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ISSUE <strong>28</strong><br />
TRANS<br />
FORMER<br />
ITALIAN FLAIR WITH JAPANESE SUPERPOWER<br />
RIDER<br />
FEATURE<br />
BMW<br />
M1000R<br />
FIRST<br />
RIDE<br />
BMW FLEX THEIR MUSCLES WITH<br />
THEIR STRONGEST SUPER NAKED EVER<br />
FIRST RIDE<br />
BIMOTA TESI<br />
H2 CARBON<br />
Petersen<br />
CAMERON<br />
PLUS FAST TRACK WITH DARRYN BINDER<br />
BAUTISTA & BEZZECCHI INTERVIEWS
EDITOR’S NOTE<br />
Hello Moto Rider World Fans<br />
and here’s wishing you all a<br />
happy and healthy 2023. We<br />
help kick the new year off with<br />
a great read that will no doubt<br />
leave you feeling happy, positive,<br />
and most importantly excited<br />
for more to come.<br />
For 2023 we plan to get bigger<br />
and better once again, taking<br />
SA motorcycle media to heights<br />
never seen before. We aim to bring<br />
the SA motorcycle market nothing<br />
but the best content, both locally and<br />
internationally. I will once again be<br />
based in the UK and will be attending<br />
a few MotoGP races to bring as much<br />
of the inside scoop and closer to the<br />
Binder boys and Ruche Moodley as<br />
possible.<br />
I’ve managed to build up some great<br />
relationships and resources in the<br />
paddock so will be looking to extract<br />
as much as I can from that to bring<br />
you all up-to-date and exclusive<br />
content, as we did in 2022. I urge you<br />
to all keep following our ever-growing<br />
Facebook and YouTube channels as<br />
we are consistently posting great<br />
content for all to enjoy – content that<br />
is relevant and noteworthy. I’m going<br />
to be hassling as many riders as I can<br />
for interviews and signed memorabilia<br />
so I can promise you that if you do not<br />
follow or subscribe to our pages you<br />
will be missing out big time.<br />
“We aim to bring<br />
the SA motorcycle<br />
market nothing<br />
but the best<br />
content, both<br />
locally and<br />
internationally. “<br />
complain, they just equip themselves<br />
with the right riding gear, and off they<br />
go. There is plenty the SA scene could<br />
learn from this lot here, from dealers to<br />
riders, they do a proper good job here<br />
and the motorcycle market is thriving<br />
with bike sales – new and used – and<br />
motorcycle accessories sales booming.<br />
I am learning more and more each<br />
day and that is helping me and the<br />
<strong>MRW</strong> team back in SA to provide you<br />
all with better content. For so long,<br />
SA motorcycle media has been far<br />
behind the rest of the world, but I am<br />
proud that we as <strong>MRW</strong> have bridged<br />
that gap big time and we now also<br />
have a big international following. I<br />
often get stopped by fans at MotoGP,<br />
BSB, and other motorcycling events<br />
this side complimenting me on the<br />
job we are doing with not only the<br />
digital magazine but also our social<br />
media pages. We have very much put<br />
ourselves in the spotlight and on the<br />
same level as some of the top and<br />
more established companies.<br />
CONTRIBUTORS<br />
Shaun Portman<br />
Beam Productions<br />
Adam Child “Chad”<br />
Sheridan Morais<br />
SUBSCRIBE!<br />
Email rob@motoriderworld.<br />
com to subscribe - R500<br />
once-off for a 12-issue<br />
subscription.<br />
Check out our YouTube<br />
channel and website for<br />
some exclusive video<br />
content.<br />
CONTACT<br />
DETAILS<br />
EDITOR/OWNER<br />
Rob Portman<br />
082 782 8240<br />
rob@motoriderworld.com<br />
ANYTHING & EVERYTHING<br />
Shaun Portman<br />
072 260 9525<br />
shaun@motoriderworld.com<br />
Copyright © Moto Rider World:<br />
All rights reserved. No part of this<br />
publication may be reproduced,<br />
distributed, or transmitted in any<br />
form or by any means, including<br />
photocopying, articles, or other<br />
methods, without the prior written<br />
permission of the publisher.<br />
Life here in the UK has been great for<br />
me and the family. There is so much<br />
more opportunity to grow, especially<br />
for my kids. Yes, it’s freezing, but we<br />
can happily deal with it knowing our<br />
kids have a bright future ahead. The<br />
motorcycle industry here is huge,<br />
which is surprising considering the<br />
crappy weather, but no one seems to<br />
A big part of this has been the<br />
continued support of our advertisers<br />
and fans. We can’t thank you all<br />
enough and as I said earlier, we are<br />
excited for the year ahead and taking<br />
another big step forward.<br />
Until next month, enjoy the magazine<br />
and all the best.<br />
FOLLOW US<br />
WEBSITE: www.motoriderworld.com | FACEBOOK: www.facebook.com/Moto-Rider-World | INSTAGRAM: Motoriderworld
MONSTER ENERGY<br />
YAMAHA MOTOGP<br />
UNVEIL “MILITARY”<br />
INSPIRED NEW<br />
2023 YAMAHA<br />
YZR-M1 LIVERY<br />
All eyes were on the Monster Energy Yamaha<br />
MotoGP team on Tuesday morning as they<br />
showed off their new-look 2023 Yamaha M1 in<br />
Jakarta, Indonesia, at Yamaha Indonesia Motor<br />
Manufacturing’s 2023 ‘3S Dealer Meeting’ - the largest<br />
dealer meeting in the world within Yamaha’s network.<br />
The perfect location for the Iwata factory to officially<br />
kick off their quest to reclaim the MotoGP World<br />
Championship this coming season.<br />
Yamaha Motor Co., Ltd. President Yoshihiro Hidaka,<br />
General Manager Motorsports Development Division<br />
of Yamaha Motor Co., Ltd. & President of Yamaha<br />
Motor Racing Takahiro Sumi, Monster Energy Yamaha<br />
MotoGP Team Principal & Yamaha Motor Racing<br />
Managing Director Lin Jarvis, Yamaha Indonesia<br />
Motor Manufacturing President Dyonisius Beti,<br />
Monster Energy Yamaha MotoGP Team Director<br />
Massimo Meregalli, and Factory Yamaha riders Fabio<br />
Quartararo and Franco Morbidelli took to the stage at<br />
the 2023 ‘3S Dealer Meeting’ to share their thoughts<br />
on “a new era” for Yamaha.<br />
An updated colour scheme for the Monster Energy<br />
Yamaha MotoGP YZR-M1 is the key headline from the<br />
launch, as the blue brand incorporates a camouflage<br />
design to their iconic blue and black style. The new<br />
look blends Yamaha’s signature blue with a smattering<br />
of grey, whilst still showcasing the adventurous lifestyle<br />
colour scheme of Monster Energy.
FABIO QUARTARARO<br />
My winter break didn‘t fully go as<br />
planned because I injured my hand<br />
during motocross training. But I‘ve<br />
kept working non-stop. I‘ve done a<br />
lot of cardio to make sure I‘m 100%<br />
fit for the 2023 season. My hand<br />
injury is fully recovered now too, so I<br />
feel ready to fight for the title again.<br />
We have the new camouflage livery,<br />
which is a nice change. I like the<br />
new look, and it‘s good to switch it<br />
up a bit. But more importantly, I am<br />
looking forward to start riding again.<br />
I am very curious to test the 2023<br />
YZR-M1 in Sepang. We will work hard<br />
this season, as we always do. We<br />
have learned a lot in 2022, and now<br />
I just want to fight for the title again.<br />
My fans have been very supportive,<br />
sending me lots of messages over<br />
the winter. I‘m excited to see them at<br />
the tracks again this season. We will<br />
have some fun!
FRANCO MORBIDELLI<br />
We are making a fresh start today,<br />
with a new look. Everything has<br />
gone back to zero and anything is<br />
possible this season, so that is an<br />
exciting prospect. We‘ve ended<br />
2022 with an improved feeling. Now<br />
it‘s important that we do a good job<br />
at the upcoming winter tests, so we<br />
will be ready to start the season in<br />
March with the first race in Portugal.<br />
There‘s a new race format, which<br />
will take some getting used to for<br />
the riders and the teams, but I see<br />
it as a positive change because it‘s<br />
something that the fans will enjoy.<br />
I want to thank the Indonesian<br />
fans who we saw at today‘s dealer<br />
meeting for their support. Their<br />
enthusiasm has given us a boost, and<br />
I can‘t wait to start the 2023 season in<br />
the best way possible.
NEWS DESK<br />
MEET THE DUCATI GHOST,<br />
A HYBRID RACER THAT<br />
GIVES YOU THE THRILL<br />
OF A HYPERBIKE, BUT<br />
WITH LOWER EMISSIONS<br />
2021 was a pretty interesting year for Ducati. It started off with a<br />
statement from Ducati CEO Claudio Domenicali, saying that the future<br />
of the company was electric, but by March 2021, Ducati’s VP of global<br />
sales and member of the board Francesca Milicia mentioned that an<br />
electric Ducati racer wasn’t feasible, considering the fact that “an electric<br />
motorcycle cannot guarantee the pleasure, the range, the weight, etc.,<br />
that Ducati riders expect.” However, as soon as December rolled around,<br />
Ducati gave the world a sneak peek at the V21L, its first electric racing<br />
prototype. Its technology, however, remained carefully under wraps.<br />
“We exist in a motorcycling world that stands on the edge between<br />
combustion and electric”, says Daniel Kemnitz, passionate motorcyclist<br />
and the transportation designer behind the Ducati Ghost e-bike<br />
concept. “This is cause for a lot of controversy among riders, where<br />
some are open-minded to the electrified future, while others are less<br />
willing to part ways with their beloved passion as they’ve grown to<br />
know it.” The Ghost, Kemnitz states, was designed to be a bridge<br />
between the two worlds. “My Ducati concept, for clarification, is a<br />
hybrid motorcycle, not just in terms of the engine but also in terms of<br />
use case”, he adds. The bike is adapted to suit a modern environment<br />
where one can abide by emission/noise exclusion zones in city centers,<br />
while still being capable on backroads and long-distance trips.
NEWS DESK<br />
The Ducati concept, for that very reason, aims at nailing<br />
the aesthetic to appeal to a wider set of riders. It has<br />
a design that’s equal parts nimble and powerful, and<br />
embraces curves while rejecting the idea that powerful<br />
automobiles need to always look edgy. This unique<br />
aesthetic, along with design details that allow it to fit<br />
perfectly into Ducati’s motorbike family, means that<br />
there’s something in the Ghost’s design for everyone<br />
– whether you’re looking for a drop-dead gorgeous<br />
bike for in-city commutes or a beast that gives you<br />
long-range inter-city performance. Other standout<br />
details include the bike’s front suspension, which sits,<br />
right within the swingarm, between the headlights. The<br />
headlights themselves sit in a 4-way split design that’s<br />
rather ghostly to look at, and move your eye to the rear<br />
wheel and you’re treated to a unique closed hub design<br />
with the Ducati branding on it.<br />
The Ducati Ghost comes outfitted with a hybrid engine,<br />
featuring a single-drive with a slipper-clutch that can<br />
couple/decouple the electric drive as needed, “so you<br />
can either use the petrol engine in tandem with the<br />
electric motor, or you can use it as a generator for the<br />
batteries.”
NEWS DESK<br />
The use of a high-performance lightweight<br />
electric motor allowed Kemnitz to employ<br />
a complimentary small but high-revving<br />
horizontal twin-cylinder engine with a high<br />
peak power output. “Normally the weakness<br />
of such engines is that they have no torque<br />
in low/mid revs, but that’s where the electric<br />
motor assists”, Kemnitz states. Additionally,<br />
owing to the size of the small engine, it is<br />
easier to optimize for fuel efficiency too,<br />
using modern cam-less electric valves<br />
to achieve a healthy balance between<br />
performance and efficiency at the same<br />
time without any compromise. This hybrid<br />
system also allows for tighter packaging<br />
and component size, saving weight in the<br />
process and allowing the Ghost to have a<br />
narrower frame. Thanks to the presence<br />
of a battery pack located closer to the<br />
ground, the Ducati Ghost can get away with<br />
a smaller fuel tank, a nifty opportunity that<br />
allowed Kemnitz to streamline the tank’s<br />
shape right into the rider’s seat, improving<br />
rigidity and the overall build.<br />
The final benefit to having a distributed<br />
hybrid-style power system is that you’ve<br />
always got a plan B ready no matter<br />
what. In the case of the Ducati Ghost,<br />
the batteries aren’t the central power<br />
delivery system, which allows them to act<br />
as a sort of ‘reserve tank’ for extra power.<br />
To that very end, the Ghost comes with<br />
detachable batteries that can be swapped<br />
at Ducati dealerships for an easy and quick<br />
recharge between rides. “This would also<br />
act as a touch point between Ducati and<br />
its customers, to provide more interaction<br />
options for both”, says Kemnitz.
NEWS DESK<br />
FLYING MOTORCYCLE<br />
POWERED BY 8 JET ENGINES<br />
After turning its main attention away from<br />
jetpacks and to its Speeder Air Utility<br />
Vehicle (AUV), JetPack Aviation has<br />
shown the fruits of its labors in the form<br />
of the flight-ready P2 Speeder prototype.<br />
At the Draper Venture Network CEO<br />
Summit in California, the Speeder made<br />
its debut under JetPack Aviation’s new<br />
Mayman Aerospace brand, which has<br />
been established to develop micro VTOL<br />
Speeders to suit a range of applications.<br />
About the size of a motorbike, the P2<br />
Speeder is the third full-scale prototype<br />
the company has produced on the path<br />
to a final aircraft. It is powered by eight jet<br />
engines that run on regular Zero Net Carbon<br />
or Sustainable Aviation Fuel (SAF), with an<br />
eye-catching glossy angular carbon fiber<br />
body and ergonomic pilot position designed<br />
for aerodynamic performance to maximize<br />
flight efficiency.<br />
Safety is also obviously a major focus,<br />
with a proprietary onboard computer<br />
system that instantly rebalances<br />
engine thrust in the event of engine<br />
trouble. Ease of use is also front<br />
of mind, with getting into the air<br />
intended to be as simple as jumping<br />
on and hitting the start button.<br />
While the prototype on show was<br />
of the piloted variety, the Speeder<br />
features a modular design and can<br />
also be configured for autonomous<br />
or remotely-piloted flight. While it<br />
is being targeted at police, rescue<br />
and military applications as a small<br />
VTOL personal aircraft, autonomous
NEWS DESK<br />
or remotely piloted configurations would<br />
massively expand the potential applications<br />
for the aircraft.<br />
Such applications include firefighting, where<br />
it could carry retardant in quick-load twin<br />
tanks and dump or spray the contents in<br />
rough terrain or onto tall targets as required,<br />
and emergency medevac, where patients<br />
could be strapped to a rapidly detachable<br />
litter for speedy transport to hospital. It<br />
could also serve as an industrial cargo<br />
transport, with the ability to fly in cargo<br />
mode for 644 km at over 805 km/h while<br />
carrying loads up to 450 kg.<br />
“We launched JetPack Aviation a<br />
decade ago, and the name has served<br />
development of our JetPack technology<br />
well, but as we look to the future, we<br />
needed a brand that clearly defines our<br />
professional, as opposed to consumer,<br />
Speeder product and markets,’ said<br />
Mayman. “Mayman Aerospace is pushing<br />
the outer limits of VTOL flight and will<br />
continue to innovate and incorporate new<br />
technologies including hydrogen powered<br />
turbine engines, electric fanjets and<br />
turbofan propulsion, complex ‘sense and<br />
avoid’ sensors for autonomous swarming,<br />
and potentially even supersonic flight.”<br />
The company says it is working with the<br />
FAA to get the Speeder certified and is<br />
in advanced discussions with potential<br />
customers in national defense, critical cargo,<br />
woodland firefighting and disaster relief.<br />
Initial, remotely controlled flight tests of the<br />
latest prototype was scheduled to begin in<br />
Q3 of last year, with piloted tests slated for<br />
closer to the end of the year.
