘funny’ front end as well as the bike’s relative
lightness and reduced stopping distance.
Arguably there are disadvantages to this system.
Without fork dive, the rake stays constant; when
you brake heavily it’s not easier to turn as it is
on a conventional bike. I’d also argue the feeling
isn’t as one-to-one. I didn’t have the confidence
to brake deep into the apex, compressing the
front tyre, feeling the sidewall squish and build
grip. But this isn’t a race bike on race tyres, and I
doubt very much that I’d brake deep to the apex
on a standard Kawasaki H2 while dragging my
knee to the apex.
The more laps I threw in, the more I got used to
the feel of the front. I never had an issue with lack
of grip or understeer, it worked perfectly and
predictably. But I had to build up confidence, and
in the last 10% I didn’t quite know how much to
push. But I guess that will build as confidence
increases and more set-up time.
Unfortunately, I didn’t have time to play with the
setup. Clever construction of the suspension
support means ride height can be adjusted by
20mm without altering the bike’s geometry;
instead, you’re essentially moving the bike’s
centre of gravity. But initial impressions are of
a lighter, more flickable machine that can brake
later with more stability.
Braking is controlled by twin 330mm discs, with
four-piston Brembo Stylema calipers, which are
located at the top of the disc, inside the billet
aluminium front swing-arm. These are taken
directly from Kawasaki. Traditionally, Bimota
would locate the calipers on
the low side of the disc, at
six o’clock, but now they are at 12 o’clock, which
according to Bimota improves their efficiency.
Braking power is immense, the rear does not
lift or come around, and the front does not
pitch forward. Stability is total; the chassis feels
solid. Bimota claims the TESI H2 stops in a
shorter distance than the standard Kawasaki
H2, so much so the cornering ABS system and
parameters had to be recalibrated. However,
some of this might be down to the lightness of
the Bimota, and some would argue that on track
the TESI front end doesn’t give the feedback of
a conventional front end.
Kawasaki’s Intelligent anti-lock Brake System
(KIS) ABS is present and correct and is linked
to the IMU for lean sensitivity. Kawasaki’s engine
brake control is also carried over to the Bimota.
ABS intervention can be changed but cannot be
fully deactivated. On track on standard rubber,
the ABS was evident but not too intrusive.

SUPERCHARGED POWER
This is the intriguing aspect of the new
partnership between Kawasaki and Bimota.
Kawasaki spent a fortune developing the
supercharged 998cc inline-four; perfecting the
devilishly complicated fuelling, making sure the
technology would be reliable and rideable and
making sure it passed tightening homologation
regs for noise and emissions. Then Bimota
stepped in and scampered off to Italy with all
that knowledge and hard work.
But this does mean that Bimota can’t change
any aspect of the engine, including the
fuelling and exhaust, because they
would then have to start that whole
costly process again, including
further homologation tests. So the
TESI H2 shares exactly the same
supercharged engine as the H2, exactly
the same gearbox, fuelling, injectors and
exhaust. It is all identical.
Bimota traditionalists may hesitate, but this is
obviously advantageous for Bimota as a huge
cost and time-saving exercise, plus they have a
proven 228bhp supercharged reliable motor to
deploy as they wish. The disadvantage is that the
current H2 motor is only Euro4, and the gearbox
ratios re fixed, while that muffler is a little on the
bulky side. I’m sure the stylish Italians would have
given that a tweak if it were possible.
I first rode the legendary H2 and H2R on its
world press launch in Qatar and was blown
away by the supercharged performance. It was
a revelation. I can remember coming in after the
first session almost speechless.
Kawasaki has tweaked the motor since 2015 to
comply with Euro4 regulations and this is what
powers the Bimota today – but it’s still as fierce
as ever.
My first session at Moderna, a fun but tight
track in northern Italy, was a little damp,
which meant opting for reduced power and
increasing the lean-sensitive traction control.
The TESI ran on Bridgestone RS11 rubber
and no tyre warmers but within a few laps it
was obvious the grip it was generating was
far better than expected. The Bimota runs
the same Bosch 6-axis IMU as the Kawasaki,
and it was reassuring to hear the TC working
overtime, even with the power reduced.
After a quick pit stop to change to a dark
visor, it was back to normal power and
reduced rider aids – a something-in-themiddle
setting. Now the H2 – sorry, the Bimota
– came alive. The supercharged motor has
several personalities. The mid-range whoosh
is phenomenal, and it requires a mental
recalibration to get used to the supercharged
delivery. The sheer avalanche of horsepower
asks serious questions of the mechanical grip
THE SUPERCHARGED MOTOR
HAS SEVERAL PERSONALITIES.
THE MID-RANGE WHOOSH IS
PHENOMENAL, AND IT REQUIRES
A MENTAL RECALIBRATION
TO GET USED TO THE
SUPERCHARGED DELIVERY.

and makes the traction and anti-wheelie work
overtime. So, while many bikes make Moderna
feel tight in places, the Bimota’s Kawasaki
power made it feel like a car park.
The only place to really let the TESI H2 loose
was down the main straight and, again, the
power was almost too much, the acceleration
fierce enough to punch the air from your lungs.
The kick it delivers is addictive, like nothing else
on the road, and acoustically backed up by the
chirp of the supercharger.
The rider aids are the same as the H2’s but have
been recalibrated to compensate for the Italian’s
comparative lack of weight, which is apparent
in everything the bike does. After all, while
quoted power is the same as the H2, the Bimota
is considerably lighter (19kg), and therefore
accelerates even faster. And if you have ever
been lucky enough to sample an H2 off the
lead, then you may find that hard to believe.
The TESI H2 is far better suited to big circuits
like Silverstone or Mugello but the Moderna
did highlight the Bimota’s downside (which is
the same as the H2) – the fuelling low down
is sharp. Yes, you can play with this, changing
the engine modes and increasing TC and antiwheelie
helps, but there’s no hiding the fact
that it’s a little aggressive when you open the
throttle at low rpm.
From 20% to 40% throttle, it’s just about
acceptable but from 0% to 20 or 30%, it’s
snappy. The twisty track exacerbated this
weakness, meaning you need those excellent
rider aids as a safety net as it’s hard to dial in
the power smoothly and slowly in a low gear.
In fact, it’s sometimes easier to short shift on
the standard quickshifter into a taller gear for a
better ride.
I guess nothing is perfect. Perhaps it’s too
much to expect a market-leading mid-range
drive, complete with the cheeky chirp of a
supercharger, as well as easily manageable
torque low down. But I have ridden the H2
and H2R on fast and flowing tracks, and the
experience was literally breath-taking. Now I
can’t wait to try the Bimota at a faster track.
AFTER ALL, WHILE
QUOTED POWER IS
THE SAME AS THE
H2, THE BIMOTA IS
CONSIDERABLY LIGHTER
(19KG), AND THEREFORE
ACCELERATES EVEN
FASTER. AND IF YOU
HAVE EVER BEEN LUCKY
ENOUGH TO SAMPLE AN
H2 OFF THE LEAD, THEN
YOU MAY FIND THAT
HARD TO BELIEVE.
IT IS ROAD LEGAL – JUST.
I don’t think the design team had much of a
conversation about comfort and fuel economy.
However, the Bimota is road legal, and the light
handling I felt on track should transfer to the
road. The seat height is higher than the H2’s but
can be changed by altering the ride height, and
the pegs are also multi-adjustable.
The suspension is fully adjustable, with both
remote pre-load adjusters located at the rear of
the bike. The TESI front end should, in theory,
be well-suited for the road, as braking does not
compress the suspension, meaning braking over
bumps should feel smoother and plusher.
As noted, the Bimota shares the same fuelling
as the H2, and even the same 17-litre fuel tank.
Range and mpg should be similar, if not slightly
better on the Bimota as it’s lighter and possibly
more aerodynamic. But, like the H2, the Bimota
will be thirsty, returning 35-40mpg at best, and
considerably less on track. All said, if you are
buying a R1.2m exotic superbike and thinking
about running costs and comfort, you probably
need to head to your nearest BMW dealership.