NEWS DESK<br />
RACE ANYWHERE WITH<br />
THE 2023 KTM 1290 SUPER<br />
ADVENTURE S<br />
The benchmark stays but will you go further? The KTM 1290 SUPER<br />
ADVENTURE S removed limits and boundaries for any motorcyclist<br />
curious to #DARE2ADV. How? The power, versatility, assurance, and<br />
technical excellence prompted riders to race into the unknown; safe in<br />
the knowledge that what they had underneath them would handle any<br />
requirement with a deft touch.<br />
For 2023 KTM has taken the rich base of the KTM 1290 SUPER<br />
ADVENTURE S – engineered to conquer mile after mile on all types of<br />
terrain – and added a fresh sheen as well as several refinements for the<br />
benefit of practical adventuring.<br />
Eyes will be drawn to the two new shades: the glow of the unmissable<br />
KTM orange-and-black trim or the more neutral but elegant hue of KTM’s<br />
graded gray aesthetic. The orange, that stretches all the way through to<br />
the forged aluminum subframe, engineered to offer a lower seat (at 869<br />
mm or 849 mm) superb load-carrying capability and contains a raft of<br />
components, is like a badge of honor for hardcore explorers. However,<br />
the classy gray spreads across the bodywork; chiseled to prioritize agile<br />
handling, front end confidence, comfort, protection and houses the<br />
23-liter three-part tank with superlative fuel<br />
range. The tone is as fetching for a swift<br />
dash into the office as it would be for a blast<br />
across country borders.
NEWS DESK<br />
ULTIMATE PERFORMANCE<br />
Roaming roads everywhere and anywhere<br />
with the 2023 KTM 1290 SUPER<br />
ADVENTURE S is now a lot easier thanks<br />
to augmented navigation software. KTM<br />
already made the 7” TFT display a cinch for<br />
customization due to the infographics and<br />
menu system that gave the rider full control<br />
over the RIDE MODES, advanced WP<br />
Semi-Active Suspension, ABS settings and<br />
Adaptive Cruise Control: the combination<br />
of intuitive handlebar switches and access<br />
to the technical possibilities of the KTM<br />
1290 SUPER ADVENTURE S was a major<br />
calling card for one of the company’s<br />
flagship models. For 2023 KTM aimed for<br />
more utility. Adventurers can count on<br />
extra options with their navigation plotting.<br />
The KTMConnect App now boasts Turnby-Turn+<br />
guidance and waypoints markers<br />
while on the go and without having to stop<br />
and adjust any mobile device. The same<br />
functionality also extends to audio tracks<br />
and listing ‘Favorites’ when it comes to<br />
phone calls. Hands on the grips not only<br />
means gobbling more mileage but safe and<br />
more enjoyable interaction with the KTM<br />
1290 SUPER ADVENTURE S.<br />
C<br />
M<br />
Y<br />
CM<br />
MY<br />
CY<br />
CMY<br />
K<br />
THE ALL NEW GSX1300R<br />
> Suzuki Intelligent Ride System (SIRS)<br />
> Motion Track Traction Control<br />
> Engine Brake Control<br />
> Bi Directional Quick Shifter<br />
> Launch Control System<br />
> Cruise Control System<br />
> Legendary Power & Durability<br />
> Ultimate Aero Dynamics<br />
FOR MORE INFORMATION VISIT YOUR NEAREST SUZUKI DEALER!<br />
www.suzukimotorcycle.co.za suzuki_za_motorcycles @MotorcycleSA
NEWS DESK<br />
Let’s remind ourselves why the KTM 1290<br />
SUPER ADVENTURE S is the ultimate<br />
high-performance Adventure bike. The<br />
V-Twin LC8 rumbles to 160 hp and 138 Nm<br />
of torque and the devastating spectrum<br />
of power allows the KTM 1290 SUPER<br />
ADVENTURE S to glide on cruise, dip<br />
through traffic or devore highways with<br />
glee. The compact heart of the bike<br />
is carefully regulated by one of KTM’s<br />
most advanced electronic management<br />
architectures: it administers the suspension<br />
configuration and reaction, ride height, ABS,<br />
RIDE MODES, Tire Pressure Management,<br />
Anti-dive and more. The unit fits inside a<br />
light 10 kg chrome-molybdenum stainless<br />
steel frame honed for handling the short<br />
blasts and mountain passes as well as the<br />
long haul. The rest of the package befits<br />
a premium motorcycle for travelling: the<br />
LED lights, reengineered windscreen and<br />
adjuster, multi-part saddle, light aluminum<br />
side-stand. The list and the specs have<br />
already been met with wide acclaim. The<br />
KTM 1290 SUPER ADVENTURE S can<br />
be elevated even further with optional<br />
electronic packs, a Quickshifter+ and WP<br />
Suspension Pro amongst other upgrades.<br />
Although a rider might be wishing to reach<br />
one, no KTM model is an ‘island’. The KTM<br />
1290 SUPER ADVENTURE S revels in a<br />
wide raft of specially made add-ons and<br />
accessories in the KTM PowerParts collection.<br />
From extra protective parts, aesthetic<br />
touches through detailing, performance<br />
enhancements or travel items like luggage,<br />
racks and bags; the KTM PowerParts are as<br />
enticing as it is well equipped.
NEWS DESK<br />
DUCATI PANIGALE V4<br />
BAGNAIA AND BAUTISTA<br />
WORLD CHAMPION<br />
REPLICAS GONE IN HOURS<br />
It was a busy December for Italian bike<br />
maker Ducati, who besides launching new<br />
models and opening new dealerships here<br />
and there also had to throw a huge party<br />
for Pecco Bagnaia and Álvaro Bautista,<br />
the winners of this year’s MotoGP and<br />
WorldSBK championships, respectively.<br />
Since both riders climbed to the top of their<br />
respective racing series this year on the<br />
backs of Ducati motorcycles, it was only<br />
natural for the company to throw them<br />
a party. And it did, as on December 15,<br />
Bologna’s Piazza Maggiore turned red for<br />
Ducati’s “Campioni in Piazza” event.<br />
There, aside from the usual celebrations<br />
and pats on the back, Ducati also pulled the<br />
wraps off two special edition motorcycles<br />
meant to honor the two racing heroes of<br />
2022. The bikes are part of something called<br />
World Champion Replica series, and honor<br />
both Bagnaia and Bautista by borrowing<br />
their racing liveries and slapping them onto<br />
the special motorcycles.<br />
Both started life as regular Panigale V4 S<br />
two-wheelers, and received, aside from the<br />
said paint jobs (#63 for Bagnaia’s and #19<br />
for Bautista’s), a series of upgrades to make<br />
them even more desirable.<br />
Available only in single seat configuration,<br />
both bikes come equipped with a dry<br />
clutch, Akrapovic silencer of the street-legal<br />
variety, and Brembo Stylema R calipers.<br />
On top of that, there are also Rizoma billet<br />
aluminum adjustable footpegs and racing<br />
plexiglass.<br />
Carbon fiber is extensively used on the twowheelers,<br />
most visible on the heat shield<br />
for the rear exhaust and brake manifolds,<br />
the covers over the alternator and singlesided<br />
swingarm, and the front and rear<br />
mudguards. As a twist, the bike meant<br />
to honor Bautista comes with a brushed<br />
aluminum tank.<br />
But such fittings would not be enough to<br />
warrant a big fuss around these machines.<br />
What really makes them unique are the<br />
personal touches of the two riders, coming<br />
in the form of the two men’s signatures on<br />
the fuel tanks. Placed there as autographs,<br />
they’re protected by a layer of clear coat<br />
so that they can last for years undamaged.<br />
Accompanying the signatures are the<br />
model name, progressive number and race<br />
number, all engraved by means of laser on<br />
the upper clamp.<br />
Ducati decided not to make all that<br />
many examples of these things, and in an<br />
attempt to somehow honor the year the<br />
company was born, 1926, decided to make<br />
260 examples of each of the bikes. Each<br />
example is of course individually numbered.<br />
About a week after the Panigale V4 Bagnaia<br />
and Bautista World Champion replicas were<br />
shown, Ducati said all 520 examples have<br />
been spoken for in just hours. The selling<br />
price was not revealed, but we are told<br />
many of the people buying the replicas<br />
went for the pair, meaning they will most<br />
likely end up in collections across Europe<br />
and maybe elsewhere.<br />
It’s unclear when Ducati will start delivering<br />
the bikes, but when they arrive in their new<br />
homes they’ll all do so in a packing case<br />
with dedicated graphics. A certificate of<br />
authenticity, a personalized bike cover and<br />
the Ducati Data Analyser+ data acquisition<br />
system are included in the package for<br />
each bike.
NEWS DESK<br />
TRIUMPH WILL TEST<br />
SUSTAINABLE RACING FUELS FOR<br />
MOTO2 WORLD CHAMPIONSHIP<br />
latter even has the unfortunate effect of<br />
accelerating fuel oxidation.<br />
The fact that fuel ages faster is not a<br />
problem for race bikes, and neither is rough<br />
starting since they only need to be started<br />
for practice, qualifying, and race, so there<br />
is no tragedy. Adapting everything to the<br />
production motorcycles of tomorrow will be<br />
a different kind of ballgame.<br />
In other words, getting the level of<br />
performance for a racing bike with an<br />
increased percentage of ethanol in the<br />
fuel will be a challenge, but it is something<br />
that can be overcome due to existing<br />
developments with this kind of fuel, that<br />
were already made for production vehicles.<br />
As for cars, switching from anything over<br />
E5, in the case of older vehicles, or E10<br />
in the case of newer models, will require<br />
multiple changes to a vehicle’s fuel setup.<br />
Various gaskets that encounter fuel will need<br />
replacement, and the same goes for the fuel<br />
lines, as well as the engine mapping.<br />
There are already numerous automobiles<br />
that can obtain more power on E85 than on<br />
regular gasoline, but also vehicles that can<br />
run ethanol alone, as well as others that can<br />
operate various percentages of ethanol and<br />
gasoline.<br />
Vehicles ready for this from the factory are<br />
called “Flex Fuel,” by most manufacturers. If<br />
you have any doubts as to what kind of fuel<br />
your vehicle allows, just read the label that<br />
is usually found on the inside of the fuel cap<br />
door. You might notice that your car does<br />
not run on some fuel blends that can be<br />
found at the pump.<br />
Triumph Motorcycles has begun testing<br />
sustainable fuels for the engines of its<br />
models. We are not writing about the usual<br />
motorcycle engines, but the ones used in the<br />
Moto 2 TM championship. As some of you<br />
already know, Triumph Motorcycles is the<br />
sole supplier of power units for the series.<br />
The plan is to shift the series fuel to E40 by<br />
2024, and then make a transition to E100<br />
by 2027. The letter “E” in the name of the<br />
fuel represents Ethanol, as you may already<br />
be familiar with it, and the numbers after it<br />
show the percentage in the fuel blend. As<br />
a reference, pump gas in Europe is mostly<br />
E5, sometimes E10, while some countries<br />
have E85.<br />
The goal is to have a sustainable source<br />
of Ethanol, as well as to make the engines<br />
ready to run it in the percentages<br />
mandated by the blend. Fortunately for<br />
Triumph’s engineers, since these bikes only<br />
have to run in competition that involves<br />
racetracks, they do not have to worry as<br />
much about cold temperatures or even<br />
cold starting, for that matter.<br />
It is a known fact that ethanol alone,<br />
without proper additives, provides less<br />
energy than gasoline. Other problems<br />
that need to be addressed involve the<br />
hygroscopic characteristics of ethanol,<br />
which leads to rough starting and poor idle,<br />
as well as its corrosive potential, and the
NEWS DESK<br />
‘EL DIABLO’ SIGNS WITH HJC<br />
In what might be considered the biggest<br />
news in the brand’s 52-year history, HJC is<br />
extremely pleased to announce that 2021<br />
MotoGP World Champion Fabio Quartararo<br />
has joined the number one helmet<br />
manufacturer in the world as he moves<br />
forward in his already extraordinary career.<br />
The 23-year-old racer from Nice, France,<br />
has earned 11 wins and <strong>28</strong> total podiums in<br />
the MotoGP class since his debut in 2019,<br />
and the first French champion in premier<br />
class history has signed an exclusive deal to<br />
wear HJC’s flagship racing helmet, the FIMhomologated<br />
RPHA 1, when he lines up on<br />
the grid in 2023 to begin his fight to regain<br />
the MotoGP title.
NEWS DESK<br />
2023, A YEAR OF<br />
CHANGES IN MOTOGP<br />
For yet another year, there have been many<br />
changes to the MotoGP grid. While some<br />
will keep their current status with the same<br />
manufacturer but a different team, others<br />
will try their luck in a completely new project,<br />
while just one of them will be a rookie in<br />
2023. Let’s take a look at the nine MotoGP<br />
riders preparing for a new adventure:<br />
Bastianini from Gresini to Ducati<br />
Lenovo Team<br />
Enea Bastianini (Ducati Lenovo Team),<br />
who already showed great glimpses of<br />
his talent in his debut season in 2021 with<br />
two podiums and eleventh place overall,<br />
ended up confirming this during the 2022<br />
campaign. After a relentless victory at<br />
the Qatar round, the Italian rider scored<br />
six podiums, four of which were victories.<br />
Despite four retirements, the Rimini rider was<br />
mathematically in the fight for the title until<br />
the last races.<br />
Going on to finish 3rd overall, the ‘Beast’<br />
proved that he had to be counted on for<br />
the future, and Ducati did just that. On<br />
August 26th, the Borgo Panigale-based<br />
manufacturer announced the promotion<br />
of Bastianini to the Ducati Lenovo Team,<br />
alongside reigning World Champion<br />
Francesco Bagnaia (Ducati Lenovo Team).<br />
Will Enea Bastianini be able to trouble Pecco<br />
Bagnaia, who will be looking to retain his<br />
crown in 2023?<br />
From Suzuki to Honda: A change of scenery<br />
for Rins and Mir<br />
Suzuki sent shockwaves through the<br />
MotoGP market and the paddock in general<br />
in May when it announced its withdrawal<br />
from the World Championship. That<br />
unexpected move directly affected the future<br />
of Alex Rins (LCR Honda Castrol) and Joan<br />
Mir (Repsol Honda Team). In the end, the two<br />
Spaniards will remain under the guidance of<br />
a Japanese factory, in this case Honda. The<br />
2020 MotoGP World Champion will share<br />
a box with Marc Márquez (Repsol Honda<br />
Team), while the rider who took two victories<br />
in 2022 will partner Takaaki Nakagami (LCR<br />
Honda Idemitsu) in the satellite team. After<br />
his great season and seventh place overall,<br />
will Alex Rins be able to continue his good<br />
run of form in 2023 in his new colours?