SAME TECH AT KAWASAKI’S H2
As you’re probably able to predict, rider aids lifted straight
from Kawasaki’s H2 but recalibrated to match the lighter
Bimota. These are linked to a six-axis IMU. This means
the TESI H2 comes with proven technology comprising:
Kawasaki Cornering Management Function (KCMF),
Kawasaki Traction Control (KTRC), Kawasaki Launch
Control Mode (KLCM), Kawasaki Engine Brake Control,
Kawasaki Intelligent anti-lock Brake System (KIBS), ABS
and Dual-direction Kawasaki Quick Shifter (KQS). Bimota
has even retained the economical riding indicator. The
instruments are again from Kawasaki, and their latest lightsensitive
TFT displays.
Bimota offers a full race exhaust, which looks stunning and
shaves off 14kg, and add five more BHP.
BIMOTA TESI H2 VERDICT
The Bimota TESI H2 is a very difficult bike to judge and
to give a categoric verdict because it’s so different from
anything on the market. Judging by social media alone,
some already hate the looks and ‘funny’ front end based on
styling alone...
For me, Bimota has taken one of the world’s best engines,
Kawasaki’s supercharged H2, and housed it in a unique
chassis, which feels lighter and more agile than the all-
Japanese bike. The Italians have then added their own flair,
style and design – and I love the fact it looks like no other
bike on the planet. Yes, it’s expensive, but numbers are going
to be limited to 250 and is in line to become a future classic.
But the TESI H2 isn’t for everyone. Some won’t click with
the hub-centre steering and the differences it brings and the
fuelling is aggressive at low speeds, which on the road will
be far from ideal. And if you have R1.2m there are cheaper
bikes that are faster around a race track.
I applaud what Bimota has done. It’s wonderful that there are
designers who are still out there pushing the boundaries and
producing something that not only works but looks fantastic.
If your favourite colour is grey and you get excited about
golf, the TESI isn’t for you. If you want big power, a bold
statement, and don’t care about mpg or the fact there are
bikes that are more capable on track – then the TESI is for
you. I can’t think of any other bike which shouts ‘look at me!’
any louder. It’s a bold, brilliant Kawasaki H2 smothered in
Italian style and engineering brilliance. Who wants normal!
I APPLAUD WHAT BIMOTA HAS
DONE. IT’S WONDERFUL THAT
THERE ARE DESIGNERS WHO ARE
STILL OUT THERE PUSHING THE
BOUNDARIES AND PRODUCING
SOMETHING THAT NOT ONLY
WORKS BUT LOOKS FANTASTIC.
Bimota TESI H2 R1.2m
Yes, R1.2m is a lot of money, but let me try
to justify that.
Kawasaki no longer sells the standard H2,
but if you search around there are a few
pre-registered bikes with low mileages
going for around R800k.
Meanwhile, Kawasaki’s still-current, much
more powerful but not road-legal H2R, on
which the Bimota is heavily based, is priced
at R1m – which means a TESI H2 buyer
is only paying R200k to R400k more than
they would for a Kawasaki H2 or H2R...
Okay, I tried. That is still a lot of money. But
you can see where the money has been
spent; what makes the Italian so special.
Lashings of carbon and trick Öhlins
suspension, for starters, plus the exquisite
build and finish of the Bimota chassis must
be worth R200k or even R400k more than
the Kawasaki.
Competition-wise, if 228bhp and 207kg
are not enough for you, then Ducati has the
race-ready but road-legal Panigale V4R. All
new for 2023 and armed to the teeth with
237bhp while weighing just 172kg in race
set up, it is considerably cheaper at R800k.
If money isn’t an issue, Ducati’s limited
edition Superleggera V4 produces 234hp
and tops the scales at just 152.2kg with
race kit and is over 50kg lighter than the
carbon Bimota. To you, R1.8m.

BAUTISTA INTERVIEW
“I WILL HAVE
A PLACE IN
DUCATI HISTORY
FOREVER”
The 2022 World Champion reflects on his
incredible success in WorldSBK as he took
Ducati’s first title since 2011
After a year-long fight his rivals, Alvaro Bautista (Aruba.
it Racing – Ducati) was able to claim the 2022 MOTUL FIM
Superbike World Championship after a thrilling battle with
Toprak Razgatlioglu (Pata Yamaha with Brixx WorldSBK) and
Jonathan Rea (Kawasaki Racing Team WorldSBK). Bautista wrapped up the
title with a round to spare, securing it in Race 2 at the Pertamina Mandalika
International Street Circuit in Indonesia.
BECOMING CHAMPION: all the emotions from
Bautista after the return
After wrapping up the title in Indonesia, Bautista’s emotions were on display
for all to see through his celebrations and immediate interviews. Later on,
in this special sit down interview, conducted between the Indonesian and
Australian Rounds, Bautista opened up even further on the emotional side
of winning the Championship; from his friends and family, the first phone
call he made, the nerves before the title-deciding race and even how leading
Race 2 in Indonesia meant he was making mistakes.
He said: “World Champion 2022 sounds really good. When you get back
home and see your family and friends, that’s when you will say: “I know what
I got, what I achieved and now it’s time to enjoy it”. I think the hashtag I was
using this season, #TheReturn, can mean many, many things. The return to

Ducati. The return to be a competitive rider. The first day we started to work
together, I was a bit nervous. I knew that I could be fast and competitive but,
before you jump on the bike, simply I had a doubt but when I did the first
laps on the bike, the doubt disappeared. I was smiling because I felt the bike
was mine.”
THE PRESSURE: one race added more than the others…
With the title coming down to Race 2 in Indonesia, the odds were stacked
in Bautista’s favour as he needed just a podium finish to secure the title with
one round and three races to spare. He duly did so, with second place, but
not before he felt extra pressure on the grid. Bautista spoke about this and
also revealed the emotions he had when calling his family and seeing them
in person for the first time after taking the title.
Bautista said: “I always tried to be focused but, believe me, in Race 2 I
started to feel more pressure than all the season. When I was leading at that
moment, I was too nervous. I didn’t want to make a mistake and, maybe
because of that, I was making a lot of mistakes. My target was trying to win
the Championship, not the race, so it was different from other races! After
the race, when I stopped to celebrate and to put the #1 on my bike, at that
moment I wanted to celebrate. But, at the same time, I couldn’t because
I didn’t have energy. The first phone call I made was to my wife because
I want to see her and see my daughters. It’s funny because, when I arrive
home, I always show the trophies to my daughters, especially the big one,
as they’re starting to understand more things. Imagine when I arrive with
the World Champion trophy and give it to her… for me, that will be more
emotional than everything.”
HISTORY MADE: Ducati’s long wait is over
Ducati’s last Riders’ Championship came in 2011 when Carlos Checa won
the title on an Independent Ducati, and, despite coming close to glory,
the Italian manufacturer had to wait until 2022 for their next title when
Bautista took the honours. 2022 was also a year for Ducati’s Manufacturers’
Championship drought to end as they took that title for the first time since
2011 as well to add to their illustrious history.
Discussing his Ducati title, Bautista said: “Everybody in the past told me
I have to be a Champion with Ducati. It’s something different. You don’t
realise that until you do it. It’s true. I remember here in WorldSBK, three
years ago, when I won the first race with Ducati. It was very special. Many
people become crazy! I feel I will have a space in Ducati history forever.”

HIGHS AND LOWS: proving people wrong,
the ups and downs…
In a season of incredible consistency for Bautista, where he racked up 31
podiums in 36 races, including 16 wins, picking out high moments could
have proven to be difficult, but the 38-year-old was able to do so, identifying
two rounds as ‘perfect’ and ‘even better’. He also outlined his worst moment
of the season but also turned that into a positive as he bounced back in
style the following day.
Bautista said: “The Misano round was very important. I remember that
weekend, I was so focused and concentrated so much. I just wanted to do
a perfect job and the feeling of the bike was amazing. Finishing in front of
Jonathan, who, at that moment, was the main rival in the classification made
it one of the best weekends of the season. If I say the Misano round was a
perfect weekend, I think Catalunya was even better! Especially coming from
Magny-Cours. The best was the feeling I had with the bike was amazing. I
enjoyed all the races and all the practices. I think the best weekend of the
season. My worst thing was when I crashed at Donington. It was my fault, my
mistake. But many people thought ‘now he starts to feel the pressure and it
starts to be like 2019 and he starts making mistakes.’ I was really, really calm
because I knew what the problem was. In Race 2, I showed myself and all the
people that I made a mistake, but this year is different from three years ago.”

FAST TRACK VIDEO
ROOKIE ON
THE MOTOGP
RAILS
RACING THROUGH 2022 WITH DARRYN BINDER
It’s the journey, not the destination, right? When
24-year-old South African Darryn Binder made the
daunting transfer from the Moto3 category (250cc
motorcycles) straight into the premier class of
MotoGP (1000cc fire-breathers that reach speeds
greater than 225mph) for 2022 he wasn’t so much
entering the deep-end but rather ‘divebombing’ from a
clifftop. We tagged along for the ride.
From his worries over the transition, to training at home
in Andorra to that sizzling debut in Qatar, moments of
doubt over speed and finally elbowing his way into the
premier class with aplomb; ‘Fast Track’ was there for the
first thoughts and emotions. Like Darryn himself; ‘Fast
Track’ quickly gets to the point.
The 2022 saddle with WithU Yamaha RNF was a case of
right place, right opportunity, right choice for the talented
and likeable youngster who had already cast his name
firmly in the bracket of ‘one to watch’. Binder’s brave
move with the crew that had already given career highs
to Monster Energy Yamaha pairing Fabio Quartararo and
Franco Morbidelli meant that he bounced straight out
of the intense and often wacky closeness of the Moto3
gaggle into a blurred contest that splits the best riders in
the world by hundredths of a second.

From day-to-day I felt like I was
starting at zero again! It took a
couple of days to get used to that
and then learn everything. There
are so many electronics…also, it
is one thing to be fit and strong
but it’s another to be riding fit.”
His leapfrog over the intermediate Moto2 division is a tactic
that has been undertaken by just one other rider in the history
of the current Moto3, Moto2 and MotoGP structure. In terms
of learning and acclimatisation, Binder was the fifth and final
rookie on the 2022 grid with the tallest mountain at his gate.
“I knew it was going to be tough…but this is all I wanted to
do,” he offered-up. “The speed from Moto3 to MotoGP is
insane. From day-to-day I felt like I was starting at zero again!
It took a couple of days to get used to that and then learn
everything. There are so many electronics…also, it is one thing
to be fit and strong but it’s another to be riding fit.”
Darryn had won a Grand Prix in Moto3 and scaled the box
five times for a total of six trophies in his seven-season stay in
the world championship to-date but his education and walk
through the pressure, rigours and enigmas of MotoGP was a
trek that fans could kinda relate to: how did a championshipwinning
Yamaha M1 race bike feel? How mind-blowing was the
speed? How do you try and compete with riders like reigning
#1 Quartararo, Ducati’s Pecco Bagnaia and 2020 world champ
Joan Mir? How do you manage the highs-and-lows?
And there were peaks and troughs. He managed a fantastic
top ten result in just his second twist of the throttle in
Indonesia and came close to a similar classification in
Catalunya. Darryn has been fearless and open-minded and
quickly found his platform in the establishment.
Fast Track’ sees us jump on Binder’s shoulder for some of
the path. The racer’s easy and effortless personality giving us
revealing glimpses behind the helmet visor.
Don’t miss this unique insight into the fastest and most
demanding, rubber-laying two-wheeled sport. Watch it on
YOUTUBE.COM/MONSTERENERGY now!

The rock and roll appearance
of wild hair and ‘tats’ hides
a deadly seriousness. Marco
Bezzecchi, a 23-year-old from
Rimini, Italy has won Grands Prix in two of
MotoGP’s world championship categories
and is firmly on the fast-track to more
fame after grabbing a podium finish and
emerging as Rookie of the Year in the
premier class in 2022. ‘Bezz’ might look
like he’s ready to thrash…but it will be
Michelin race rubber, lap-times and his
many rivals in the world championship
rather than any instrument strings.
Bezzecchi is one of the brightest lights
of Valentino Rossi’s VR46 Academy and
has propelled himself to the forefront of
MotoGP and the Ducati brand thanks to
his rapid adaptation and frightening pace
as part of the Mooney VR46 team.
“I think many people
see him as the ‘future.
You can see how
hard he rides, how
competitive he is.
MotoGP is super-hard
now and he’s here as
a rookie but you know
that another step is
coming next year
and he will challenge
more for podiums.
It will come naturally
because he is that
type of rider with a
winning mentality.”
BEZZECCHI INTERVIEW
MAKING THE
BIG MOTOGP
SPLASH
MARCO BEZZECCHI TALKS ABOUT THE FINE MARGINS

“I think many people see him as the ‘future’,” opines VR46
Business Development Director and former MotoGP Team
Director Johan Stigefelt. “You can see how hard he rides, how
competitive he is. MotoGP is super-hard now and he’s here as
a rookie but you know that another step is coming next year
and he will challenge more for podiums. It will come naturally
because he is that type of rider with a winning mentality.”
Marco has gone about subverting opinions in 2022. His results
have impressed in his first term gunning the Desmosedici and
a motorcycle that holds the 225mph top-speed record in the
sport. He’s outperformed competitors that got the better of
him in ’21 Moto2 and the hard-edged approach to Grand Prix
doesn’t quite tell the whole truth. “He is like that…but also a
very caring guy,” Stiggy adds. “He takes care of the people
around him. He’s sensitive in a way, and so polite.”
Bezz is the subject of the latest Monster Energy movie series
that pulls back the curtain on the relentless warriors that
bend the limits of their fitness, minds and fears in motorcycle
racing. “I liked doing it…but I also didn’t!” the softly-spoke
racer smiles. “I usually want to keep my private life private, but
the crew made me feel very comfortable and that gave me
confidence. I think it’s a cool thing to do.”
#72 shares his thoughts and emotions of life in-and-around
MotoGP and shows the work and demands away from
the Grand Prix circuits that many fans often don’t see.
To accompany the short film, we asked Marco about his
memorable ’22 and how life has shifted…
On coping with a brighter spotlight…
If you go well you have more attention and then more pressure
in the next races. If you go bad then you have the feeling that
people expected a lot more. In this sport, in every sport actually,
handling this is part of the job. I think, as riders, we have to put
the [engine] ‘map’ for racing in our heads and we have to know
how to deal with questions and media scrutiny. It’s OK.
On weighing the hopes of the fans…
I don’t think I have as many as other Italian riders but the ones
I do have are all so nice. I receive a lot of support from people
from my hometown or those at the tracks. I cannot complain
about anything. It is one of the best parts of the job.
“If you go well
you have more
attention and then
more pressure
in the next races.
If you go bad
then you have
the feeling that
people expected
a lot more.”

“It was a big
achievement
because it was one
target I had in mind
– a bit of a dream
actually – that I didn’t
know if it would be
possible in my first
season. It was a ‘I can
do it!’ moment and it
meant I could work
better. It was also a
nice moment…we
partied a lot after!”
On a highlight: qualifying 2nd at his home Grand
Prix and making the top five or the 2nd place in
Assen, his first MotoGP podium…
Well, of course Mugello was nice because it was my home
GP but Assen was something more because it was a
podium finish. It was another step in our development or
our growth here. It was a big achievement because it was
one target I had in mind – a bit of a dream actually – that
I didn’t know if it would be possible in my first season.
It was a ‘I can do it!’ moment and it meant I could work
better. It was also a nice moment…we partied a lot after!
On being defined as the ‘surprise’ of 2022 MotoGP…
Well, in the end I think it is OK. For my first year in MotoGP
I’ve made some very good races. If we look at people like
Vale, Marc Marquez, Dani Pedrosa and Jorge Lorenzo -
riders from another era – then they had very strong rookie
seasons but since then I think there have been some good
ones and bad ones. I think we did what we had to do,
and it’s OK if I am the ‘surprise’ of MotoGP this year. Last
year I was fast in Moto2 but you never know if you can be
fast in MotoGP. I was happy to be the surprise. MotoGP
is a crazy world and circumstances can change quickly
in sport. To go fast you need a lot of stuff: the bike, the
team, the people around you that make you feel good, the
calmness. You need to put all these pieces together to go
well. When something goes out of place it is easy to have
some troubles.

On balancing MotoGP and life away from the track…
In this regard I am good. I am able to switch off quite well.
During the season, a long season, you need to be able
to return home and do this because all the other hours
of your life are for this [MotoGP]. You train, you work,
you ride other bikes, you prepare: you do everything
for a season. We have a small break in the summer and
then another in the winter but you quickly come back
around to what you need to do. I’m quite good at finding
moments for me though and enjoying time with my
family and friends. We don’t speak about bikes or races. I
disconnect.
On the search for the next step and more
improvement…
In the end, as we said, people expect a lot from you. For a
new MotoGP season you cannot sit there and think ‘OK, I
know what I have to do’. You have to push more because
you have to do more…if not then you might not have a
bike anymore! Every winter is, let’s say, different but also
similar. When you switch category you know you have to
work a lot because the next bike will be harder but then
you cannot stop this progress. I think it is also one of the
best parts of the job. It’s good to keep yourself motivated.
Watch the full buzz about Marco Bezzecchi on
YOUTUBE.COM/MONSTERENERGY now!

WORDS BY ADAM CHILD ‘CHAD’ | PICS BY BMW MOTORRAD
E X C L U S I V E T E S T
BMW
FLEXES ITS
MUSCLES
BMW steps into the super naked
market, with its most powerful
naked bike in this highly
competitive class. The Germans
are flexing their muscles,
showing what they can do;
welcome to the 207bhp M 1000
R. On looks alone, it’s already a
winner for some.
BMW’s standard S 1000 R is a great bike. I tested
one for a whole year and loved its everyday
versatility and fuss-free ability on track. But
when up against the more powerful Italian competition –
the 200bhp hyper naked beasts from Ducati and MV– it
was, on paper at least, slightly lacking.
Ducati’s Streetfighter V4 and MV Brutale 1000RR are
both in the 200bhp club, with Kawasaki’s supercharged
Z H2 SE just a couple of horses shy. In the world it hardly
matters that the S1000 R makes a peak of 165bhp, some
35bhp lower than the big boys, but sometimes the real
world doesn’t matter. It’s the numbers that count. Hence

the introduction of BMW’s new M 1000 R, with
206.5bhp/154kw.
BMW has taken the new ShiftCam engine from
the 2022 S 1000 RR superbike and inserted
it into the S 1000 R’s naked chassis. It has the
same power and torque and the same gearbox.
BMW hasn’t stopped there. Aerodynamic wings
help to reduce wheelies by adding 11kg of
downforce at 220kph (137mph). New stoppers,
again taken directly from the S 1000 RR give
improved braking. Chassis dimensions remain
the same but the standard electronic suspension
(DDC Dynamic Damping Control) has been
recalibrated to deal with the 45bhp increase in
power. A manually-adjustable steering damper
is also new.
Electronic rider aids also get a substantial
upgrade and recalibration to deal with the
improved engine and braking power, and are
linked to a 6-axis IMU. New for the M 1000 R
and S 1000 RR is the new Brake Slide Assist
system, which allows some drift on corner entry
before the lean-sensitive ABS kicks in.
We headed out to southern Spain to see if the
BMW M 1000 R lives up to the hype.
AERODYNAMIC WINGS
HELP TO REDUCE
WHEELIES BY ADDING
11KG OF DOWNFORCE
AT 220KPH (137MPH).
NEW STOPPERS, AGAIN
TAKEN DIRECTLY FROM
THE S 1000 RR GIVE
IMPROVED BRAKING.

BIG POWER
Removing the engine from the latest S 1000
RR into the M 1000 R means it has a peak of
154kW (206.5hp, 210PS) at 13,750rpm, up
from 121kW/162hp/165PS for the standard
S 1000 R. Max torque is slightly down, from
114Nm to 113Nm, and higher in the rpm
11,000rpm, not 9250rpm.
BMW hasn’t detuned or remapped the
S 1000 RR ShiftCam motor, not used
in a naked chassis previously. Usually,
manufacturers will soften, or calm down
their sports bike motor before transplanting
it into a naked chassis. Even the gearbox
and internal ratios are the same, the only
difference is the final gearing, with a slightly
larger rear sprocket on the M 1000 R.
Compared to the S 1000 R 4th, 5th and
6th gear ratio are shorter, as it’s the same
as the new S1000RR.
The standard S 1000 R motor is usable
and easy to get along with and I was
concerned BMW may have diluted that with
the superbike’s ShiftCam engine, but they
haven’t. To make a 207bhp superbike engine usable is a hard job,
but BMW has managed it.
In the standard Road mode with restricted torque in the lower
gears, its ease of use compliments the rider. Fuelling is smooth,
power is progressive, and the quick shifter is light and perfectly
matched with each up or down change. Even in sixth gear the
motor pulls effortlessly below 30mph.
The mid-range is equally notable. Peak torque is a fraction down
and higher in the rpm compared to the S 1000 R, but there’s no
real loss where it matters. Drive is impressive up to 8000rpm and
it’s satisfying to short-shift via the smooth quick shifter, and enjoy
an urgent and sporty ride, very much like the standard S 1000 R.