NEWS DESK<br />
The GASGAS duo: A rookie and a veteran<br />
Impressive throughout the 2022 season,<br />
Augusto Fernández (Tech3 GASGAS Factory Racing)<br />
was proclaimed Moto2 World Champion in Valencia at<br />
the last GP of the year. The Spaniard’s name had long<br />
been a strong contender for promotion to the premier<br />
class, until last September when he was officially<br />
announced as a member of GASGAS, a firm partnering<br />
with Tech3 to form a new MotoGP team. The Spaniard,<br />
who will be the only rookie on the premier class grid<br />
in 2023, will be team-mate to Pol Espargaró (Tech3<br />
GASGAS Factory Racing). The Spaniard will return to<br />
the Tech3 team, where he made his premier class debut<br />
in 2014. After two years with Honda with only two<br />
podiums and one pole position, the experienced ‘44’ will<br />
be the leader of the GASGAS project, which he hopes to<br />
bring forward alongside his young teammate.
NEWS DESK<br />
Oliveira and Raúl Fernández complete<br />
the new Aprilia puzzle<br />
Until now associated with Yamaha, the<br />
Malaysian RNF structure will move in 2023<br />
to compete with Aprilia, which now boasts<br />
a satellite MotoGP team for the first time<br />
in its history. For this new project, the<br />
Italian manufacturer has opted for two very<br />
different profiles with Miguel Oliveira and<br />
Raul Fernandez. The Portuguese rider is a<br />
safe bet, with four years of experience in<br />
MotoGP and five victories, two of them in<br />
2022. Fourth in the Valencia Test, the ‘88’<br />
demonstrated his impressive ability to adapt<br />
to the Aprilia and will undoubtedly be one of<br />
the men to watch this season, when he Will<br />
finally be able to compete in front of a full<br />
home crowd at Portimao.<br />
Raúl Fernández, on the other hand, is in<br />
a completely different situation. After a<br />
difficult rookie year in 2022, the Spaniard<br />
has managed to carve out a new niche for<br />
himself in the top class of motorcycling,<br />
with the intention of demonstrating his<br />
true potential during the new season. To do<br />
so, the Spaniard will rely on the Malaysian<br />
structure, Aprilia and the experience of his<br />
team-mate, but will he show all the talent<br />
that made him runner-up in the Moto2<br />
World Championship in 2021?<br />
Other moves: Where will Jack Miller and<br />
Alex Márquez ride?<br />
Enea Bastianini’s promotion to the factory<br />
Ducati team shook up the transfer market,<br />
to the delight of some and to the detriment<br />
of others. In this case, the change mainly<br />
affected Jack Miller (Red Bull KTM Factory<br />
Racing) and Alex Márquez (Gresini Racing<br />
MotoGP), who took the place of the ‘Beast’.<br />
The Australian left his seat in the red box<br />
after a total of seven podiums in 2022,<br />
culminating in a prestigious victory in Japan<br />
and a fifth place finish, his second best<br />
season in the elite class.<br />
With eight seasons under his belt in<br />
MotoGP, Miller will form an experienced<br />
and interesting line-up alongside Brad<br />
Binder (Red Bull KTM Factory Racing). As<br />
for Alex Márquez, the Spaniard is leaving<br />
Honda to take the opportunity to turn his<br />
time in the premier class around in 2023,<br />
riding the GP22.<br />
The first important date of the year will come<br />
with the Sepang Test on 10 February, so<br />
don’t miss it!
NEWS DESK<br />
World Champion’s first steps with his new<br />
machinery.<br />
Nöhles, new ally for Nakagami<br />
Guidotti’s promotion to the Repsol Honda<br />
Team also brings change for Nakagami. In<br />
this case, the Italian’s vacancy next to Taka<br />
will apparently be filled by former rider<br />
Klaus Nöhles. After working for the last<br />
three years with the Honda test team, the<br />
German now finds himself on the frontlines.<br />
This will not be the first time he works with<br />
Nakagami, having done so previously at the<br />
season finale last year in Valencia and at the<br />
post-GP test.<br />
Aurin, takes charge of the test team<br />
The experienced Ramon Aurin, a wellknown<br />
figure in Honda and a familiar face<br />
in the paddock after working with riders<br />
such as Dani Pedrosa, Andrea Dovizioso,<br />
Jorge Lorenzo, and Pol Espargaro, will now<br />
purportedly take on the role of technical<br />
leader for the test team. According to<br />
motorsport.com, Aurin was originally set<br />
to be the Crew Chief for Joan Mir, but<br />
due to the reduction of test days and the<br />
importance of their role, Honda asked Aurin<br />
to lead the development team instead.<br />
Stability around Marquez<br />
The Repsol Honda Team will see a familiar<br />
face in the paddock in the form of Santi<br />
Hernandez, who will continue to serve as the<br />
inseparable Crew Chief to Marc Marquez. The<br />
team is looking to the future with optimism,<br />
as Alex Rins will be joined by David Garcia,<br />
who has previously worked with Alex<br />
Marquez. Motorsport.com also reports that<br />
the team’s General Technical Director will be<br />
Frenchman, Christophe Bourguignon.<br />
HONDA UNDERGOES<br />
TEAM RESTRUCTURING<br />
The 2023 season of the MotoGP World<br />
Championship could mark a turning point<br />
for Honda. After a few mixed campaigns, the<br />
Japanese manufacturer is aiming big in 2023<br />
to help restore some former glories. Marc<br />
Marquez (Repsol Honda Team) will arrive<br />
into the new season in good physical shape<br />
for the first time in a long time, and he will<br />
be accompanied by Joan Mir on the factory<br />
team. Meanwhile, Alex Rins, who was also<br />
previously at Suzuki, will join LCR Honda as<br />
Takaaki Nakagami’s teammate.<br />
Guidotti, the driving force behind Mir<br />
As recently reported by motorsport.com,<br />
Honda HRC is still working hard to complete<br />
a competitive RC213V and has undergone a<br />
significant technical restructuring to define<br />
its panel of engineers and technicians for<br />
the new campaign. One of the key moves<br />
centers around Joan Mir. Giacomo Guidotti,<br />
who was previously the Crew Chief for<br />
Takaaki Nakagami, is poised to move onto<br />
the factory team to help guide the 2020
NEWS DESK<br />
Changes in the HRC leadership<br />
The article also alleges that there are set to<br />
be a number of other moves within HRC’s<br />
racing leadership. After a few years away<br />
from the circuit, Shinichi Kokubu returns<br />
to the role of RC213V Project Leader.<br />
Tetsuhiro Kuwata remains as HRC’s General<br />
Manager, while Shinya Wakabayashi, General<br />
Manager of the company’s racing division,<br />
joins the top management team, which will<br />
not include the former Technical Director,<br />
Takeo Yokoyama, who is leaving the World<br />
Championship this year to take up a position<br />
at the Tokyo HQ. The various changes all fold<br />
into an overall goal - bringing Honda back to<br />
the very top in MotoGP.
NEWS DESK<br />
“I STILL DON’T KNOW!” -<br />
BAGNAIA SETS HIMSELF<br />
NUMBER DEADLINE<br />
It’s the big question that circles at this time of<br />
the year: will the MotoGP World Champion<br />
don the number one? After both Joan<br />
Mir (Repsol Honda) and Fabio Quartararo<br />
(Monster Energy Yamaha) opted to remain<br />
with their trusted numbers following World<br />
Championship success, now all eyes switch<br />
to Italy’s Francesco Bagnaia (Ducati Lenovo<br />
Team) following his 2022 premier class title.<br />
Speaking at the Valencia Test in November,<br />
the 26-year-old admitted he has “always<br />
been fascinated” by riders who opted to use<br />
the number 1 in the past and he then stirred<br />
up yet more intrigue when he used a number<br />
one plate at Valentino Rossi’s ‘100km of<br />
Champions’. A month on and Bagnaia has<br />
admitted he’s still undecided over whether<br />
he should use his tried and tested 63 or<br />
become the first MotoGP World Champion<br />
since Casey Stoner in 2012 to use the famous<br />
number one.<br />
During a television appearance with Italy’s<br />
RAI, Bagnaia revealed that he’s set himself<br />
a looming deadline on what number to run<br />
in 2023: “I’ve changed my mind quite a few<br />
times, so I’ve decided that on Tuesday, right<br />
before the photo session with the 2023 bike,<br />
I will arrive with both numbers and I will stick<br />
on what I feel in that exact moment. Right<br />
now, I still don’t know which one I will choose<br />
between the World Champion’s number 1<br />
and my number 63.”<br />
The now two-time World Champion was<br />
asked about what life has been like since<br />
clinching the ultimate prize in motorcycle<br />
racing, with Bagnaia saying the tag of<br />
MotoGP World Champion hasn’t been the<br />
thing he’s enjoyed the most: “Every now and<br />
then I think about the fact of being World<br />
Champion, but more than anything else I get<br />
excited when I think about the fact that I’m<br />
the fastest man in the world on a motorbike.<br />
“I made a promise to Ducati the day I<br />
signed my contract: I knew we’d become<br />
World Champion together,” said Bagnaia<br />
when asked about his relationship with the<br />
Bologna factory. “I knew that by putting<br />
everything together, we would be able to<br />
achieve great results. The 2023 bike will<br />
be different but it’ll be an evolution, not a<br />
revolution. While the 2022 Ducati, well, I<br />
hope it will end up in my house!”<br />
As well as his obvious connection with the<br />
Italian marque, Bagnaia also touched on the<br />
importance of his relationship with ninetime<br />
World Champion Valentino Rossi and<br />
the pivotal role he played in his 2022 title<br />
success: “I asked Valentino to follow me as<br />
a coach. I knew that it would be difficult for<br />
him between racing in the car and his baby<br />
daughter, but at every race of the season<br />
we spoke on the phone and I was able to<br />
ask him many things. When he came to the<br />
circuit, I would always ask him to go and<br />
watch me on track so he could explain what<br />
was happening and what I could improve on.<br />
“He’s always been the idol of our family. He<br />
taught me to remain calm, to try and enjoy<br />
every moment and to celebrate when the<br />
time is right. His tranquility and his modesty<br />
are the most important things.”
change between speedometer, navigation,<br />
tachometer, odometer, fuel gauge, compass,<br />
ambient/engine temperature and gear indicator.<br />
The Chief has cruise controls making long<br />
open road cruising an absolute pleasure. The<br />
Chief offers a variety of ride-modes and you<br />
can even deactivate the rear cylinder for those<br />
super-hot days where you get caught in many<br />
stop-go situations. The Rear Suspension has a<br />
3-inch adjustable pre-load setting so you can<br />
make solo or two-up riding as comfortable as<br />
possible. The Chief comes equipped with ABS<br />
and a large friction zone Slipper Clutch which<br />
translates to smoother down-shifting and<br />
reduced hand-lever action.<br />
The Indian Chief Dark Horse<br />
The Indian Chief Dark Horse is a minimalist style<br />
cruiser for riders who enjoy both short weekend<br />
rides and long weekend getaways. The Chief<br />
Dark Horse comes standard with Mid-Controls<br />
and Drag-Handlebars, but you can order yours<br />
with forward-controls and a variety of raised<br />
handlebar heights. Personally, for this type of<br />
cruiser I prefer the forward controls with miniape<br />
handlebars. I’m 1,76cm tall and I found this<br />
configuration the most comfortable for longer<br />
rides, and so will anyone my height and taller.<br />
The low-down torque makes it unnecessary<br />
to change down a gear or two if you want to<br />
JUST CRUISING<br />
PART 2: INDIAN MOTORCYCLES SA LAUNCH<br />
In this part 2 of our Indian Motorcycles SA Launch test our cruiser man<br />
Luis writes about two Indian Chief’s, The Vintage and the Challenger.<br />
The Iconic Indian Chief Motorcycle<br />
For its 100th anniversary, Indian Motorcycles<br />
launched the completely reimagined iconic<br />
Indian Chief. This is a motorcycle that combines<br />
the perfect blend of old-school looks, coupled<br />
with modern technology. If you have enjoyed the<br />
Soft-Tail Harley’s, but want something exclusive<br />
and different, then this is a motorcycle range for<br />
you. The Chief is bigger, longer and heavier than<br />
the Indian Scout so it’s perfect for those who<br />
enjoy riding with a passenger (who will enjoy<br />
close long rides with you instead of riding their<br />
own bike). In South Africa there will be three<br />
model-options to choose from and there are<br />
hundreds of customization variations that will<br />
make your Indian Chief completely unique.<br />
The Indian Chief has a 116 cubic inch air-cooled<br />
“Thunderstroke” motor producing 120 lbs of<br />
torque which provides instant throttle response<br />
and continues to accelerate all the way past<br />
the “Straight-To-Jail” mark. In keeping with<br />
its “Timeless Design” theme, the Chief Dark<br />
Horse is equipped with a beautiful old-school<br />
looking but modern round 4-inch touch-screen<br />
instrument cluster. The colour touch screen<br />
works even with your gloves on, so you can
overtake. You simply open the throttle, and the beast<br />
accelerates at eye-watering speed. The Indian tracks<br />
beautifully and accurately around long bends, and you<br />
cannot help but twist the throttle as you do.<br />
The Indian Chief is a beautiful Softail-looking motorcycle<br />
that turns heads at every angle. With its exposed steel<br />
frame, dual adjustable rear shocks, and beautiful 19-inch<br />
cast-aluminium front wheel, the Indian Chief Dark Horse<br />
looks like a highly customised Chopper-Cruiser the<br />
heralds back at days gone by. This is a motorcycle for the<br />
V-Twin customising enthusiast who enjoys customising<br />
their motorcycle to their design-taste as much as they<br />
enjoy the long open road. The Chief Dark Horse comes<br />
with options such as Bolt-on Sissybar and beautifully<br />
sculptured passenger pillion seat, Stage 1 Air Intake,<br />
Stage 2 Performance Cams and Stage 1 Slip-On Muffler/<br />
Slash-Cut exhausts.
The Indian Chief Bobber/Dark Horse<br />
& Superchief<br />
If you are a fan of classical style cruisers<br />
the herald the echoes of eternity, then the<br />
Indian Chief Bobber and Superchief range of<br />
motorcycles are definitely the motorcycles<br />
for you. Whether you prefer a classic styled<br />
“Bobber” without having to do any of the<br />
customising yourself or you want a full-speced<br />
out option that has saddlebags and windshield,<br />
this is a range of motorcycles you definitely<br />
want to test ride.<br />
The Indian Chief Bobber/Dark Horse trim<br />
package are for enthusiasts who wants the<br />
crowd to hear and see them while wondering<br />
what makes these kind of riders tick. With all the<br />
standard features included in the Indian Chief,<br />
this range comes with swept back handlebars,<br />
thick 16inch spoked wheels, thick 46-inch<br />
telescopic front forks and optional saddlebags,<br />
passenger seat and quick release windshield.<br />
With its low centre of gravity, the Indian Chief<br />
Bobber/Dark Horse is a touring motorcycle for<br />
any rider who values versatility coupled with<br />
timeless old-school styling.<br />
The Indian Chief Bobber is a medium-sized<br />
touring bike with a serious old-school outlaw<br />
attitude. With the iconic Indian Motorcycle<br />
badging on the tank and saddlebags and quick<br />
release windshield and Sissybar, the Superchief<br />
can change its attitude as fast as you can<br />
change your mind. The 116 cubic inch, 120ftlbs<br />
of Torque Thunderstroke motor makes for<br />
effortless cruising. The rider has the option of<br />
floorboards and a variety of forward or midmounted<br />
controls.
The Indian Vintage<br />
If you are an enthusiast who loves classicstyling<br />
coupled to great performance, then<br />
the Indian Vintage is the touring bike for<br />
you. Having owned several Harley Davidson<br />
Heritage Softail’s in my life, I instantly took to<br />
this motorcycle. I don’t enjoy windshields on<br />
motorcycles, but they do offer great wind and<br />
rain protection if you keep to the legal speed<br />
limit. If I was in the market to buy a long-range<br />
cruiser, then this motorcycle would definitely<br />
make it to the top of my Wishlist.<br />
The Indian Vintage comes with a 111 cubic-inch<br />
V-Twin motor and a range of standard features<br />
that make touring a delight. Passenger comfort<br />
is superb so if your spouse, girlfriend or child<br />
enjoys riding with you then this will become<br />
a focal point in your relationship building<br />
repertoire.<br />
The Indian Vintage is a head turner like no other.<br />
It’s a motorcycle for the enthusiast who has a<br />
love for timeless classics, but who also enjoys<br />
the comforts and safety that the modern world<br />
has to offer.
The Indian Challenger is powered by a liquid<br />
cooled V-Twin producing 122HP and 1<strong>28</strong> FT-Lbs<br />
of Torque. The acceleration is mind-blowing<br />
and yet effortless, whether you are riding alone<br />
or two-up. With all that power, I’m glad to say<br />
it has Brembo Monoblock M4.32 Calipers with<br />
Dual, 320mm Rotors that stop this beast faster<br />
than I thought was humanly possible. The<br />
Challenger comes with Slipper Clutch, 43mm<br />
Inverted Cartridge front forks coupled to Lean-<br />
Sensitive ABS and Traction control, thanks to<br />
a Bosch 6 Axis IMU. At the rear, comfort and<br />
handling is seen to by hydraulically adjustable<br />
rear shocks that soak up the bumps in the road<br />
The Indian Challenger Dark Horse<br />
& Limited<br />
If you are the kind of motorcycle enthusiast<br />
who loves long-distance cruising, and money<br />
is not an obstacle to peace of mind, then look<br />
no further than the Indian Challenger. I am not<br />
often surprised by a motorcycle, but the Indian<br />
Challenger challenged my sense of reality. Never<br />
before did I imagine that riding a motorcycle<br />
could feel so amazing. It really was an out-ofthis-world<br />
experience. I could easily spend the<br />
whole day riding this motorcycle and a trip from<br />
Littlefalls to Cape Town would certainly become<br />
a common event.<br />
The fit and finish on the Indian Challenger<br />
would rival any motorcycle, but the technology<br />
would surpass them all. To date I am yet to<br />
ride a better long-distance tourer! Many riders<br />
enjoy a motorcycle that turns heads, but those<br />
who are serious riders know that it’s the details<br />
that matter most! Handling, comfort and<br />
technology are vital regardless of the type of<br />
motorcycle you ride. When it comes to touring,<br />
the Indian Challenger ticks all the boxes and<br />
then some! If you are an enthusiast that knows<br />
that the devil is in the detail, then the Indian<br />
Challenger is possibly the ultimate American<br />
V-Twin Bagger-Tourer.
in ways I could never have imagined before.<br />
At the front, the Chassis mounted Fairing offers<br />
fantastic wind protection and the electronically<br />
adjustable windshield can lower or rise so that<br />
you get the perfect setting to eliminate all<br />
wind buffeting that one often gets on most<br />
other touring bikes. The fairing houses a classleading<br />
100-WATT Audio system and full LED<br />
Headlights that light the way far into the future<br />
even on the darkest nights of the soul.<br />
The spacious cockpit is host to a large<br />
TFT Screen that offers a full range of Ride<br />
commands including traffic and weather<br />
display. Heated grips, cruise control, tachometer,<br />
speedometer, rev counter, etc – you name it and<br />
the Challenger has it as standard.<br />
However, the best safety feature is something<br />
you won’t see with your eyes. The Indian<br />
Challenger has an intuitive system that<br />
overcomes the limits of traction control and<br />
anti-locking braking systems – this motorcycle<br />
thinks before you can think of thinking! The<br />
Bosch 6 Axis IMU system calculates the exact<br />
orientation of the Challenger, collecting millions<br />
of data points to determine lean angle and<br />
wheel slippage, before electronically adjusting<br />
the throttle response and braking inputs – all<br />
whilst it takes the motorcycle’s lean angle into<br />
account. This ensures the safest possible ride, as<br />
long as you don’t ride like a complete moron. If<br />
you crash this motorcycle, then you shouldn’t be<br />
riding any motorcycle or you have fallen asleep!
FIRST RIDE<br />
BIMOTA TESI<br />
H2 CARBON<br />
WORDS BY ADAM CHILD ‘CHAD’<br />
‘Bimota’s most powerful bike to date, the dramatic<br />
hub-centre-steering, supercharged TESI H2.<br />
Combining Kawasaki’s supercharged power with<br />
Italian design and flair, Bimota’s new TESI H2’.
POWER<br />
2<strong>28</strong>bhp @<br />
11,500rpm<br />
TORQUE<br />
141.7Nm @<br />
11,000rpm<br />
WHEEL<br />
BASE<br />
1455mm<br />
SEAT<br />
HEIGHT<br />
840mm<br />
WET<br />
WEIGHT<br />
219kg<br />
Let me bring you up to speed. Kawasaki now<br />
owns 49.9% of Bimota, which is brilliant news<br />
for the small Italian firm. Since its creation in<br />
the early 1980s, Bimota has historically bought<br />
engines from Kawasaki or Yamaha or Suzuki<br />
or Ducati, and then produced a bespoke<br />
chassis to wrap around those power units.<br />
However, developing their fuelling and exhaust<br />
systems, and then getting the new bike to meet<br />
increasingly tough emissions regulations was<br />
extremely difficult and costly.<br />
But now, thanks to Kawasaki, Bimota has a<br />
colossal amount of engine technology to<br />
borrow from their Japanese partners. And this,<br />
the TESI H2, is the first bike to come out of this<br />
unique and intriguing relationship.<br />
Essentially, Bimota has taken one of the world’s<br />
most powerful engines, the supercharged<br />
H2, plus its fuelling and exhaust, instruments,<br />
switchgear, lights and electronic rider aids<br />
and then added their own chassis and design.<br />
Without any fuelling or electronic development<br />
costs or Euro4 compliancy to worry about, their<br />
focus has been centred on what they do best:<br />
chassis and design.<br />
Bimota has opted to use its Difazio-type hubcentre-steering<br />
TESI front end which was<br />
designed by Pierluigi Marconi in the 1980s<br />
before reaching production in 1991. The new<br />
billet aluminium rear swing -arm and carbon/<br />
aluminium front arms bolt directly to the<br />
supercharged Kawasaki motor. Two Öhlins<br />
shocks at the rear control the front and rear<br />
wheel independently. The conventional trellis<br />
Kawasaki frame has been removed.
But it’s not just about the frame and suspension either.<br />
The aerodynamic bodywork, with wings that create<br />
high-speed downforce (11kg), plus the fuel tank are all<br />
carbon fibre. Oh, and this 2<strong>28</strong>bhp motorcycle tops the<br />
scales at 207kg (dry).<br />
We flew out to Italy to test the TESI H2 on track. R1.2m,<br />
2<strong>28</strong>bhp supercharged engine and unique TESI front<br />
end... Bimota certainly knows how to make a statement.<br />
THE CLEVER BIT<br />
This is where Bimota comes to the party, with its genius<br />
chassis design and new TESI front end and hub-centresteering.<br />
Conventional telescopic forks, especially on powerful<br />
bikes like an H2, require enormous strength to deal<br />
with the forces of braking, while also performing the<br />
more subtle tasks of steering and absorbing bumps.<br />
They attach to a huge (and high) steering head that’s<br />
braced and stiffened to cope with all those forces
passing to the frame. And, of course, they alter the<br />
chassis’ wheelbase and steering geometry as they<br />
extend and compress.<br />
The TESI’s hub-centre-steering system, meanwhile,<br />
leaves the geometry unaffected by braking and<br />
acceleration. There isn’t any conventional dive, and<br />
the feeling at the bars is constant whether the bike<br />
is slowing or accelerating or turning.<br />
That’s because the functions of braking, suspension<br />
and steering are separated. The steering, for<br />
example, isn’t affected by the suspension, while the<br />
suspension is unaffected by braking forces. Each<br />
is free of the inherent engineering compromises<br />
necessary with teles.<br />
The front suspension is more like a conventional<br />
rear swing-arm with a single shock, which on the<br />
Bimota is located at the rear. Steering is via a series<br />
of links and joints, with the front wheel pivoting on<br />
a hub (and most of the HCS architecture hidden<br />
by dramatic carbon bodywork). In fact, in basic<br />
terms the TESI H2 comprises of a swing-arm on the<br />
front, an engine in the middle, swing-arm on the<br />
rear; there is no conventional frame as everything is<br />
bolted to Kawasaki’s supercharged motor.<br />
Yes, there is added weight with the additional<br />
mechanisms and linkages of HCS but that is offset<br />
by the absence of a conventional frame and lack<br />
of need for a massive headstock. Each arm is<br />
made from relatively light billet aluminium with the<br />
centre bridge manufactured in carbon fibre on the<br />
front arm.<br />
When Kawasaki acquired a 49 percent<br />
stake in it and lent the Bimota its<br />
resources, the Italian company went<br />
all in to produce the bombastic Tesi H2.<br />
First introduced in 2020, the Tesi ‘H2’ is<br />
a supercharged beast inspired by the<br />
Kawasaki Ninja H2 but excels over the<br />
latter in a couple of aspects.
WITHIN A FEW LAPS, THE TESI STARTED TO FEEL<br />
NATURAL AND I STARTED TO FEEL AT HOME,<br />
DRAGGING MY KNEE ON THE FERRARI TEST<br />
TRACK WITH CONFIDENCE.<br />
Rolling out of the pitlane, the initial feeling<br />
was a little odd. When I opened and close the<br />
throttle the bike was implacable and divefree.<br />
Below 10mph it weaved very gently as<br />
I counter-steered, trying to get used to the<br />
unusual sensation of hub steering. The initial<br />
feeling was vague.<br />
As mentioned, the first session was a little<br />
damp as well as cold, so the first few laps were<br />
ridden with R1.2m-worth of circumspection.<br />
Soon, though, I started to connect to the<br />
different feeling and learnt to trust the frontend<br />
grip rather than feel for it as I would with<br />
teles. Within a few laps, the TESI started to<br />
feel natural and I started to feel at home,<br />
dragging my knee on the Ferrari test track with<br />
confidence.<br />
In pictures it may look like a big bike, especially<br />
with me on board..., and it is indeed on the large<br />
side with a taller seat height than the Kawasaki<br />
– but it feels much lighter than its Kawasaki<br />
donor bike. Considering its brutal power<br />
output, the TESI made relatively light work of<br />
Moderna’s twistiest sections. After a 20-minute<br />
session, I didn’t feel like I’d been in a fight with<br />
a heavyweight. Fast direction changes were<br />
surprisingly easy, while it flowed accurately and<br />
calmly through the faster sections. While it’s<br />
true that we didn’t have a standard H2 on the<br />
test, I’m sure the difference between the two<br />
bikes would be significant. I can’t remember the<br />
standard H2 feeling this fluid.<br />
By session two, with heat in the Bridgestone<br />
rubber and more track familiarity, we properly<br />
clicked, in part because of the relative lightness<br />
of the Bimota. The quoted kerb wight of the<br />
TESI H2 is 219kg (207kg dry) while Kawasaki<br />
quotes a wet weight of 238kg for the standard<br />
H2, which means on paper a significant 19kg<br />
saving with a demonstrably lower centre of<br />
gravity too.<br />
dd to this the fact that the (theoretical) head<br />
angle is far steeper on the TESI – 21.3° with<br />
117mm of trail and 24.5° and 103mm on the<br />
Kawasaki. The TESI system allows a much<br />
steeper head angle (if Kawasaki were to run<br />
such a steep head angle it would almost buckle<br />
the forks) which quickens the steering and<br />
makes the TESI even more responsive to rider<br />
inputs. There’s a sense of lightness engineered<br />
into the bike.
Braking is very different from a conventional<br />
bike, despite the TESI sharing the same Brembo<br />
Stylema calipers as the Kawasaki H2. No matter<br />
how hard and late you brake, the TESI stays flat.<br />
The front does not dive, you don’t run out of<br />
fork travel, and the rear does not lift. You can<br />
brake exceptionally late yet absolute stability<br />
remains – in fact nothing appears upset the<br />
handling. Corning ABS comes as standard, but<br />
its parameters have been changed to match the<br />
‘funny’ front end as well as the bike’s relative<br />
lightness and reduced stopping distance.<br />
Arguably there are disadvantages to this system.<br />
Without fork dive, the rake stays constant; when<br />
you brake heavily it’s not easier to turn as it is<br />
on a conventional bike. I’d also argue the feeling<br />
isn’t as one-to-one. I didn’t have the confidence<br />
to brake deep into the apex, compressing the<br />
front tyre, feeling the sidewall squish and build<br />
grip. But this isn’t a race bike on race tyres, and I<br />
doubt very much that I’d brake deep to the apex<br />
on a standard Kawasaki H2 while dragging my<br />
knee to the apex.<br />
The more laps I threw in, the more I got used to<br />
the feel of the front. I never had an issue with lack<br />
of grip or understeer, it worked perfectly and<br />
predictably. But I had to build up confidence, and<br />
in the last 10% I didn’t quite know how much to<br />
push. But I guess that will build as confidence<br />
increases and more set-up time.<br />
Unfortunately, I didn’t have time to play with the<br />
setup. Clever construction of the suspension<br />
support means ride height can be adjusted by<br />
20mm without altering the bike’s geometry;<br />
instead, you’re essentially moving the bike’s<br />
centre of gravity. But initial impressions are of<br />
a lighter, more flickable machine that can brake<br />
later with more stability.<br />
Braking is controlled by twin 330mm discs, with<br />
four-piston Brembo Stylema calipers, which are<br />
located at the top of the disc, inside the billet<br />
aluminium front swing-arm. These are taken<br />
directly from Kawasaki. Traditionally, Bimota<br />
would locate the calipers on<br />
the low side of the disc, at<br />
six o’clock, but now they are at 12 o’clock, which<br />
according to Bimota improves their efficiency.<br />
Braking power is immense, the rear does not<br />
lift or come around, and the front does not<br />
pitch forward. Stability is total; the chassis feels<br />
solid. Bimota claims the TESI H2 stops in a<br />
shorter distance than the standard Kawasaki<br />
H2, so much so the cornering ABS system and<br />
parameters had to be recalibrated. However,<br />
some of this might be down to the lightness of<br />
the Bimota, and some would argue that on track<br />
the TESI front end doesn’t give the feedback of<br />
a conventional front end.<br />
Kawasaki’s Intelligent anti-lock Brake System<br />
(KIS) ABS is present and correct and is linked<br />
to the IMU for lean sensitivity. Kawasaki’s engine<br />
brake control is also carried over to the Bimota.<br />
ABS intervention can be changed but cannot be<br />
fully deactivated. On track on standard rubber,<br />
the ABS was evident but not too intrusive.