But the M 1000 R holds an ace card: from
that relatively polite 8000rpm it revs on
to a redline just short of 14,600rpm! It’s
ridiculous to think we can now ride naked
road bikes with 207bhp and spin to almost
15,000rpm, feats and figures that were the
preserve of World Superbike machines just
a decade ago.
Fortunately BMW allowed us a few
laps of the Almeria racetrack to feel the
full potential of that engine and, wow,
it delivers. It just keeps pulling and
revving as if there is absolutely no
mechanical resistance inside
the motor. Top speed is
a quoted 280kph or
174mph, 16mph higher
than the standard S
1000 R.
But, don’t think of
the M as just a revhappy
superbike
in a naked chassis. The ShiftCam engine
is utterly usable in normal riding, limiting
torque in the lower gears. Until, that is, you
hit Race and Race Pro and all hell lets loose.
And it stops and goes around corners
The M 1000 R grows winglets that create
genuine downforce at the front. BMW
claims the winglets add 11kg of downforce
at 220km/h (137mph). In theory more
stability, and fewer wheelies.
BMW’s electronic Dynamic Damping
Control (DDC) is standard, not so on the
S 1000 R, and works with the bike’s riding
modes; ‘Road’, ‘Rain’, ‘Dynamic’, ‘Race’
and ‘Race Pro’. In Road and Rain settings,
the damping is more road-biased towards
comfort, with ‘Dynamic’, ‘Race’ and ‘Race
Pro’ for sporty/track riding. Modes can be
tailored to match the rider and conditions,
even settings for a pillion – should you find
one brave enough.
POWER
206.5 bhp @
13,750 rpm
TORQUE
113 Nm @
11,100 rpm
WHEEL
BASE
1455mm
SEAT
HEIGHT
830mm
WET
WEIGHT
199kg

On the road, you really
notice a difference between
the riding modes, which
change not just the engine
parameters but also the
handling and character of
the bike. ‘Road’ is obviously
set for comfort; there’s
more movement and
transfer through the chassis.
You can feel the suspension
working, while the ride is
plush and very much that of
a road bike. This is ideal for
around town and running
over road imperfections
with relative ease. You can
still have a spirited ride, but
once into Dynamic mode
you feel the difference immediately
as you have to work harder to make
the suspension work. It’s not stiff like a
race bike but there feels like less travel,
and movement, which means you can
ride a little more assertively.
I did try Race mode on track, but only
had a handful of laps and, anyway,
Race and Race Pro are more suited
to slicks or track-biased rubber than
the Bridgestone RS11 tyres. For the
majority of the ride, I simply decided
on the standard Dynamic road, flicking
to Road for town work.
You can, change the suspension
electronically, by changing front
damping, rear compression and rear
rebound electronically. Pre-load is
manually adjusted, not electronic.
Obviously, you can change the
suspension to match the way you ride
and your weight.
ON THE ROAD, YOU
REALLY NOTICE A
DIFFERENCE BETWEEN
THE RIDING MODES,
WHICH CHANGE NOT
JUST THE ENGINE
PARAMETERS BUT ALSO
THE HANDLING AND
CHARACTER OF THE BIKE.
The steering is light and easy;
eminently flickable for a 207bhp bike.
BMW have worked hard to maintain
the BMW S 1000 R’s 199kg wet,
which is class leading and the same
as the S 1000 R. Only Ducati’s R600k
Streetfighter V4 SP is (a few kg)
lighter, while the M is 40kg lighter than
Kawasaki’s supercharged Z H2 SE.
Personally I never fully clicked with
the standard Bridgestone RS11 rubber.
To be fair, the roads in southern Spain
were cold and far from perfect, but the
Bridgestone’s took a while to warm
up and didn’t offer the feedback that
translated into confidence. Certainly,
I could scrape a knee-slider for the
photos, and I never felt the DTC
or ABS kick in (unless deliberately
provoked) – but the confidence to lay
the M 1000 R on its side or brake deep
into a turn remained just out of reach.

A PRACTICAL NAKED SUPERBIKE
The bars are slightly wider and more aggressive,
but certainly not radical. As mentioned, the
suspension can be softened on the move (into
Road or Rain mode) but, even so, the seat isn’t
the most sumptuous – simply comparable to
other naked sports bikes in this class.
During the test, I managed 6.5l/100km
(43.4mpg), which is not far from BMW’s claim.
On an S 1000 R I’d typically attain low 40s to
nearly 50mpg on the odd occasion, with the
fuel light coming on slightly early at around
120-130miles. Again, I’d expect similar from
the M 1000 R, which is impressive for a naked
superbike. Under WMTC standard testing
conditions, the M 1000 R is rated at 6.4l/100km
fuel economy, which equates to 44mpg.
BMW hasn’t lost any of the standard bike’s
usability. Cruise control is still included as
standard, as are three-stage heated grips used
in the morning on test. The same informative
6.5-inch dash remains, with the BMW navigation
wheel on the left side. If you’re not used
to BMWs then it takes a while to click with
but once you’re familiar with the set-up, the
information is almost never-ending. I particularly
love the optional race dash, which clearly shows
lean angle, brake pressure, and TC intervention.
CLEVER BRAKES
On the road and especially on track the brakes
feel like a big upgrade over the standard
bike, which are the same as the S 1000 RR,
a big upgrade over the S 1000 R. They are
phenomenally strong. On the road you only ever
need one finger on the adjustable radial flip-up
lever, designed to flip up and not snap in a lowspeed
crash.
As you would expect from BMW, the brakes are
linked to BMW’s ABS Pro system, which is leansensitive,
due to the six-axis IMU. Furthermore,
as like the S 1000 RR, the naked M gets the
same Brake Slide Assist system. Once selected
(ABS Pro) the BSA works with multiple sensors
and parameters, like brake pressure, to allow the
bike to slide or ‘back-in’ to corners.
That ABS is recalibrated for the more
powerful calipers, and stability during highspeed
braking has also been increased by
the downforce of the new wings. The M feels
phenomenal on the stoppers and could well
turn out to be the best in class.
It’s not just the brakes that could be classleading,
the riders aids are incredible. Along
with the new BSA (Brake Slide Assis), there are
multiple rider modes that change the power and
torque, plus other rider aids like the standard
taction control, DTC Dynamic Traction Control
system. It doesn’t end there, wheelie control,
hill start, even a pit lane limiter, not forgetting
the Shift Assistant Pro (quickshifter). With the S
1000 R it takes less than a minute to reverse the
shift for race/track use.
As you’d expect from BMW, heated grips,
again like the S 1000 R, plus adaptive cornering
headlights and cruise control.
There are so many rider aids and options we
didn’t have enough time on the day to try them
all. But those we did play with worked to the
highest level. Everything can be personalised to
taste, from Rain mode will full rider aids acting
as a safety net, to very few rider aids with ABS
active on the front wheel only. One button on
the left cluster turns off the TC and anti-wheelie
control allowing you to loft the front end should
you wish.
BMW M 1000 R VERDICT
BMW already have an outstanding naked bike
in the S 1000 R. In many ways, they didn’t have
to produce this 207bhp naked superbike, but
thankfully they flexed their muscles to show
what they can do.
On paper, it’s their most powerful naked bike
to date, while its electronic package of rider
aids and riding modes are class-leading. Add
lightweight handling and awesome braking
power – not to mention the ‘M’ look and a high
level of finish – and the competition should be
worried. At under R450k it’s cheaper than the
200bhp Italian super nakeds, too.

WORDS BY SHAUN PORTMAN | PICS BY BEAM PRODUCTIONS
EXCLUSIVE TEST
A REFLECTION OF THE
PAST & THE
FUTURE
ITALJET DRAGSTER SCOOTERS PAST & PRESENT
An EXCLUSIVE TEST on two
very unique and sort after
Italian scooters we managed to
round-up here in South Africa.

The Italians just know how to create beautiful
masterpieces when it comes down to motorcycles or
scooters. They have been doing it for years now and have
seemed to perfect the art. This is not to say that they
never made masterpieces back in the day, especially with
their smaller bikes. One particular Italian brand’s bike
stood out amongst the crowd and that was Italjets 180cc
Dragster scooter. The Italjet Dragster was and is still the
only mass-produced scooter with a RAAD forkless front
suspension and a spaceframe. Alessandro and Leopoldo
Tartarini obtained a patent for this combination in 1997.
Produced from 1998 to around 2002 the Italjet Dragster
180cc was ahead of its time in both the aesthetics and
performance department. Its single-cylinder, liquidcooled,
2-stroke(Same as what Gilera used in their
Runner 180) engine produces an impressive 20.4hp and
in standard form would reach speeds of up to 160kph.
With a little bit of fettling and performance modifications,
you could reach speeds of close to or even over 200kph
on the 115kg crotch rocket. The Dragster, with its unique
looks, Ducati-type trellis frame and hub centre front
steering soon became a fan favourite and developed a
cult following which still remains, even to this day. There
are dedicated websites where you can find anything from
spare parts to performance upgrades for your Dragster.