SUPERCHARGED POWER<br />
This is the intriguing aspect of the new<br />
partnership between Kawasaki and Bimota.<br />
Kawasaki spent a fortune developing the<br />
supercharged 998cc inline-four; perfecting the<br />
devilishly complicated fuelling, making sure the<br />
technology would be reliable and rideable and<br />
making sure it passed tightening homologation<br />
regs for noise and emissions. Then Bimota<br />
stepped in and scampered off to Italy with all<br />
that knowledge and hard work.<br />
But this does mean that Bimota can’t change<br />
any aspect of the engine, including the<br />
fuelling and exhaust, because they<br />
would then have to start that whole<br />
costly process again, including<br />
further homologation tests. So the<br />
TESI H2 shares exactly the same<br />
supercharged engine as the H2, exactly<br />
the same gearbox, fuelling, injectors and<br />
exhaust. It is all identical.<br />
Bimota traditionalists may hesitate, but this is<br />
obviously advantageous for Bimota as a huge<br />
cost and time-saving exercise, plus they have a<br />
proven 2<strong>28</strong>bhp supercharged reliable motor to<br />
deploy as they wish. The disadvantage is that the<br />
current H2 motor is only Euro4, and the gearbox<br />
ratios re fixed, while that muffler is a little on the<br />
bulky side. I’m sure the stylish Italians would have<br />
given that a tweak if it were possible.<br />
I first rode the legendary H2 and H2R on its<br />
world press launch in Qatar and was blown<br />
away by the supercharged performance. It was<br />
a revelation. I can remember coming in after the<br />
first session almost speechless.<br />
Kawasaki has tweaked the motor since 2015 to<br />
comply with Euro4 regulations and this is what<br />
powers the Bimota today – but it’s still as fierce<br />
as ever.<br />
My first session at Moderna, a fun but tight<br />
track in northern Italy, was a little damp,<br />
which meant opting for reduced power and<br />
increasing the lean-sensitive traction control.<br />
The TESI ran on Bridgestone RS11 rubber<br />
and no tyre warmers but within a few laps it<br />
was obvious the grip it was generating was<br />
far better than expected. The Bimota runs<br />
the same Bosch 6-axis IMU as the Kawasaki,<br />
and it was reassuring to hear the TC working<br />
overtime, even with the power reduced.<br />
After a quick pit stop to change to a dark<br />
visor, it was back to normal power and<br />
reduced rider aids – a something-in-themiddle<br />
setting. Now the H2 – sorry, the Bimota<br />
– came alive. The supercharged motor has<br />
several personalities. The mid-range whoosh<br />
is phenomenal, and it requires a mental<br />
recalibration to get used to the supercharged<br />
delivery. The sheer avalanche of horsepower<br />
asks serious questions of the mechanical grip<br />
THE SUPERCHARGED MOTOR<br />
HAS SEVERAL PERSONALITIES.<br />
THE MID-RANGE WHOOSH IS<br />
PHENOMENAL, AND IT REQUIRES<br />
A MENTAL RECALIBRATION<br />
TO GET USED TO THE<br />
SUPERCHARGED DELIVERY.
and makes the traction and anti-wheelie work<br />
overtime. So, while many bikes make Moderna<br />
feel tight in places, the Bimota’s Kawasaki<br />
power made it feel like a car park.<br />
The only place to really let the TESI H2 loose<br />
was down the main straight and, again, the<br />
power was almost too much, the acceleration<br />
fierce enough to punch the air from your lungs.<br />
The kick it delivers is addictive, like nothing else<br />
on the road, and acoustically backed up by the<br />
chirp of the supercharger.<br />
The rider aids are the same as the H2’s but have<br />
been recalibrated to compensate for the Italian’s<br />
comparative lack of weight, which is apparent<br />
in everything the bike does. After all, while<br />
quoted power is the same as the H2, the Bimota<br />
is considerably lighter (19kg), and therefore<br />
accelerates even faster. And if you have ever<br />
been lucky enough to sample an H2 off the<br />
lead, then you may find that hard to believe.<br />
The TESI H2 is far better suited to big circuits<br />
like Silverstone or Mugello but the Moderna<br />
did highlight the Bimota’s downside (which is<br />
the same as the H2) – the fuelling low down<br />
is sharp. Yes, you can play with this, changing<br />
the engine modes and increasing TC and antiwheelie<br />
helps, but there’s no hiding the fact<br />
that it’s a little aggressive when you open the<br />
throttle at low rpm.<br />
From 20% to 40% throttle, it’s just about<br />
acceptable but from 0% to 20 or 30%, it’s<br />
snappy. The twisty track exacerbated this<br />
weakness, meaning you need those excellent<br />
rider aids as a safety net as it’s hard to dial in<br />
the power smoothly and slowly in a low gear.<br />
In fact, it’s sometimes easier to short shift on<br />
the standard quickshifter into a taller gear for a<br />
better ride.<br />
I guess nothing is perfect. Perhaps it’s too<br />
much to expect a market-leading mid-range<br />
drive, complete with the cheeky chirp of a<br />
supercharger, as well as easily manageable<br />
torque low down. But I have ridden the H2<br />
and H2R on fast and flowing tracks, and the<br />
experience was literally breath-taking. Now I<br />
can’t wait to try the Bimota at a faster track.<br />
AFTER ALL, WHILE<br />
QUOTED POWER IS<br />
THE SAME AS THE<br />
H2, THE BIMOTA IS<br />
CONSIDERABLY LIGHTER<br />
(19KG), AND THEREFORE<br />
ACCELERATES EVEN<br />
FASTER. AND IF YOU<br />
HAVE EVER BEEN LUCKY<br />
ENOUGH TO SAMPLE AN<br />
H2 OFF THE LEAD, THEN<br />
YOU MAY FIND THAT<br />
HARD TO BELIEVE.<br />
IT IS ROAD LEGAL – JUST.<br />
I don’t think the design team had much of a<br />
conversation about comfort and fuel economy.<br />
However, the Bimota is road legal, and the light<br />
handling I felt on track should transfer to the<br />
road. The seat height is higher than the H2’s but<br />
can be changed by altering the ride height, and<br />
the pegs are also multi-adjustable.<br />
The suspension is fully adjustable, with both<br />
remote pre-load adjusters located at the rear of<br />
the bike. The TESI front end should, in theory,<br />
be well-suited for the road, as braking does not<br />
compress the suspension, meaning braking over<br />
bumps should feel smoother and plusher.<br />
As noted, the Bimota shares the same fuelling<br />
as the H2, and even the same 17-litre fuel tank.<br />
Range and mpg should be similar, if not slightly<br />
better on the Bimota as it’s lighter and possibly<br />
more aerodynamic. But, like the H2, the Bimota<br />
will be thirsty, returning 35-40mpg at best, and<br />
considerably less on track. All said, if you are<br />
buying a R1.2m exotic superbike and thinking<br />
about running costs and comfort, you probably<br />
need to head to your nearest BMW dealership.
SAME TECH AT KAWASAKI’S H2<br />
As you’re probably able to predict, rider aids lifted straight<br />
from Kawasaki’s H2 but recalibrated to match the lighter<br />
Bimota. These are linked to a six-axis IMU. This means<br />
the TESI H2 comes with proven technology comprising:<br />
Kawasaki Cornering Management Function (KCMF),<br />
Kawasaki Traction Control (KTRC), Kawasaki Launch<br />
Control Mode (KLCM), Kawasaki Engine Brake Control,<br />
Kawasaki Intelligent anti-lock Brake System (KIBS), ABS<br />
and Dual-direction Kawasaki Quick Shifter (KQS). Bimota<br />
has even retained the economical riding indicator. The<br />
instruments are again from Kawasaki, and their latest lightsensitive<br />
TFT displays.<br />
Bimota offers a full race exhaust, which looks stunning and<br />
shaves off 14kg, and add five more BHP.<br />
BIMOTA TESI H2 VERDICT<br />
The Bimota TESI H2 is a very difficult bike to judge and<br />
to give a categoric verdict because it’s so different from<br />
anything on the market. Judging by social media alone,<br />
some already hate the looks and ‘funny’ front end based on<br />
styling alone...<br />
For me, Bimota has taken one of the world’s best engines,<br />
Kawasaki’s supercharged H2, and housed it in a unique<br />
chassis, which feels lighter and more agile than the all-<br />
Japanese bike. The Italians have then added their own flair,<br />
style and design – and I love the fact it looks like no other<br />
bike on the planet. Yes, it’s expensive, but numbers are going<br />
to be limited to 250 and is in line to become a future classic.<br />
But the TESI H2 isn’t for everyone. Some won’t click with<br />
the hub-centre steering and the differences it brings and the<br />
fuelling is aggressive at low speeds, which on the road will<br />
be far from ideal. And if you have R1.2m there are cheaper<br />
bikes that are faster around a race track.<br />
I applaud what Bimota has done. It’s wonderful that there are<br />
designers who are still out there pushing the boundaries and<br />
producing something that not only works but looks fantastic.<br />
If your favourite colour is grey and you get excited about<br />
golf, the TESI isn’t for you. If you want big power, a bold<br />
statement, and don’t care about mpg or the fact there are<br />
bikes that are more capable on track – then the TESI is for<br />
you. I can’t think of any other bike which shouts ‘look at me!’<br />
any louder. It’s a bold, brilliant Kawasaki H2 smothered in<br />
Italian style and engineering brilliance. Who wants normal!<br />
I APPLAUD WHAT BIMOTA HAS<br />
DONE. IT’S WONDERFUL THAT<br />
THERE ARE DESIGNERS WHO ARE<br />
STILL OUT THERE PUSHING THE<br />
BOUNDARIES AND PRODUCING<br />
SOMETHING THAT NOT ONLY<br />
WORKS BUT LOOKS FANTASTIC.<br />
Bimota TESI H2 R1.2m<br />
Yes, R1.2m is a lot of money, but let me try<br />
to justify that.<br />
Kawasaki no longer sells the standard H2,<br />
but if you search around there are a few<br />
pre-registered bikes with low mileages<br />
going for around R800k.<br />
Meanwhile, Kawasaki’s still-current, much<br />
more powerful but not road-legal H2R, on<br />
which the Bimota is heavily based, is priced<br />
at R1m – which means a TESI H2 buyer<br />
is only paying R200k to R400k more than<br />
they would for a Kawasaki H2 or H2R...<br />
Okay, I tried. That is still a lot of money. But<br />
you can see where the money has been<br />
spent; what makes the Italian so special.<br />
Lashings of carbon and trick Öhlins<br />
suspension, for starters, plus the exquisite<br />
build and finish of the Bimota chassis must<br />
be worth R200k or even R400k more than<br />
the Kawasaki.<br />
Competition-wise, if 2<strong>28</strong>bhp and 207kg<br />
are not enough for you, then Ducati has the<br />
race-ready but road-legal Panigale V4R. All<br />
new for 2023 and armed to the teeth with<br />
237bhp while weighing just 172kg in race<br />
set up, it is considerably cheaper at R800k.<br />
If money isn’t an issue, Ducati’s limited<br />
edition Superleggera V4 produces 234hp<br />
and tops the scales at just 152.2kg with<br />
race kit and is over 50kg lighter than the<br />
carbon Bimota. To you, R1.8m.
BAUTISTA INTERVIEW<br />
“I WILL HAVE<br />
A PLACE IN<br />
DUCATI HISTORY<br />
FOREVER”<br />
The 2022 World Champion reflects on his<br />
incredible success in WorldSBK as he took<br />
Ducati’s first title since 2011<br />
After a year-long fight his rivals, Alvaro Bautista (Aruba.<br />
it Racing – Ducati) was able to claim the 2022 MOTUL FIM<br />
Superbike World Championship after a thrilling battle with<br />
Toprak Razgatlioglu (Pata Yamaha with Brixx WorldSBK) and<br />
Jonathan Rea (Kawasaki Racing Team WorldSBK). Bautista wrapped up the<br />
title with a round to spare, securing it in Race 2 at the Pertamina Mandalika<br />
International Street Circuit in Indonesia.<br />
BECOMING CHAMPION: all the emotions from<br />
Bautista after the return<br />
After wrapping up the title in Indonesia, Bautista’s emotions were on display<br />
for all to see through his celebrations and immediate interviews. Later on,<br />
in this special sit down interview, conducted between the Indonesian and<br />
Australian Rounds, Bautista opened up even further on the emotional side<br />
of winning the Championship; from his friends and family, the first phone<br />
call he made, the nerves before the title-deciding race and even how leading<br />
Race 2 in Indonesia meant he was making mistakes.<br />
He said: “World Champion 2022 sounds really good. When you get back<br />
home and see your family and friends, that’s when you will say: “I know what<br />
I got, what I achieved and now it’s time to enjoy it”. I think the hashtag I was<br />
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<br />
together, I was a bit nervous. I knew that I could be fast and competitive but,<br />
before you jump on the bike, simply I had a doubt but when I did the first<br />
laps on the bike, the doubt disappeared. I was smiling because I felt the bike<br />
was mine.”<br />
THE PRESSURE: one race added more than the others…<br />
With the title coming down to Race 2 in Indonesia, the odds were stacked<br />
in Bautista’s favour as he needed just a podium finish to secure the title with<br />
one round and three races to spare. He duly did so, with second place, but<br />
not before he felt extra pressure on the grid. Bautista spoke about this and<br />
also revealed the emotions he had when calling his family and seeing them<br />
in person for the first time after taking the title.<br />
Bautista said: “I always tried to be focused but, believe me, in Race 2 I<br />
started to feel more pressure than all the season. When I was leading at that<br />
moment, I was too nervous. I didn’t want to make a mistake and, maybe<br />
because of that, I was making a lot of mistakes. My target was trying to win<br />
the Championship, not the race, so it was different from other races! After<br />
the race, when I stopped to celebrate and to put the #1 on my bike, at that<br />
moment I wanted to celebrate. But, at the same time, I couldn’t because<br />
I didn’t have energy. The first phone call I made was to my wife because<br />
I want to see her and see my daughters. It’s funny because, when I arrive<br />
home, I always show the trophies to my daughters, especially the big one,<br />
as they’re starting to understand more things. Imagine when I arrive with<br />
the World Champion trophy and give it to her… for me, that will be more<br />
emotional than everything.”<br />
HISTORY MADE: Ducati’s long wait is over<br />
Ducati’s last Riders’ Championship came in 2011 when Carlos Checa won<br />
the title on an Independent Ducati, and, despite coming close to glory,<br />
the Italian manufacturer had to wait until 2022 for their next title when<br />
Bautista took the honours. 2022 was also a year for Ducati’s Manufacturers’<br />
Championship drought to end as they took that title for the first time since<br />
2011 as well to add to their illustrious history.<br />
Discussing his Ducati title, Bautista said: “Everybody in the past told me<br />
I have to be a Champion with Ducati. It’s something different. You don’t<br />
realise that until you do it. It’s true. I remember here in WorldSBK, three<br />
years ago, when I won the first race with Ducati. It was very special. Many<br />
people become crazy! I feel I will have a space in Ducati history forever.”
HIGHS AND LOWS: proving people wrong,<br />
the ups and downs…<br />
In a season of incredible consistency for Bautista, where he racked up 31<br />
podiums in 36 races, including 16 wins, picking out high moments could<br />
have proven to be difficult, but the 38-year-old was able to do so, identifying<br />
two rounds as ‘perfect’ and ‘even better’. He also outlined his worst moment<br />
of the season but also turned that into a positive as he bounced back in<br />
style the following day.<br />
Bautista said: “The Misano round was very important. I remember that<br />
weekend, I was so focused and concentrated so much. I just wanted to do<br />
a perfect job and the feeling of the bike was amazing. Finishing in front of<br />
Jonathan, who, at that moment, was the main rival in the classification made<br />
it one of the best weekends of the season. If I say the Misano round was a<br />
perfect weekend, I think Catalunya was even better! Especially coming from<br />
Magny-Cours. The best was the feeling I had with the bike was amazing. I<br />
enjoyed all the races and all the practices. I think the best weekend of the<br />
season. My worst thing was when I crashed at Donington. It was my fault, my<br />
mistake. But many people thought ‘now he starts to feel the pressure and it<br />
starts to be like 2019 and he starts making mistakes.’ I was really, really calm<br />
because I knew what the problem was. In Race 2, I showed myself and all the<br />
people that I made a mistake, but this year is different from three years ago.”
FAST TRACK VIDEO<br />
ROOKIE ON<br />
THE MOTOGP<br />
RAILS<br />
RACING THROUGH 2022 WITH DARRYN BINDER<br />
It’s the journey, not the destination, right? When<br />
24-year-old South African Darryn Binder made the<br />
daunting transfer from the Moto3 category (250cc<br />
motorcycles) straight into the premier class of<br />
MotoGP (1000cc fire-breathers that reach speeds<br />
greater than 225mph) for 2022 he wasn’t so much<br />
entering the deep-end but rather ‘divebombing’ from a<br />
clifftop. We tagged along for the ride.<br />
From his worries over the transition, to training at home<br />
in Andorra to that sizzling debut in Qatar, moments of<br />
doubt over speed and finally elbowing his way into the<br />
premier class with aplomb; ‘Fast Track’ was there for the<br />
first thoughts and emotions. Like Darryn himself; ‘Fast<br />
Track’ quickly gets to the point.<br />
The 2022 saddle with WithU Yamaha RNF was a case of<br />
right place, right opportunity, right choice for the talented<br />
and likeable youngster who had already cast his name<br />
firmly in the bracket of ‘one to watch’. Binder’s brave<br />
move with the crew that had already given career highs<br />
to Monster Energy Yamaha pairing Fabio Quartararo and<br />
Franco Morbidelli meant that he bounced straight out<br />
of the intense and often wacky closeness of the Moto3<br />
gaggle into a blurred contest that splits the best riders in<br />
the world by hundredths of a second.
From day-to-day I felt like I was<br />
starting at zero again! It took a<br />
couple of days to get used to that<br />
and then learn everything. There<br />
are so many electronics…also, it<br />
is one thing to be fit and strong<br />
but it’s another to be riding fit.”<br />
His leapfrog over the intermediate Moto2 division is a tactic<br />
that has been undertaken by just one other rider in the history<br />
of the current Moto3, Moto2 and MotoGP structure. In terms<br />
of learning and acclimatisation, Binder was the fifth and final<br />
rookie on the 2022 grid with the tallest mountain at his gate.<br />
“I knew it was going to be tough…but this is all I wanted to<br />
do,” he offered-up. “The speed from Moto3 to MotoGP is<br />
insane. From day-to-day I felt like I was starting at zero again!<br />
It took a couple of days to get used to that and then learn<br />
everything. There are so many electronics…also, it is one thing<br />
to be fit and strong but it’s another to be riding fit.”<br />
Darryn had won a Grand Prix in Moto3 and scaled the box<br />
five times for a total of six trophies in his seven-season stay in<br />
the world championship to-date but his education and walk<br />
through the pressure, rigours and enigmas of MotoGP was a<br />
trek that fans could kinda relate to: how did a championshipwinning<br />
Yamaha M1 race bike feel? How mind-blowing was the<br />
speed? How do you try and compete with riders like reigning<br />
#1 Quartararo, Ducati’s Pecco Bagnaia and 2020 world champ<br />
Joan Mir? How do you manage the highs-and-lows?<br />
And there were peaks and troughs. He managed a fantastic<br />
top ten result in just his second twist of the throttle in<br />
Indonesia and came close to a similar classification in<br />
Catalunya. Darryn has been fearless and open-minded and<br />
quickly found his platform in the establishment.<br />
Fast Track’ sees us jump on Binder’s shoulder for some of<br />
the path. The racer’s easy and effortless personality giving us<br />
revealing glimpses behind the helmet visor.<br />
Don’t miss this unique insight into the fastest and most<br />
demanding, rubber-laying two-wheeled sport. Watch it on<br />
YOUTUBE.COM/MONSTERENERGY now!
The rock and roll appearance<br />
of wild hair and ‘tats’ hides<br />
a deadly seriousness. Marco<br />
Bezzecchi, a 23-year-old from<br />
Rimini, Italy has won Grands Prix in two of<br />
MotoGP’s world championship categories<br />
and is firmly on the fast-track to more<br />
fame after grabbing a podium finish and<br />
emerging as Rookie of the Year in the<br />
premier class in 2022. ‘Bezz’ might look<br />
like he’s ready to thrash…but it will be<br />
Michelin race rubber, lap-times and his<br />
many rivals in the world championship<br />
rather than any instrument strings.<br />
Bezzecchi is one of the brightest lights<br />
of Valentino Rossi’s VR46 Academy and<br />
has propelled himself to the forefront of<br />
MotoGP and the Ducati brand thanks to<br />
his rapid adaptation and frightening pace<br />
as part of the Mooney VR46 team.<br />
“I think many people<br />
see him as the ‘future.<br />
You can see how<br />
hard he rides, how<br />
competitive he is.<br />
MotoGP is super-hard<br />
now and he’s here as<br />
a rookie but you know<br />
that another step is<br />
coming next year<br />
and he will challenge<br />
more for podiums.<br />
It will come naturally<br />
because he is that<br />
type of rider with a<br />
winning mentality.”<br />
BEZZECCHI INTERVIEW<br />
MAKING THE<br />
BIG MOTOGP<br />
SPLASH<br />
MARCO BEZZECCHI TALKS ABOUT THE FINE MARGINS
“I think many people see him as the ‘future’,” opines VR46<br />
Business Development Director and former MotoGP Team<br />
Director Johan Stigefelt. “You can see how hard he rides, how<br />
competitive he is. MotoGP is super-hard now and he’s here as<br />
a rookie but you know that another step is coming next year<br />
and he will challenge more for podiums. It will come naturally<br />
because he is that type of rider with a winning mentality.”<br />
Marco has gone about subverting opinions in 2022. His results<br />
have impressed in his first term gunning the Desmosedici and<br />
a motorcycle that holds the 225mph top-speed record in the<br />
sport. He’s outperformed competitors that got the better of<br />
him in ’21 Moto2 and the hard-edged approach to Grand Prix<br />
doesn’t quite tell the whole truth. “He is like that…but also a<br />
very caring guy,” Stiggy adds. “He takes care of the people<br />
around him. He’s sensitive in a way, and so polite.”<br />
Bezz is the subject of the latest Monster Energy movie series<br />
that pulls back the curtain on the relentless warriors that<br />
bend the limits of their fitness, minds and fears in motorcycle<br />
racing. “I liked doing it…but I also didn’t!” the softly-spoke<br />
racer smiles. “I usually want to keep my private life private, but<br />
the crew made me feel very comfortable and that gave me<br />
confidence. I think it’s a cool thing to do.”<br />
#72 shares his thoughts and emotions of life in-and-around<br />
MotoGP and shows the work and demands away from<br />
the Grand Prix circuits that many fans often don’t see.<br />
To accompany the short film, we asked Marco about his<br />
memorable ’22 and how life has shifted…<br />
On coping with a brighter spotlight…<br />
If you go well you have more attention and then more pressure<br />
in the next races. If you go bad then you have the feeling that<br />
people expected a lot more. In this sport, in every sport actually,<br />
handling this is part of the job. I think, as riders, we have to put<br />
the [engine] ‘map’ for racing in our heads and we have to know<br />
how to deal with questions and media scrutiny. It’s OK.<br />
On weighing the hopes of the fans…<br />
I don’t think I have as many as other Italian riders but the ones<br />
I do have are all so nice. I receive a lot of support from people<br />
from my hometown or those at the tracks. I cannot complain<br />
about anything. It is one of the best parts of the job.<br />
“If you go well<br />
you have more<br />
attention and then<br />
more pressure<br />
in the next races.<br />
If you go bad<br />
then you have<br />
the feeling that<br />
people expected<br />
a lot more.”
“It was a big<br />
achievement<br />
because it was one<br />
target I had in mind<br />
– a bit of a dream<br />
actually – that I didn’t<br />
know if it would be<br />
possible in my first<br />
season. It was a ‘I can<br />
do it!’ moment and it<br />
meant I could work<br />
better. It was also a<br />
nice moment…we<br />
partied a lot after!”<br />
On a highlight: qualifying 2nd at his home Grand<br />
Prix and making the top five or the 2nd place in<br />
Assen, his first MotoGP podium…<br />
Well, of course Mugello was nice because it was my home<br />
GP but Assen was something more because it was a<br />
podium finish. It was another step in our development or<br />
our growth here. It was a big achievement because it was<br />
one target I had in mind – a bit of a dream actually – that<br />
I didn’t know if it would be possible in my first season.<br />
It was a ‘I can do it!’ moment and it meant I could work<br />
better. It was also a nice moment…we partied a lot after!<br />
On being defined as the ‘surprise’ of 2022 MotoGP…<br />
Well, in the end I think it is OK. For my first year in MotoGP<br />
I’ve made some very good races. If we look at people like<br />
Vale, Marc Marquez, Dani Pedrosa and Jorge Lorenzo -<br />
riders from another era – then they had very strong rookie<br />
seasons but since then I think there have been some good<br />
ones and bad ones. I think we did what we had to do,<br />
and it’s OK if I am the ‘surprise’ of MotoGP this year. Last<br />
year I was fast in Moto2 but you never know if you can be<br />
fast in MotoGP. I was happy to be the surprise. MotoGP<br />
is a crazy world and circumstances can change quickly<br />
in sport. To go fast you need a lot of stuff: the bike, the<br />
team, the people around you that make you feel good, the<br />
calmness. You need to put all these pieces together to go<br />
well. When something goes out of place it is easy to have<br />
some troubles.
On balancing MotoGP and life away from the track…<br />
In this regard I am good. I am able to switch off quite well.<br />
During the season, a long season, you need to be able<br />
to return home and do this because all the other hours<br />
of your life are for this [MotoGP]. You train, you work,<br />
you ride other bikes, you prepare: you do everything<br />
for a season. We have a small break in the summer and<br />
then another in the winter but you quickly come back<br />
around to what you need to do. I’m quite good at finding<br />
moments for me though and enjoying time with my<br />
family and friends. We don’t speak about bikes or races. I<br />
disconnect.<br />
On the search for the next step and more<br />
improvement…<br />
In the end, as we said, people expect a lot from you. For a<br />
new MotoGP season you cannot sit there and think ‘OK, I<br />
know what I have to do’. You have to push more because<br />
you have to do more…if not then you might not have a<br />
bike anymore! Every winter is, let’s say, different but also<br />
similar. When you switch category you know you have to<br />
work a lot because the next bike will be harder but then<br />
you cannot stop this progress. I think it is also one of the<br />
best parts of the job. It’s good to keep yourself motivated.<br />
Watch the full buzz about Marco Bezzecchi on<br />
YOUTUBE.COM/MONSTERENERGY now!
WORDS BY ADAM CHILD ‘CHAD’ | PICS BY BMW MOTORRAD<br />
E X C L U S I V E T E S T<br />
BMW<br />
FLEXES ITS<br />
MUSCLES<br />
BMW steps into the super naked<br />
market, with its most powerful<br />
naked bike in this highly<br />
competitive class. The Germans<br />
are flexing their muscles,<br />
showing what they can do;<br />
welcome to the 207bhp M 1000<br />
R. On looks alone, it’s already a<br />
winner for some.<br />
BMW’s standard S 1000 R is a great bike. I tested<br />
one for a whole year and loved its everyday<br />
versatility and fuss-free ability on track. But<br />
when up against the more powerful Italian competition –<br />
the 200bhp hyper naked beasts from Ducati and MV– it<br />
was, on paper at least, slightly lacking.<br />
Ducati’s Streetfighter V4 and MV Brutale 1000RR are<br />
both in the 200bhp club, with Kawasaki’s supercharged<br />
Z H2 SE just a couple of horses shy. In the world it hardly<br />
matters that the S1000 R makes a peak of 165bhp, some<br />
35bhp lower than the big boys, but sometimes the real<br />
world doesn’t matter. It’s the numbers that count. Hence
the introduction of BMW’s new M 1000 R, with<br />
206.5bhp/154kw.<br />
BMW has taken the new ShiftCam engine from<br />
the 2022 S 1000 RR superbike and inserted<br />
it into the S 1000 R’s naked chassis. It has the<br />
same power and torque and the same gearbox.<br />
BMW hasn’t stopped there. Aerodynamic wings<br />
help to reduce wheelies by adding 11kg of<br />
downforce at 220kph (137mph). New stoppers,<br />
again taken directly from the S 1000 RR give<br />
improved braking. Chassis dimensions remain<br />
the same but the standard electronic suspension<br />
(DDC Dynamic Damping Control) has been<br />
recalibrated to deal with the 45bhp increase in<br />
power. A manually-adjustable steering damper<br />
is also new.<br />
Electronic rider aids also get a substantial<br />
upgrade and recalibration to deal with the<br />
improved engine and braking power, and are<br />
linked to a 6-axis IMU. New for the M 1000 R<br />
and S 1000 RR is the new Brake Slide Assist<br />
system, which allows some drift on corner entry<br />
before the lean-sensitive ABS kicks in.<br />
We headed out to southern Spain to see if the<br />
BMW M 1000 R lives up to the hype.<br />
AERODYNAMIC WINGS<br />
HELP TO REDUCE<br />
WHEELIES BY ADDING<br />
11KG OF DOWNFORCE<br />
AT 220KPH (137MPH).<br />
NEW STOPPERS, AGAIN<br />
TAKEN DIRECTLY FROM<br />
THE S 1000 RR GIVE<br />
IMPROVED BRAKING.