The Dragster has all the benefits of a
conventional scooter with none of the
drawbacks, it can zip through traffic and it’s
practical with its automatic(CVT) gearbox,
comfy riding position and under-seat storage.
Unlike a typical scooter, the handling is tighter
thanks to a stiff trellis chassis, front and rear
disc brakes and wide tyres. When applying the
brakes it doesn’t have that typical front-end
dive that you get on other bikes thanks to its
unique front end and suspension setup. The
Dragster is well built but they’re getting old now
and many will be showing their age, especially
if used and abused by inexperienced riders. This
particular one we had on test is one of only a
handful of units in South Africa and had just
over 4000km on the clock. The lumo yellow
paint job was starting to fade thanks to many
years of exposure to the Cape Town sun and
elements. As mentioned earlier, it’s still easy to
get spares and tuning parts, though, especially
in Europe so the panels can be swapped out
easily enough.
The 2-stroke motor is very nippy and easily
out-accelerates traffic meaning you can safely
lane-split and even set off ahead of traffic at
robots, something you normally can’t do on a
scooter. The handling on this particular scooter
didn’t feel as good as I was expecting, maybe
due to the fact that the tyres were obviously old
and the suspension could use a good service
and setup. I felt very detached from the bike
around corners and it was often down to luck
whether I would make it out the other side of a
corner safely or not. The handlebars are quite
close together, short and narrow and therefore,
especially at low speeds cause a bit of a wobble
and uncertainty. The brakes are good for a
scooter and unlike most scooters, you only
need to apply one and not both at a time to
slow down safely and quickly. The Dragster
180 oozes character and is an absolute blast to
ride, not to mention the amount of attention
it attracts. It was not until I rode Italjets new
200cc Dragster, that I found out just how good
a scooter can and should be!
Italjet has announced that the 2022/23 Italjet
Dragster 200 had arrived in South Africa, with
stock of the exquisite-looking sports scooter
recently hitting Italjet SA and now spreading
through the firm’s national dealer network.
Unveiled in concept form at the EICMA
motorcycle expo in Milan, Italy, in 2018, the
modern incarnation of the legendary Italian
model boasts a trellis-style frame and centrehub
steering just like the original.
That first generation, which was hugely
innovative for a scooter for its time, was
sold in many markets around the world from
1998 to 2002, before the Bologna-based
company, unfortunately, succumbed to
financial pressures. Originally founded in 1959
by former Ducati stalwart, Leopoldo Tartarini,
new life was breathed into the ailing company
in 2005 by Leopoldo’s son, Massimo, and
indeed it is still Massimo Tartarini guiding
the operation today. Previous to establishing
Italjet, Leopoldo Tartarini was an integral part
of the racing and business team at Ducati

The original Italjet Dragster was sold in various
guises in both two-stroke and four-stroke
formats, but it was the fire-breathing Dragster
180, with its 176cc two-stroke engine, that took
the market by storm. Fast forward a few years
and Italjet is back, and back with a bang with
the Italian firm soon to also be releasing a
Dragster 500 which was also on display at the
recent EICMA show held in 2022.
The new Italjet Dragster utilises a single-cylinder,
4-stroke(181cc), liquid-cooled, DOHC with
centrifuge dry clutch which pushes out 17.3hp
and 15.5Nm of torque. After riding the 2-stroke
and then climbing onto the 4-stroke you are left
a little disappointed initially but the more you
ride it, the more it comes into its own. It has a
widespread of torque from the moment you set
off right up until you hit its 140kph top speed.
It does keep up with the 2-stroke top end-wise
but cannot hold a candle to it accelerating from
robot to robot. Mainly due to the fact that it has
less power and is slightly heavier at 140kg. This
extra weight does mean that the new Italjet 200
is more planted than the 2-stroke and combined
with its modern frame, suspension and tyres
handles like a housefly. It is stable and flickable

and offers a direct and instant response. The
MX-styled handlebars are positioned perfectly
which creates a sporty yet comfortable riding
position. The seats, with their signature Italian
stitching, are also well-padded making long
days in the saddle a joy. The brakes are where
the 200 really shines though, equipped with
top quality Brembo callipers – front hydraulic
200mm and rear hydraulic 190mm disc brakes
also featuring ABS.
Looks-wise and you can tell that styling cues
are still there from the original Dragster but
now incorporate a modern flare. It’s still utterly
unique and looks more aggressive than it
actually is pretty much like your neighbour’s
pitbull who looks scary but is in actual fact the
sweetest dog alive. Unlike its older sibling, the
200 has very little storage under its seat so you
will need to carry a backpack wherever you go.
Andrea Dovizioso had a part in developing the
latest incarnation of the Dragster back in 2021
and it shows with its low-slung trellis frame,
hub steering, and MotoGP-style lever guards
which also incorporate the front indicators in
them. “The Dragster is a concentrate of energy,”
Dovi says. “When I saw it for the first time, I
was impressed. I’m delighted to contribute with
technicians to the development of parts, braking
systems, and the engine. The details make the
difference, and the Dragster’s details are very
impressive, unlike anything else in this segment.”
You won’t be able to take the 200 safely on a
highway which is a little bit disappointing but as
a run-around, in-town you will be hard-pressed
to find anything better. Fuel economy from the
9-litre tank is great and you can expect over
200km on a single tank. We rode both these
scooters for days on end and had great fun
doing so and that is what they are all about at
the end of the day!
Price wise and you will still pay upwards of
R60k for a good 180cc 2-stroke example and
R130k for the new 200cc. Yes, it’s a lot of money
but at the end of the day, these scoots are
fashion statements and won’t be out of place
in a supercar or superbike garage. Italjet got
the Dragster so spot on from the get-go and
I am so happy that they have released a new
one, reflecting the past but in a modern way.
The only thing missing for me is that wonderful
2-stroke motor!

WORDS BY PAUL CARRUTHERS
Cameron Petersen hasn’t had an easy road
to the upper echelon of the MotoAmerica
Medallia Superbike class. For starters, it
began with him having to wrangle a pink
Yamaha PW50 away from his sister Shae.
It was the beginning of a successful yet
rocky path to MotoAmerica.
Born into a racing family (dad Robbie
and two uncles), Petersen took to riding
motorcycles like a fish takes to swimming,
but he faced a myriad of injuries before he
got to the point of making the switch from
dirt to pavement.
Petersen, who was born in Spain when
his father Robbie was working at Kenny
Roberts’ training facility, began riding
at the tender age of three in his family’s
backyard on the aforementioned pink
Yamaha. Turns out it wasn’t the last time
Petersen had to wait for an upgrade as
Shae got the bikes first and then handed
them off to her younger brother.
Petersen’s forté as a youngster was
motocross and it’s something he still does
as off-season training. He’s one of the best
in the MotoAmerica paddock on bikes
fitted with knobby tires.
Motocross turned into Supermoto, with
a bit of flat track in Zimbabwe thrown
in for good measure after the family
returned to their homeland. Petersen was
in his element on the dirt, and he wasn’t
interested in moving to road racing. A
few bad injuries later (including two
broken femurs), and Robbie picked up
Cameron from school one day with a
Honda CBR150 in the back of the truck. It
was a “let’s give this a try” moment, and
Cameron wanted no part of it. He spent
a day on the bike at the local track and
wasn’t impressed.
SA RIDER FEATURE
Petersen rode his first
motorcycle at the age of
three, and by the time he was
four, he was already racing.
WHERE AND
HOW IT ALL
STARTED
CAMERON PETERSEN
Father, Robbie Petersen, was
a very well-known racer both
in SA and the US and has
supported Cam from day one.

Although he wasn’t happy with it straight away, the little
Honda ended up pointing him towards road racing. That
set him up to follow in the footsteps of his father Robbie,
a champion in both his homeland and in the U.S. when
he ventured there to ride for Kenny Roberts on a Yamaha
YZR500 in the WERA Formula USA Series.
It was when Cameron first threw his leg over a two-stroke
Honda 125cc GP bike that he was hooked. Not long after,
he was battling with the likes of the Binder brothers, Brad
and Darrin, both of whom are now fixtures in the MotoGP
paddock with Brad a factory Red Bull KTM rider in MotoGP
and Darryn about to try his hand at Moto2 in 2023. There
was also a young Mathew Scholtz on the scene, and he
and Petersen became fast friends with the pair going on to
become stalwarts in the MotoAmerica paddock and regulars
on the Superbike podium.
“When I started riding the little Honda 125, that’s when I really
started liking road racing,” Petersen said. “I met the Binder
family early on, and Matty (Scholtz), as well.”
In 2008, Cameron and Robbie came to America for a Red Bull
AMA U.S. Rookies Cup tryout, and Cameron was impressive,
ending the test as the second-fastest kid. Petersen was
accepted, the contract was signed, and things were looking
up. Then, the rug got pulled out from under his feet when the
series was cancelled prior to Cameron making his debut. So, it
was back to South Africa.
“When I started
riding the little
Honda 125,
that’s when I
really started
liking road
racing,”
In 2013, Petersen won the South African Supersport
Championship on an MV Agusta and ran the number-one
plate a season later on a Yamaha YZF-R6.
“I think that South African Championship was MV’s first title
since Giacomo Agostini,” Petersen said.
In 2015, it was back to America with Petersen making his
debut in the MotoAmerica Championship. He finished 15th
in the series opener on a RoadRace Factory Yamaha R6, and
a week later, he posted a pair of sixth-place finishes at Road
Atlanta. He was off and running.

Although his career still had some bumps in the
road, it all changed for Petersen in 2020 when he
won the MotoAmerica Stock 1000 Championship for
Altus Motorsports. That title led to a full-on Medallia
Superbike ride in 2021 with the M4 ECSTAR Suzuki
team, with his first-career victory in the class coming
in the series finale at Barber Motorsports Park.
In 2022, Petersen was brought into the most
successful team in the paddock with a two-year
contract in hand, and he made the most of his
opportunity, riding the Fresh N Lean Progressive
Yamaha Racing YZF-R1 to third in the MotoAmerica
Medallia Superbike Championship with two victories.

DESERT
Ross Branch
HERO
RICKY CARMICHAEL’S
US ADVENTURE RIDE
RIDING AMERICA ON THE NEW TRIUMPH TIGER 1200
FIRST LOOK
DAKAR 2023
BENAVIDES AND KTM WIN!
PLUS: AFRICAN RIDERS SHINE

NEW
BIKES
2023 KTM
1290 SUPER
ADVENTURE R
The second generation of the latest KTM 1290 SUPER
ADVENTURE R will give a second wind. While the KTM
1290 SUPER ADVENTURE S will pound the roads and
cope with the dust, gravel and light, loose ground, the ‘R’
is orientated for hardcore offroad adventurers who wantand-need
premium kit to level any landscape or terrain.

KTM redefined the upper end of the travel/adventure
motorcycling segment with the rejuvenated KTM
1290 SUPER ADVENTUREs in 2021. The winning
combination of power, light weight, offroad agility
and handling earthed from years of DAKAR, Rally and
Enduro excellence, state-of-the-art electronics and
WP suspension, unbeatable travel features and styling
meant that KTM was the only choice for riders that
craved a bike that could do anything and go anywhere.
The fresh, sporty 2023 white colorway and distinct
orange frame is a nod to this race-bred lineage.
The KTM 1290 SUPER ADVENTURE R delivered acute
offroad positioning by harnessing all of the company’s
experience, nuance and confidence in the sector, R&D
and through competition. A model that can conquer
a mountain trail as effortlessly as a mountain pass can
count on the fabled LC8 engine that was slimmed by
1.6 kg for the last iteration and pumps out 160 hp. The
motor, fueled by a 23-liter three-piece tank, and with
an improved heat system to disperse temperatures out
and away from the rider, can deliver 138 Nm of torque
as gently or as forcefully as possible and comes with
the reassurance of 15,000 km service intervals.
The KTM 1290 SUPER ADVENTURE R was enabled for
the rigors of multiple surfaces by the advanced BOSCH
6D lean angle sensor that informs much of the bike’s
behavior and myriad of settings through Motorcycle
Traction Control, Motorcycle Stability Control, various
RIDE MODES, ABS and more. Further evidence that
the bike is primed for traction comes through the 48
mm WP XPLOR suspension, featuring split cartridge
forks and the modifiable rear shock with 220 mm of
travel. The XPLOR materials and the stock settings
have been tested and refined for the characteristics of
the KTM 1290 SUPER ADVENTURE R. The suspension
funnels the maximum level of feedback through the
ALPINA aluminum spoked wheels; with an improved
sealing system appropriate for tubeless tires. The 2023
KTM 1290 SUPER ADVENTURE R carries Bridgestone
AX41s as stock.
KTM invite all riders to #DARE2ADV so the KTM
1290 SUPER ADVENTURE R comes with everything
people would possibly need to roam the globe and
feel protected and capable while in the wilderness.
From elements like adjustable screens and handlebar
positions, honed and lightened bodywork for
ergonomics that give the best possible control but
also allow maximum comfort, optimized switches
and simplistic infographic set-up menus through
the wide, colorful 7” TFT display, RACE ON keyless
functionality, Tire Pressure Management and an
optional Quickshifter+.

For 2023 KTM has boosted the navigation
potential of the KTM 1290 SUPER
ADVENTURE R. Enhanced Turn-by-Turn+
guidance and the ability to set waypoints and
diversions are now all possible through the
handlebar switch dial and through the TFT. No
need to prop the bike and fish around for the
phone that engages the KTMConnect APP;
everything – including phone call answering
and logging top ten ‘favorites’ - can all be
done with a dab of a finger.
The KTM PowerParts collection is full of
gear and protection for anybody to ‘align’
themselves further with their 2023 KTM 1290
SUPER ADVENTURE R. In case there are any
bike components that riders feel is missing for
their particular trip – such as luggage, crash
bars, or more aesthetic touches - then the
options are plentiful.
Highlights of the 2023 KTM
1290 SUPER ADVENTURE R
// Stand out from the trekkers on the trail with a
brand new sporting white color and graphic scheme
// Never get lost or have direction doubts thanks
to new Turn-by-Turn+ guidance and more travel
navigation options
// Dependable LC8 V-twin engine with 160 hp and
138 Nm of torque means a world without limits and
motor that will conquer any condition or landscape
// ChroMo stainless steel light chassis weighing just
10 kg and sculpted for cornering stability and more
feeling under acceleration but based on long-travel
Enduro sensibilities
// WP XPLOR suspension represents some of the
most sophisticated hardware on any KTM offroad
orientated motorcycle
// Adjustable and customizable ABS settings and
RIDE MODES so the KTM 1290 SUPER ADVENTURE
R can traverse all terrain and meet any demand
// Standing or sitting: the KTM 1290 SUPER
ADVENTURE R ergonomics are a winner for comfort
and confidence. Further options across the bike
with a wide selection of KTM PowerParts (11
different seats)
// The complete adventure travel motorcycle with
features such as: RACE ON remote key system,
illuminated switches, 7” TFT dash board, adjustable
windshield, LED lights and simplistic but advanced
dashboard interactivity
// Robust spoked 21/18” aluminium wheels booted
with Bridgestone AX41 tires to further underline the
readiness of the KTM 1290 SUPER ADVENTURE R
to head away from the beaten path

RICKY CARMICHAEL’S
US ADVENTURE RIDE
MX Legend Ricky Carmichael inspires with an insight into his
2022 Summer Motorcycling Adventure, riding the Triumph
Tiger 1200 Rally Pro and Explorer.

What a great ride! Every year we do this ride it keeps
getting better and better! It blows my mind how we
continue to find new roads that lead to new places
that are just as spectacular as the places we went
to the year before. We say it every year and it’s true,
there is no better way to see this country than on a
motorcycle.
An adventure bike makes it even better because
it expands your possibilities to find non traditional
routes which often lead to new places you wouldn’t
have otherwise found! That was the case again this
year and I am grateful for the opportunity to do this
ride every year. The newly updated and redesigned
2023 Triumph Tiger 1200 made this year’s ride even
better with the number of miles we covered.
July 22nd - Arrival Day
The crew arrived at Empire Cycle in Spokane from
Australia, California, Tennessee, Mississippi and Florida.
As we all began to gather at the dealership and work
on getting our bikes setup for the ride, Kristen and
Amy had rolled out the red carpet for us all and had a
great lunch ready for us when we got there.
It was great to meet some of their customers as well
and share our stories from past adventure rides and
get some tips from the locals on our route to Darby.
Once we got done setting up our QuadLock phone
mounts, Mosko bags, Boxo tool rolls, Cardo PackTalk
coms, and other parts needed for the ride we headed
off to dinner to make our final plans for the ride.
July 23rd - Day 1 Spokane, WA to Darby, MT;
301 miles, 6hr 42min
We left Spokane early because we wanted to get to
Darby as early as possible since it’s become one of
our favorite places to stay and has become a staple
of our summer ride. The route we took had us head
southeast out of Spokane to St Maries on St Joe
River Rd through Hoyt then up to St Regis. It was a
super fun twisty road that followed the river, perfect
for getting ourselves adjusted to the new Tiger
1200s. We then made a quick stint on the interstate
to Alberton before heading south on Petty Creek
Road towards Lolo.

The road turned to dirt pretty quick and
it was fun to ride a little dirt on the first
day as well to check out the Tiger in those
conditions. We had already been in the
saddle for a few hours so when we came
across the Jack Saloon just before Lolo it
seemed like a great spot to wash the dust
down. One of my favorite parts of these
rides is finding fun spots like the Jack
Saloon to take a break. The place had great
atmosphere and our out of country guests
loved seeing a real western saloon with tons
of character.
From there it was on to Darby. The town
is amazing with some really fun places
to eat and listen to live music at the end
of our daily ride. The last couple years
some serious darts have also been played,
perhaps getting a little too competitive
at times, at the Sawmill Saloon. Darby is
located in the Bitterroot Valley and the
famed Yellowstone Ranch from the TV
show is also located there. We have stayed
at the same place, the Rye Creek Lodge for
3 years now. It is one of the nicest places
to stay, their cabins are first class and a
peaceful place to rest after a long ride.
We made a quick grocery stop for some
provisions for breakfast the next morning
then made our way to the cabins for a
quick shower then headed into town for
dinner. We found the Big Cat Cafe a couple
of years ago and that has been our spot
ever since. It’s a great place to relax and
enjoy some great food and reflect on the
days ride. My buddy Chad Warrix was on
this year’s ride and thankfully he brought
his guitar. We closed out the day with some
outstanding guitar playing by our buddy
Apples, Ray and Chad. It was a perfect
ending to the day.
July 24th - Day 2 Darby to West
Yellowstone; 284 miles, 6hr58min
It’s hard to explain how nice it is waking
up at the Rye Creek Lodge in the middle
of a beautiful Montana valley. Like a lot of
things, pictures don’t do it justice and you
just have to experience it. The temperature
was 55 degrees and not a cloud in the sky.
We new it was going to be a great day to
ride! After making some egg sandwiches for
the crew we zipped up all of our vents on
our Fox Legion gear, Chad lead us in our pre
ride prayer before we mounted up and were
off for West Yellowstone.
We wanted to find some more dirt
roads and a non-traditional route to
West Yellowstone so we headed north
to Grantsdale and turned East towards
Anaconda. Not to far into our trip we came
across these amazing little falls called
Skalkaho Falls. It was a great place for a
quick photo with the crew. We rolled on
climbing the pass on our way to Butte
where we made a quick pit stop then back
off the main road heading for Virginia City.
Finding places like Virginia City are what
makes our rides so much fun. It was an old
mining town with lots of cool shops and
places to eat. It’s fun to imagine what life
must have been like there 150 years ago!
The crew grabbed some pizza then we
checked out the old Pioneer Bar, took a
little walk around the town to stretch our
legs then headed back out on the road. We
made our way through Ennis and saw some
more epic views then turned south on a fun
road that ran us past Earthquake Lake. We
had to stop and learn why it was called that,
and sure enough a huge earthquake in 1959
caused a rockslide that blocked the river
and 3 weeks later there was a lake!