BIG POWER<br />
Removing the engine from the latest S 1000<br />
RR into the M 1000 R means it has a peak of<br />
154kW (206.5hp, 210PS) at 13,750rpm, up<br />
from 121kW/162hp/165PS for the standard<br />
S 1000 R. Max torque is slightly down, from<br />
114Nm to 113Nm, and higher in the rpm<br />
11,000rpm, not 9250rpm.<br />
BMW hasn’t detuned or remapped the<br />
S 1000 RR ShiftCam motor, not used<br />
in a naked chassis previously. Usually,<br />
manufacturers will soften, or calm down<br />
their sports bike motor before transplanting<br />
it into a naked chassis. Even the gearbox<br />
and internal ratios are the same, the only<br />
difference is the final gearing, with a slightly<br />
larger rear sprocket on the M 1000 R.<br />
Compared to the S 1000 R 4th, 5th and<br />
6th gear ratio are shorter, as it’s the same<br />
as the new S1000RR.<br />
The standard S 1000 R motor is usable<br />
and easy to get along with and I was<br />
concerned BMW may have diluted that with<br />
the superbike’s ShiftCam engine, but they<br />
haven’t. To make a 207bhp superbike engine usable is a hard job,<br />
but BMW has managed it.<br />
In the standard Road mode with restricted torque in the lower<br />
gears, its ease of use compliments the rider. Fuelling is smooth,<br />
power is progressive, and the quick shifter is light and perfectly<br />
matched with each up or down change. Even in sixth gear the<br />
motor pulls effortlessly below 30mph.<br />
The mid-range is equally notable. Peak torque is a fraction down<br />
and higher in the rpm compared to the S 1000 R, but there’s no<br />
real loss where it matters. Drive is impressive up to 8000rpm and<br />
it’s satisfying to short-shift via the smooth quick shifter, and enjoy<br />
an urgent and sporty ride, very much like the standard S 1000 R.
But the M 1000 R holds an ace card: from<br />
that relatively polite 8000rpm it revs on<br />
to a redline just short of 14,600rpm! It’s<br />
ridiculous to think we can now ride naked<br />
road bikes with 207bhp and spin to almost<br />
15,000rpm, feats and figures that were the<br />
preserve of World Superbike machines just<br />
a decade ago.<br />
Fortunately BMW allowed us a few<br />
laps of the Almeria racetrack to feel the<br />
full potential of that engine and, wow,<br />
it delivers. It just keeps pulling and<br />
revving as if there is absolutely no<br />
mechanical resistance inside<br />
the motor. Top speed is<br />
a quoted <strong>28</strong>0kph or<br />
174mph, 16mph higher<br />
than the standard S<br />
1000 R.<br />
But, don’t think of<br />
the M as just a revhappy<br />
superbike<br />
in a naked chassis. The ShiftCam engine<br />
is utterly usable in normal riding, limiting<br />
torque in the lower gears. Until, that is, you<br />
hit Race and Race Pro and all hell lets loose.<br />
And it stops and goes around corners<br />
The M 1000 R grows winglets that create<br />
genuine downforce at the front. BMW<br />
claims the winglets add 11kg of downforce<br />
at 220km/h (137mph). In theory more<br />
stability, and fewer wheelies.<br />
BMW’s electronic Dynamic Damping<br />
Control (DDC) is standard, not so on the<br />
S 1000 R, and works with the bike’s riding<br />
modes; ‘Road’, ‘Rain’, ‘Dynamic’, ‘Race’<br />
and ‘Race Pro’. In Road and Rain settings,<br />
the damping is more road-biased towards<br />
comfort, with ‘Dynamic’, ‘Race’ and ‘Race<br />
Pro’ for sporty/track riding. Modes can be<br />
tailored to match the rider and conditions,<br />
even settings for a pillion – should you find<br />
one brave enough.<br />
POWER<br />
206.5 bhp @<br />
13,750 rpm<br />
TORQUE<br />
113 Nm @<br />
11,100 rpm<br />
WHEEL<br />
BASE<br />
1455mm<br />
SEAT<br />
HEIGHT<br />
830mm<br />
WET<br />
WEIGHT<br />
199kg
On the road, you really<br />
notice a difference between<br />
the riding modes, which<br />
change not just the engine<br />
parameters but also the<br />
handling and character of<br />
the bike. ‘Road’ is obviously<br />
set for comfort; there’s<br />
more movement and<br />
transfer through the chassis.<br />
You can feel the suspension<br />
working, while the ride is<br />
plush and very much that of<br />
a road bike. This is ideal for<br />
around town and running<br />
over road imperfections<br />
with relative ease. You can<br />
still have a spirited ride, but<br />
once into Dynamic mode<br />
you feel the difference immediately<br />
as you have to work harder to make<br />
the suspension work. It’s not stiff like a<br />
race bike but there feels like less travel,<br />
and movement, which means you can<br />
ride a little more assertively.<br />
I did try Race mode on track, but only<br />
had a handful of laps and, anyway,<br />
Race and Race Pro are more suited<br />
to slicks or track-biased rubber than<br />
the Bridgestone RS11 tyres. For the<br />
majority of the ride, I simply decided<br />
on the standard Dynamic road, flicking<br />
to Road for town work.<br />
You can, change the suspension<br />
electronically, by changing front<br />
damping, rear compression and rear<br />
rebound electronically. Pre-load is<br />
manually adjusted, not electronic.<br />
Obviously, you can change the<br />
suspension to match the way you ride<br />
and your weight.<br />
ON THE ROAD, YOU<br />
REALLY NOTICE A<br />
DIFFERENCE BETWEEN<br />
THE RIDING MODES,<br />
WHICH CHANGE NOT<br />
JUST THE ENGINE<br />
PARAMETERS BUT ALSO<br />
THE HANDLING AND<br />
CHARACTER OF THE BIKE.<br />
The steering is light and easy;<br />
eminently flickable for a 207bhp bike.<br />
BMW have worked hard to maintain<br />
the BMW S 1000 R’s 199kg wet,<br />
which is class leading and the same<br />
as the S 1000 R. Only Ducati’s R600k<br />
Streetfighter V4 SP is (a few kg)<br />
lighter, while the M is 40kg lighter than<br />
Kawasaki’s supercharged Z H2 SE.<br />
Personally I never fully clicked with<br />
the standard Bridgestone RS11 rubber.<br />
To be fair, the roads in southern Spain<br />
were cold and far from perfect, but the<br />
Bridgestone’s took a while to warm<br />
up and didn’t offer the feedback that<br />
translated into confidence. Certainly,<br />
I could scrape a knee-slider for the<br />
photos, and I never felt the DTC<br />
or ABS kick in (unless deliberately<br />
provoked) – but the confidence to lay<br />
the M 1000 R on its side or brake deep<br />
into a turn remained just out of reach.
A PRACTICAL NAKED SUPERBIKE<br />
The bars are slightly wider and more aggressive,<br />
but certainly not radical. As mentioned, the<br />
suspension can be softened on the move (into<br />
Road or Rain mode) but, even so, the seat isn’t<br />
the most sumptuous – simply comparable to<br />
other naked sports bikes in this class.<br />
During the test, I managed 6.5l/100km<br />
(43.4mpg), which is not far from BMW’s claim.<br />
On an S 1000 R I’d typically attain low 40s to<br />
nearly 50mpg on the odd occasion, with the<br />
fuel light coming on slightly early at around<br />
120-130miles. Again, I’d expect similar from<br />
the M 1000 R, which is impressive for a naked<br />
superbike. Under WMTC standard testing<br />
conditions, the M 1000 R is rated at 6.4l/100km<br />
fuel economy, which equates to 44mpg.<br />
BMW hasn’t lost any of the standard bike’s<br />
usability. Cruise control is still included as<br />
standard, as are three-stage heated grips used<br />
in the morning on test. The same informative<br />
6.5-inch dash remains, with the BMW navigation<br />
wheel on the left side. If you’re not used<br />
to BMWs then it takes a while to click with<br />
but once you’re familiar with the set-up, the<br />
information is almost never-ending. I particularly<br />
love the optional race dash, which clearly shows<br />
lean angle, brake pressure, and TC intervention.<br />
CLEVER BRAKES<br />
On the road and especially on track the brakes<br />
feel like a big upgrade over the standard<br />
bike, which are the same as the S 1000 RR,<br />
a big upgrade over the S 1000 R. They are<br />
phenomenally strong. On the road you only ever<br />
need one finger on the adjustable radial flip-up<br />
lever, designed to flip up and not snap in a lowspeed<br />
crash.<br />
As you would expect from BMW, the brakes are<br />
linked to BMW’s ABS Pro system, which is leansensitive,<br />
due to the six-axis IMU. Furthermore,<br />
as like the S 1000 RR, the naked M gets the<br />
same Brake Slide Assist system. Once selected<br />
(ABS Pro) the BSA works with multiple sensors<br />
and parameters, like brake pressure, to allow the<br />
bike to slide or ‘back-in’ to corners.<br />
That ABS is recalibrated for the more<br />
powerful calipers, and stability during highspeed<br />
braking has also been increased by<br />
the downforce of the new wings. The M feels<br />
phenomenal on the stoppers and could well<br />
turn out to be the best in class.<br />
It’s not just the brakes that could be classleading,<br />
the riders aids are incredible. Along<br />
with the new BSA (Brake Slide Assis), there are<br />
multiple rider modes that change the power and<br />
torque, plus other rider aids like the standard<br />
taction control, DTC Dynamic Traction Control<br />
system. It doesn’t end there, wheelie control,<br />
hill start, even a pit lane limiter, not forgetting<br />
the Shift Assistant Pro (quickshifter). With the S<br />
1000 R it takes less than a minute to reverse the<br />
shift for race/track use.<br />
As you’d expect from BMW, heated grips,<br />
again like the S 1000 R, plus adaptive cornering<br />
headlights and cruise control.<br />
There are so many rider aids and options we<br />
didn’t have enough time on the day to try them<br />
all. But those we did play with worked to the<br />
highest level. Everything can be personalised to<br />
taste, from Rain mode will full rider aids acting<br />
as a safety net, to very few rider aids with ABS<br />
active on the front wheel only. One button on<br />
the left cluster turns off the TC and anti-wheelie<br />
control allowing you to loft the front end should<br />
you wish.<br />
BMW M 1000 R VERDICT<br />
BMW already have an outstanding naked bike<br />
in the S 1000 R. In many ways, they didn’t have<br />
to produce this 207bhp naked superbike, but<br />
thankfully they flexed their muscles to show<br />
what they can do.<br />
On paper, it’s their most powerful naked bike<br />
to date, while its electronic package of rider<br />
aids and riding modes are class-leading. Add<br />
lightweight handling and awesome braking<br />
power – not to mention the ‘M’ look and a high<br />
level of finish – and the competition should be<br />
worried. At under R450k it’s cheaper than the<br />
200bhp Italian super nakeds, too.
WORDS BY SHAUN PORTMAN | PICS BY BEAM PRODUCTIONS<br />
EXCLUSIVE TEST<br />
A REFLECTION OF THE<br />
PAST & THE<br />
FUTURE<br />
ITALJET DRAGSTER SCOOTERS PAST & PRESENT<br />
An EXCLUSIVE TEST on two<br />
very unique and sort after<br />
Italian scooters we managed to<br />
round-up here in South Africa.
The Italians just know how to create beautiful<br />
masterpieces when it comes down to motorcycles or<br />
scooters. They have been doing it for years now and have<br />
seemed to perfect the art. This is not to say that they<br />
never made masterpieces back in the day, especially with<br />
their smaller bikes. One particular Italian brand’s bike<br />
stood out amongst the crowd and that was Italjets 180cc<br />
Dragster scooter. The Italjet Dragster was and is still the<br />
only mass-produced scooter with a RAAD forkless front<br />
suspension and a spaceframe. Alessandro and Leopoldo<br />
Tartarini obtained a patent for this combination in 1997.<br />
Produced from 1998 to around 2002 the Italjet Dragster<br />
180cc was ahead of its time in both the aesthetics and<br />
performance department. Its single-cylinder, liquidcooled,<br />
2-stroke(Same as what Gilera used in their<br />
Runner 180) engine produces an impressive 20.4hp and<br />
in standard form would reach speeds of up to 160kph.<br />
With a little bit of fettling and performance modifications,<br />
you could reach speeds of close to or even over 200kph<br />
on the 115kg crotch rocket. The Dragster, with its unique<br />
looks, Ducati-type trellis frame and hub centre front<br />
steering soon became a fan favourite and developed a<br />
cult following which still remains, even to this day. There<br />
are dedicated websites where you can find anything from<br />
spare parts to performance upgrades for your Dragster.