Mother nature sure is impressive! We made it
to our spot in West Yellowstone with time to
relax and clean up before dinner. We stayed
at the West Yellowstone B&B just outside of
town and the other half stayed at some really
nice cabins at the Yellowstone Inn. That night
we had one of our best meals on any of our
trips, and possibly the best BBQ I’ve ever had
in my lifetime at Fire Hole BBQ.
Turns out my buddy Guy Fieri has been
there as well and was so impressed he shot
an episode of his show there. They made
the crew a platter of food and filled us with
so many sides we knew breakfast was going
to be a challenge the next day!
July 25th - Day 3 West Yellowstone, MT to
Palisade, CO; 571 miles, 11hr 10min
This idea seemed better on paper. Lol. We
knew it was going to be a long day but
the payoff was being able to ride some off
road in Colorado so we got an early start
so we could hit Yellowstone National Park
before the crowds started flowing in. It
was 41 degrees when we rolled out so the
Tiger’s heated grips and seat were great to
have that morning! Right off the bat we saw
amazing wildlife! Lots of bison, elk and deer
among other animals. We made our way
past some of the hot springs which looked
amazing in the clear cold morning.
We rode past Yellowstone lake and got to
see some of the sites before heading to
the Tetons. It was an absolutely beautiful
morning and the mountains looked like a
painting. Our guys from Australia we blown
away by the size of the mountains and how
majestic they were. Luckily, we found a fun
little off road section we got to ride for a bit
and we were able to get some great pics
that will last as memories for a lifetime!
With plenty of miles ahead of us still we
made our way south via Flaming Gorge for
some more amazing views with absolutely

epic winding and twisting roads. Along
those beautiful winding roads, I was amazed
at how well the new 1200 performed
because of its nimbleness from the lower
CG (center of gravity) and lighter overall
weight. From there, we would continue
south into Grand Junction Colorado then
over to Palisades where our Motel for the
next couple of days, the Spoke and Vine, was
located. We were in luck that the motel had a
food truck that night and after 570 miles we
didn’t feel like going anywhere so it worked
out perfectly. The motel has a cool little
bar as well so a few drinks were in order to
celebrate our longest day of the trip.
July 26th - Day 4 Palisade to Ouray,
Engineer Pass, Silverton back to Palisade;
283 miles, 8hr 20min
We had a later kickstand time since we were
supposed to have a shorter, but super fun,
off road day in the San Juan Mountains. Little
did we know we were about to get more of
an adventure than we planned for! My buddy
Chad has been telling me about Ouray for
years, so that was part of the reason for the
long ride the day before so we could make it
to Colorado to explore a part of the country
that me, and others on our ride, have never
been to before. Colorado has always been
a favorite place of mine to visit, so I couldn’t
wait to check it out.
super rewarding to make it to the top but
that’s when the real adventure got started!
We saw the weather was starting to roll in
so we made a quick exit only to get caught
in some pretty heavy rains. We made it to
Silverton, which was another cool western
town, and thought we were home free
navigating the paved twisty roads back to
Ouray only to make it a few miles from there
to find a massive mudslide had just closed
the road! I have never seen anything like it
before, nor had anyone in our group! We
had just missed it by about 15 min. It was at
this point things got serious pretty quick.
In that part of the country your options are
limited. We knew the roads were closed
over on the Lake City side as well, so our
only option was to take the pass back out
and go around the mudslide if we didn’t
want to wait for the crews to come and
open the road, which could have ranged
anywhere from a 3-5 hour wait.
The town of Ouray is amazing! It’s one of
those places you just have to experience
and I highly recommend you do if you
can. It has everything outdoor a person
would want to do, it’s also known as the
Switzerland of the US. For us, we were there
to ride some trails and see the amazing
views it has to offer. Just outside of town
we jumped on the trail to Engineer Pass.
It was probably one of the toughest rides
I have done on an adventure bike, not to
mention the lack of oxygen, but the Tiger
1200s made it and the payoff was incredible
with the views we saw along the way. It was

With it getting late we made the decision
to head back to Silverton grab some fuel
and make our way back into the mountains
and over the corkscrew pass, (which ended
up being an awesome addition to the
ride), and around to Ouray. With the rain
falling it was for sure more challenging
than what we planned on doing on our last
day of riding but luckily the Tigers were
up to the challenge as well and we were
able to successfully navigate our way out
and get back on our way to Palisade. At
one point we were able to look across the
valley, where we saw the crews cleaning the
mudslide so we knew we made the right
decision on time.
Once we were heading north of Montrose
the skies cleared up and it warmed up as
well. We were pretty much dry another 50
miles later and had a great time chatting
it up on are Cardo Edge’s about what an
amazing and unexpected experience that
day’s ride had been!
We wrapped up our trip with an amazing
wine tasting at the Blue Beryl Winery
hosted by our dealer friends in Grand
Junction, All Terrain Moto. It was so nice of
the Wells Family to welcome our crew at
the end of our ride and host us at such a
beautiful spot. It was the perfect ending to
our trip!
At the end of the day, when it is all over
and I have a moment to reflect, I’m always
humbled by the support that our great
partners give us. Especially the incredible
Triumph dealers. They take time out of their
own lives, workdays and work force to make
our experience incredible and seamless. I’m
so thankful for their dedication because
outside of our ride I know that they have
a business to run. Finally, to our summer
ride crew that made the financial sacrifice
and spent valuable time away from work
and family, I appreciate you all so much and
sincerely thank you for making this ride one
for the books!
Final Stats:
• 1465 miles 34hrs 5min.
• States, Washington,
Idaho, Montana,
Wyoming, Utah, Colorado
• 2 National Parks,
Yellowstone, Grand Teton
• Multiple National Forests
• Countless laughs and a
lifetime of memories!

TO THE
Ross
Branch
TOP OF THE
WORLD
From Botswana to the top of the world is a long way, and it
took Ross Branch a long time to finally make his debut on the
Dakar Rally and show the world what he was capable of.
Bursting onto the scene as the fastest rookie in
2019, Ross captured immediately the hearts
of Southern African Dakar fans and off road
enthusiasts in general, because it is impossible not
to connect with him. Ross’s smile is contagious.
“Never give up”, is his mantra. Often, it’s easier said than done,
but for the Monster Energy athlete it’s a truth. Ross has had to
overcome terrible setbacks, huge crashes and plenty of hurdles
but he always comes back with a smile.
How tough it is for a talented off-road racer from the small
African country of Botswana to join the Dakar, which is
traditionally a Europe-dominated event.
“It was a nightmare to get here. For an off-road racer, the Dakar
is the ultimate dream and I wanted it really hard. The first
challenges were the budget and the lack of navigation training
in South Africa as we race mainly Baja’s,” he said.

IT’S A GREAT TEAM
AND IT ALLOWED ME
TO RACE KNOWING
THAT I HAD A SEAT
FOR 2023 TOO, SO IT
WORKED GREAT.
“At that time KTM South Africa helped me but at the
condition that I won three national championships. I did it,
and I made my debut in Peru on 2019. As for the budget, it
cost me €200,000 to race in 2019 and 2020, just to prove
to the world how competitive I was”.
Last year came another challenge, competing the Dakar
Rally knowing that it would have been the last season with
Yamaha as they were closing their racing programme. It
wasn’t going to stop Ross, though…
“Fortunately, we were informed before the Rally, so I was
able to make an agreement with Hero Motorsport. It’s a
great team and it allowed me to race knowing that I had a
seat for 2023 too, so it worked great. I wanted to do well
to thank Yamaha but unfortunately I crashed on Stage 6
when I was 7th in the overall standings, which wasn’t the
way I wanted to end the race.”
Looking at this year’s edition, it’s been a roller coaster for
Ross and the team. It’s been one of the toughest Dakar
races in history so far, but he’s enjoyed the challenge.
He said: “It has been a very tough week, but I like the
terrain: I good mix of everything. Sand, rocks, easy
navigation, tricky navigation. A good cocktail!

“I also like Saudi Arabia. In a way we are
out of our comfort zone here because the
culture is so different to what we are used
to. The food, the people, it’s very different
We are all so friendly in South Africa, and
here sometimes it’s difficult to understand
the culture but I like it.
“In terms of results, we are not where we
wanted to be after the rest day. It’s been
a terrible week for us. We ran out of fuel
in stages 3 and 4, which was completely
unexpected and nobody’s fault. We are using
a new ride by wire throttle that we hadn’t
test enough before the race because of a
lack of time, and it consumed more fuel than
we expected in the deep sand,” said Ross.
Despite the challenges, there was a big
highlight just before rest day when Ross
took an awesome stage victory, a huge deal
for both himself and the team; “I needed to
get back on top for myself and for the team.
They’ve worked so hard. Stage 8 was almost
perfect for me and we proved that we are
fast, so it felt great.”
After all the trials and tribulations, has it
ever crossed his mind to end the race early?
“Several moments this week. One day I
hardly hit my face and then we had the fuel
issues two days in a row, I just wanted to go
home. Dakar is so ruthless because you only
have one shot a year, but I’m happy I stayed
and I didn’t give up.
“Once again, I learned a lesson: we put our
life on the line when we are racing here, but
when I take off my helmet, I’m so grateful
for what I’m doing and what I have. Dakar
is my life”.
I’M SO
GRATEFUL FOR
WHAT I’M DOING
AND WHAT I
HAVE. DAKAR IS
MY LIFE”.

D A K A R R A L L Y 2 0 2 3
DESERT DUEL
Red Bull KTM Factory Racing’s Kevin Benavides has won the 2023
Dakar Rally! At the end of what has been a hugely successful race
for the team, Benavides led home a KTM one-two with Toby Price
securing second place, just 44 seconds behind his teammate. The
result marks KTM’s 19th victory at the iconic rally-raid event.

Never before had a biker lost the lead of the
Dakar in the last special. And never before had the
winner and the runner-up been so evenly matched.
An unprecedented scenario that came on the
back of another historic first, namely, the mere 12
seconds separating KTM’s Toby Price and Kevin
Benavides on the eve of the finale. The longest
Dakar held in Saudi Arabia came down to a sprint,
an exercise that both former enduro riders excel
in. Price kicked off the 45th edition by winning the
prologue before flying under the radar near the
front of the race, like the Argentinian, who only
came out of the woods to win stage 13 and swoop
down on the Australian.
The finish was like a hurdling contest in which
every checkpoint was a hurdle. In his own words,
Price lost the Dakar by stumbling twice. Kevin
confessed that he had to backtrack once to
validate a waypoint, but Toby did it three times.
At the finish, the Argentinian joined the club of
two-time Dakar winners (2021 and 2023), 43
seconds ahead of his new peer (2016 and 2019).
He joined the ranks of Auriol, Rahier, Meoni, Price
himself and Sunderland. 100th last year due to a
broken engine, the new winner, signed by KTM
after his success on a Honda, puts an end to three
years in which the Dakar was painted red. After
two victories for Honda and one for GasGas last
year, the orange brand from Mattighofen retook
the throne with its nineteenth triumph. Skyler
Howes, who rides for their sister team Husqvarna,
will stand next to them on the podium, although
he deserved so much more in his fifth Dakar. The
American wore the leader’s mantle for six days
before being pipped at the post, but he is pumped
and proud to clamber onto the podium for the first
time —the fifth for an American biker.
The 2023 Dakar tasted like sweet revenge for
the big losers of the previous edition, when Price
lost big time from the beginning and was unable
to finish higher than tenth, his worst result at
the finish, while Howes crashed out and Kevin
Benavides’s motorbike gave up the ghost. This
time, the Dakar did not smile on the majority of the
2022 headliners. The race ended prematurely for
half of last year’s top 10, and not just the minnows.

Sunderland, the defending champion,
called it quits in stage 1. The next day, it was
Brabec who also fell, followed by Barreda
in stage 8. Mason Klein, the top rookie in
Jeddah in ninth place, who had seized the
lead in stage 2 of this Dakar, threw in the
towel in stage 13, while Walkner, on the
podium last year, crashed on the eve of
the finish. Three other works riders found
themselves on the receiving end of the
Dakar’s ruthlessness.
Hero’s Joaquim Rodrigues and Sherco’s
Harith Noah were added to the casualty
list in stage 4. The Indian’s teammate, Rui
Gonçalves, retired in stage 6. In this war
of attrition, Honda placed three of its four
factory riders in the top 10. Quintanilla
finished just outside the podium, ahead
of Van Beveren, while Cornejo was eighth.
Luciano Benavides (HVA), the most prolific
stage hunter of this edition, with three,
came in sixth. Daniel Sanders, who again lit
up the start of the race before his physical
condition took its toll, was seventh. Lorenzo
Santolino, eleventh last year, patiently
played for time on his Sherco to move up to
ninth and retake his place in the top 10 after
2021 (sixth). Franco Caimi (Hero) rounded
it the first ten, ensuring that all six factory
teams in the 45th edition are represented
near the top.

Kevin Benavides: “It’s been an amazing day! I just focused on every kilometer
from the first to the last. I didn’t think about the position or the result I just gave
my 100 percent over the whole stage and tried to enjoy the day. The special was
really fast and tricky, and so muddy – thankfully I didn’t make any big mistakes,
but it would have been easy to have an issue out there today. I have worked so
hard for this. This year’s rally has been one of the closest ever and there wasn’t a
single day where you could afford to ease off. I couldn’t have done it without the
support of my team, and all my family and friends. It’s going to take a little while to
sink in, I can’t describe this feeling right now.”
Toby Price: “So, so close. Yeah, a great job from Kevin, he did really well today.
I knew it was going to be tight, and of course I pushed right from the start all
through the stage. I just missed three waypoints by virtually meters, and it
dropped me back. Obviously, the goal is to win, and it’s frustrating to miss out by
such a narrow margin. But I’m fit, healthy, and I’m going home with a trophy, so
that’s the most important thing. I’m ready for another one next year.”
Skyler Howes: “I am so happy! It’s been an incredible race with highs and lows,
and it’s come right down to the wire on this final day. I knew the guys behind
me would be pushing so hard today, and to go into this final day less than two
minutes behind after well over 40 hours of racing is incredible. I arrived at the
finish safely, and it feels like a dream come true and such an honour to share it
with two legends like Toby (Price) and Kevin (Benavides). Everyone knows what
you have to go through to get to this point, and after all that hard work, it makes
this moment feel so sweet. Of course I want to come back and see what the
other two steps of the podium feel like. But to now be one of five Americans to
reach the podium at Dakar, it feels amazing.”

Rally2: “Dudu” fast and solid
After Bradley Cox’s premature exit following
a fall, the contenders for the Rally2 category
quickly stepped to the fore. Paolo Lucci and
the rookie Michael Docherty pounced first
while the flu-struck Romain Dumontier bided
his time. Both the Italian and the South African
made mistakes, crashing one after the other
on the first few days and leaving the French
steamroller to pulverise every pitfall before him
at a pace that often saw him match the RallyGP
bikers. “Dudu” clinched his maiden win in
stage 4, took over the reins of the classification
the next day and never looked back. Only his
teammate Docherty, who lives in the Emirates,
subsequently challenged him for two specials
in the Empty Quarter, his adoptive stomping
ground. The three men ended up fourteenth
through sixteenth.
SA’s own Charan Moore
on his way to victory in the
Original by Motul race.
Sixteenth overall, Docherty was also the
top rookie of this edition. In the Original by
Motul race, for riders without assistance in
the bivouac, the South African Charan Moore
was the favourite to win the category after
finishing fourth in his debut last year. He took
the spoils after an epic duel with the Spaniard
Javi Vega, on whom he gained the upper hand
in the second-last special. The veteran Mário
Patrão, a Legend status holder, completed the
podium. 15 Original by Motul riders survived
the toughest Dakar in the Saudi saga, including
Kirsten Landman, a woman. The compatriot
of the winner of the category finished second
in the women’s classification, which went to
Mirjam Pol from the Netherlands.
What a remarkable performance
from the revelation of Dakar2023,
Michael Docherty. This humble and
super talented young rider finished
top Rookie, P3 overall in Rally 2 and
consistently challenged the top riders
in the world throughout the event.
The winners of the Rally2, Original by Motul,
women’s and top rookie competitions all
ride for HT Rally Raid Husqvarna Racing. A
clean sweep for Henk Hellegers’s team of
private riders who shine in public! Only the
top junior classification escaped his clutches.
The Frenchman Jean-Loup Lepan, riding for
Nomade Racing, took the competition after
finishing fourth in Rally2 and seventeenth
overall.

SUPERSTAR!
Kirsty Landman did it! The only Lady in the toughest Class,
Original by Motul (with no assistance) to finish and who
won the hearts of the World. Well done Kirsty!

ROUGH &
TOUGH
South African rider Charan Moore wins the toughest
class – Original By Motul – in what has been
described as one of the hardest Dakars in years.
31-year-old Charan Moore (bib number 40,
riding for HT RALLY RAID HUSQVARNA
RACING) returned to dunes and wadis of
Saudi Arabia with one goal in mind: to win
the Original by Motul class in what was
only his second Dakar Rally. The fact that
he succeeded despite almost impossible
weather conditions, was a testament to
his dedication, and the skills he has honed
on the equally challenging gravel plains of
Namibia and in Lesotho’s Maluti Mountains
(where he is the Race Director for the Roof
of Africa).
After a rollercoaster two weeks which
contained everything that makes the Dakar
both magical and immensely tough, Charan
emerged victorious. His ultimate winning
margin of 20:01 belies the challenges he’s
faced during the event. The combination
of mechanical issues, injury and flu made
this Dakar even more difficult. Charan
twice built up a substantial lead over his
nearest rivals, only to see it whittled away
by a determined field of experienced and
committed riders in what was previously
known as the Malle Moto class.
Competing in the Original by Motul class
tests not just riding ability, but also a
competitor’s mechanical competence,
organisational abilities, and capacity to
perform mentally and physically in the face
of extreme and cumulative fatigue.
Just like everyone he was up against,
Charan was essentially on his own. Other
than world-class lubricants and oils
supplied by event sponsor Motul, he had
no support: he was responsible for carrying
out all the maintenance on his bike,
including running repairs made necessary
by rocks, sand and overheating. The reward
for completing each stage and working on
his own bike was a too-short night’s rest in
a tent on the floor.
While 2022’s Dakar had been
criticised in some quarters for being
uncharacteristically easy, this year’s event
was anything but. Saudi Arabi is not a
country that you would typically associate
with heavy rains and flooding, but this
year’s Stage 7 was cancelled due to the
extreme weather conditions.

By this point, Charan had rebuilt his
lead over his friend and sometime riding
companion, Dakar veteran Javi Vega, the
Spanish rider who pushed him hard all the
way. Charan had recovered from his bout of
flu, but further challenges were just around
the next sand dune.
In the second half of the Dakar, disaster
struck. A faulty gearbox necessitated an
engine change that cost Charan 5 hours of
mechanical hard work – and a 15-minute
penalty. Radiator issues for Moore on Stage
11 saw Javi Vega reclaim the lead he had
last held after Stage 5, and set the scene
for a nail-biting climax.
On the penultimate stage, it was Vega’s
turn to suffer, and Moore ended the day
with a 17-minute lead. The final stage
is typically a procession, but overnight
downpours and hail meant that conditions
were extremely wet and muddy with many
bikes getting stuck. This last hurdle meant
that Charan could not be certain of victory
until the very end. Charan not only won the
Original by Motul category, but came 28th
overall in motorcycles and 12th in the Rally
2 Class, a very impressive performance by
anyone’s standards.
“This year’s Dakar has been a real
rollercoaster, physically and emotionally. I
wanted to build on my 4th place in Original
by Motul and 34th placer overall from last
year, and I have done it!” commented a
delighted Moore at the finish line. “It’s an
honour to have won a trophy of this calibre,
and I’m proud to say that I’ve left nothing
in the tank,” he added.
Charan confirmed that after a well-earned
rest, he’ll be heading home to start
planning this year’s edition of the “Mother
of Hard Enduro” – the Roof of Africa 2023.