The Dragster has all the benefits of a<br />
conventional scooter with none of the<br />
drawbacks, it can zip through traffic and it’s<br />
practical with its automatic(CVT) gearbox,<br />
comfy riding position and under-seat storage.<br />
Unlike a typical scooter, the handling is tighter<br />
thanks to a stiff trellis chassis, front and rear<br />
disc brakes and wide tyres. When applying the<br />
brakes it doesn’t have that typical front-end<br />
dive that you get on other bikes thanks to its<br />
unique front end and suspension setup. The<br />
Dragster is well built but they’re getting old now<br />
and many will be showing their age, especially<br />
if used and abused by inexperienced riders. This<br />
particular one we had on test is one of only a<br />
handful of units in South Africa and had just<br />
over 4000km on the clock. The lumo yellow<br />
paint job was starting to fade thanks to many<br />
years of exposure to the Cape Town sun and<br />
elements. As mentioned earlier, it’s still easy to<br />
get spares and tuning parts, though, especially<br />
in Europe so the panels can be swapped out<br />
easily enough.<br />
The 2-stroke motor is very nippy and easily<br />
out-accelerates traffic meaning you can safely<br />
lane-split and even set off ahead of traffic at<br />
robots, something you normally can’t do on a<br />
scooter. The handling on this particular scooter<br />
didn’t feel as good as I was expecting, maybe<br />
due to the fact that the tyres were obviously old<br />
and the suspension could use a good service<br />
and setup. I felt very detached from the bike<br />
around corners and it was often down to luck<br />
whether I would make it out the other side of a<br />
corner safely or not. The handlebars are quite<br />
close together, short and narrow and therefore,<br />
especially at low speeds cause a bit of a wobble<br />
and uncertainty. The brakes are good for a<br />
scooter and unlike most scooters, you only<br />
need to apply one and not both at a time to<br />
slow down safely and quickly. The Dragster<br />
180 oozes character and is an absolute blast to<br />
ride, not to mention the amount of attention<br />
it attracts. It was not until I rode Italjets new<br />
200cc Dragster, that I found out just how good<br />
a scooter can and should be!<br />
Italjet has announced that the 2022/23 Italjet<br />
Dragster 200 had arrived in South Africa, with<br />
stock of the exquisite-looking sports scooter<br />
recently hitting Italjet SA and now spreading<br />
through the firm’s national dealer network.<br />
Unveiled in concept form at the EICMA<br />
motorcycle expo in Milan, Italy, in 2018, the<br />
modern incarnation of the legendary Italian<br />
model boasts a trellis-style frame and centrehub<br />
steering just like the original.<br />
That first generation, which was hugely<br />
innovative for a scooter for its time, was<br />
sold in many markets around the world from<br />
1998 to 2002, before the Bologna-based<br />
company, unfortunately, succumbed to<br />
financial pressures. Originally founded in 1959<br />
by former Ducati stalwart, Leopoldo Tartarini,<br />
new life was breathed into the ailing company<br />
in 2005 by Leopoldo’s son, Massimo, and<br />
indeed it is still Massimo Tartarini guiding<br />
the operation today. Previous to establishing<br />
Italjet, Leopoldo Tartarini was an integral part<br />
of the racing and business team at Ducati
The original Italjet Dragster was sold in various<br />
guises in both two-stroke and four-stroke<br />
formats, but it was the fire-breathing Dragster<br />
180, with its 176cc two-stroke engine, that took<br />
the market by storm. Fast forward a few years<br />
and Italjet is back, and back with a bang with<br />
the Italian firm soon to also be releasing a<br />
Dragster 500 which was also on display at the<br />
recent EICMA show held in 2022.<br />
The new Italjet Dragster utilises a single-cylinder,<br />
4-stroke(181cc), liquid-cooled, DOHC with<br />
centrifuge dry clutch which pushes out 17.3hp<br />
and 15.5Nm of torque. After riding the 2-stroke<br />
and then climbing onto the 4-stroke you are left<br />
a little disappointed initially but the more you<br />
ride it, the more it comes into its own. It has a<br />
widespread of torque from the moment you set<br />
off right up until you hit its 140kph top speed.<br />
It does keep up with the 2-stroke top end-wise<br />
but cannot hold a candle to it accelerating from<br />
robot to robot. Mainly due to the fact that it has<br />
less power and is slightly heavier at 140kg. This<br />
extra weight does mean that the new Italjet 200<br />
is more planted than the 2-stroke and combined<br />
with its modern frame, suspension and tyres<br />
handles like a housefly. It is stable and flickable
and offers a direct and instant response. The<br />
MX-styled handlebars are positioned perfectly<br />
which creates a sporty yet comfortable riding<br />
position. The seats, with their signature Italian<br />
stitching, are also well-padded making long<br />
days in the saddle a joy. The brakes are where<br />
the 200 really shines though, equipped with<br />
top quality Brembo callipers – front hydraulic<br />
200mm and rear hydraulic 190mm disc brakes<br />
also featuring ABS.<br />
Looks-wise and you can tell that styling cues<br />
are still there from the original Dragster but<br />
now incorporate a modern flare. It’s still utterly<br />
unique and looks more aggressive than it<br />
actually is pretty much like your neighbour’s<br />
pitbull who looks scary but is in actual fact the<br />
sweetest dog alive. Unlike its older sibling, the<br />
200 has very little storage under its seat so you<br />
will need to carry a backpack wherever you go.<br />
Andrea Dovizioso had a part in developing the<br />
latest incarnation of the Dragster back in 2021<br />
and it shows with its low-slung trellis frame,<br />
hub steering, and MotoGP-style lever guards<br />
which also incorporate the front indicators in<br />
them. “The Dragster is a concentrate of energy,”<br />
Dovi says. “When I saw it for the first time, I<br />
was impressed. I’m delighted to contribute with<br />
technicians to the development of parts, braking<br />
systems, and the engine. The details make the<br />
difference, and the Dragster’s details are very<br />
impressive, unlike anything else in this segment.”<br />
You won’t be able to take the 200 safely on a<br />
highway which is a little bit disappointing but as<br />
a run-around, in-town you will be hard-pressed<br />
to find anything better. Fuel economy from the<br />
9-litre tank is great and you can expect over<br />
200km on a single tank. We rode both these<br />
scooters for days on end and had great fun<br />
doing so and that is what they are all about at<br />
the end of the day!<br />
Price wise and you will still pay upwards of<br />
R60k for a good 180cc 2-stroke example and<br />
R130k for the new 200cc. Yes, it’s a lot of money<br />
but at the end of the day, these scoots are<br />
fashion statements and won’t be out of place<br />
in a supercar or superbike garage. Italjet got<br />
the Dragster so spot on from the get-go and<br />
I am so happy that they have released a new<br />
one, reflecting the past but in a modern way.<br />
The only thing missing for me is that wonderful<br />
2-stroke motor!
WORDS BY PAUL CARRUTHERS<br />
Cameron Petersen hasn’t had an easy road<br />
to the upper echelon of the MotoAmerica<br />
Medallia Superbike class. For starters, it<br />
began with him having to wrangle a pink<br />
Yamaha PW50 away from his sister Shae.<br />
It was the beginning of a successful yet<br />
rocky path to MotoAmerica.<br />
Born into a racing family (dad Robbie<br />
and two uncles), Petersen took to riding<br />
motorcycles like a fish takes to swimming,<br />
but he faced a myriad of injuries before he<br />
got to the point of making the switch from<br />
dirt to pavement.<br />
Petersen, who was born in Spain when<br />
his father Robbie was working at Kenny<br />
Roberts’ training facility, began riding<br />
at the tender age of three in his family’s<br />
backyard on the aforementioned pink<br />
Yamaha. Turns out it wasn’t the last time<br />
Petersen had to wait for an upgrade as<br />
Shae got the bikes first and then handed<br />
them off to her younger brother.<br />
Petersen’s forté as a youngster was<br />
motocross and it’s something he still does<br />
as off-season training. He’s one of the best<br />
in the MotoAmerica paddock on bikes<br />
fitted with knobby tires.<br />
Motocross turned into Supermoto, with<br />
a bit of flat track in Zimbabwe thrown<br />
in for good measure after the family<br />
returned to their homeland. Petersen was<br />
in his element on the dirt, and he wasn’t<br />
interested in moving to road racing. A<br />
few bad injuries later (including two<br />
broken femurs), and Robbie picked up<br />
Cameron from school one day with a<br />
Honda CBR150 in the back of the truck. It<br />
was a “let’s give this a try” moment, and<br />
Cameron wanted no part of it. He spent<br />
a day on the bike at the local track and<br />
wasn’t impressed.<br />
SA RIDER FEATURE<br />
Petersen rode his first<br />
motorcycle at the age of<br />
three, and by the time he was<br />
four, he was already racing.<br />
WHERE AND<br />
HOW IT ALL<br />
STARTED<br />
CAMERON PETERSEN<br />
Father, Robbie Petersen, was<br />
a very well-known racer both<br />
in SA and the US and has<br />
supported Cam from day one.
Although he wasn’t happy with it straight away, the little<br />
Honda ended up pointing him towards road racing. That<br />
set him up to follow in the footsteps of his father Robbie,<br />
a champion in both his homeland and in the U.S. when<br />
he ventured there to ride for Kenny Roberts on a Yamaha<br />
YZR500 in the WERA Formula USA Series.<br />
It was when Cameron first threw his leg over a two-stroke<br />
Honda 125cc GP bike that he was hooked. Not long after,<br />
he was battling with the likes of the Binder brothers, Brad<br />
and Darrin, both of whom are now fixtures in the MotoGP<br />
paddock with Brad a factory Red Bull KTM rider in MotoGP<br />
and Darryn about to try his hand at Moto2 in 2023. There<br />
was also a young Mathew Scholtz on the scene, and he<br />
and Petersen became fast friends with the pair going on to<br />
become stalwarts in the MotoAmerica paddock and regulars<br />
on the Superbike podium.<br />
“When I started riding the little Honda 125, that’s when I really<br />
started liking road racing,” Petersen said. “I met the Binder<br />
family early on, and Matty (Scholtz), as well.”<br />
In 2008, Cameron and Robbie came to America for a Red Bull<br />
AMA U.S. Rookies Cup tryout, and Cameron was impressive,<br />
ending the test as the second-fastest kid. Petersen was<br />
accepted, the contract was signed, and things were looking<br />
up. Then, the rug got pulled out from under his feet when the<br />
series was cancelled prior to Cameron making his debut. So, it<br />
was back to South Africa.<br />
“When I started<br />
riding the little<br />
Honda 125,<br />
that’s when I<br />
really started<br />
liking road<br />
racing,”<br />
In 2013, Petersen won the South African Supersport<br />
Championship on an MV Agusta and ran the number-one<br />
plate a season later on a Yamaha YZF-R6.<br />
“I think that South African Championship was MV’s first title<br />
since Giacomo Agostini,” Petersen said.<br />
In 2015, it was back to America with Petersen making his<br />
debut in the MotoAmerica Championship. He finished 15th<br />
in the series opener on a RoadRace Factory Yamaha R6, and<br />
a week later, he posted a pair of sixth-place finishes at Road<br />
Atlanta. He was off and running.
Although his career still had some bumps in the<br />
road, it all changed for Petersen in 2020 when he<br />
won the MotoAmerica Stock 1000 Championship for<br />
Altus Motorsports. That title led to a full-on Medallia<br />
Superbike ride in 2021 with the M4 ECSTAR Suzuki<br />
team, with his first-career victory in the class coming<br />
in the series finale at Barber Motorsports Park.<br />
In 2022, Petersen was brought into the most<br />
successful team in the paddock with a two-year<br />
contract in hand, and he made the most of his<br />
opportunity, riding the Fresh N Lean Progressive<br />
Yamaha Racing YZF-R1 to third in the MotoAmerica<br />
Medallia Superbike Championship with two victories.
DESERT<br />
Ross Branch<br />
HERO<br />
RICKY CARMICHAEL’S<br />
US ADVENTURE RIDE<br />
RIDING AMERICA ON THE NEW TRIUMPH TIGER 1200<br />
FIRST LOOK<br />
DAKAR 2023<br />
BENAVIDES AND KTM WIN!<br />
PLUS: AFRICAN RIDERS SHINE
NEW<br />
BIKES<br />
2023 KTM<br />
1290 SUPER<br />
ADVENTURE R<br />
The second generation of the latest KTM 1290 SUPER<br />
ADVENTURE R will give a second wind. While the KTM<br />
1290 SUPER ADVENTURE S will pound the roads and<br />
cope with the dust, gravel and light, loose ground, the ‘R’<br />
is orientated for hardcore offroad adventurers who wantand-need<br />
premium kit to level any landscape or terrain.
KTM redefined the upper end of the travel/adventure<br />
motorcycling segment with the rejuvenated KTM<br />
1290 SUPER ADVENTUREs in 2021. The winning<br />
combination of power, light weight, offroad agility<br />
and handling earthed from years of DAKAR, Rally and<br />
Enduro excellence, state-of-the-art electronics and<br />
WP suspension, unbeatable travel features and styling<br />
meant that KTM was the only choice for riders that<br />
craved a bike that could do anything and go anywhere.<br />
The fresh, sporty 2023 white colorway and distinct<br />
orange frame is a nod to this race-bred lineage.<br />
The KTM 1290 SUPER ADVENTURE R delivered acute<br />
offroad positioning by harnessing all of the company’s<br />
experience, nuance and confidence in the sector, R&D<br />
and through competition. A model that can conquer<br />
a mountain trail as effortlessly as a mountain pass can<br />
count on the fabled LC8 engine that was slimmed by<br />
1.6 kg for the last iteration and pumps out 160 hp. The<br />
motor, fueled by a 23-liter three-piece tank, and with<br />
an improved heat system to disperse temperatures out<br />
and away from the rider, can deliver 138 Nm of torque<br />
as gently or as forcefully as possible and comes with<br />
the reassurance of 15,000 km service intervals.<br />
The KTM 1290 SUPER ADVENTURE R was enabled for<br />
the rigors of multiple surfaces by the advanced BOSCH<br />
6D lean angle sensor that informs much of the bike’s<br />
behavior and myriad of settings through Motorcycle<br />
Traction Control, Motorcycle Stability Control, various<br />
RIDE MODES, ABS and more. Further evidence that<br />
the bike is primed for traction comes through the 48<br />
mm WP XPLOR suspension, featuring split cartridge<br />
forks and the modifiable rear shock with 220 mm of<br />
travel. The XPLOR materials and the stock settings<br />
have been tested and refined for the characteristics of<br />
the KTM 1290 SUPER ADVENTURE R. The suspension<br />
funnels the maximum level of feedback through the<br />
ALPINA aluminum spoked wheels; with an improved<br />
sealing system appropriate for tubeless tires. The 2023<br />
KTM 1290 SUPER ADVENTURE R carries Bridgestone<br />
AX41s as stock.<br />
KTM invite all riders to #DARE2ADV so the KTM<br />
1290 SUPER ADVENTURE R comes with everything<br />
people would possibly need to roam the globe and<br />
feel protected and capable while in the wilderness.<br />
From elements like adjustable screens and handlebar<br />
positions, honed and lightened bodywork for<br />
ergonomics that give the best possible control but<br />
also allow maximum comfort, optimized switches<br />
and simplistic infographic set-up menus through<br />
the wide, colorful 7” TFT display, RACE ON keyless<br />
functionality, Tire Pressure Management and an<br />
optional Quickshifter+.
For 2023 KTM has boosted the navigation<br />
potential of the KTM 1290 SUPER<br />
ADVENTURE R. Enhanced Turn-by-Turn+<br />
guidance and the ability to set waypoints and<br />
diversions are now all possible through the<br />
handlebar switch dial and through the TFT. No<br />
need to prop the bike and fish around for the<br />
phone that engages the KTMConnect APP;<br />
everything – including phone call answering<br />
and logging top ten ‘favorites’ - can all be<br />
done with a dab of a finger.<br />
The KTM PowerParts collection is full of<br />
gear and protection for anybody to ‘align’<br />
themselves further with their 2023 KTM 1290<br />
SUPER ADVENTURE R. In case there are any<br />
bike components that riders feel is missing for<br />
their particular trip – such as luggage, crash<br />
bars, or more aesthetic touches - then the<br />
options are plentiful.<br />
Highlights of the 2023 KTM<br />
1290 SUPER ADVENTURE R<br />
// Stand out from the trekkers on the trail with a<br />
brand new sporting white color and graphic scheme<br />
// Never get lost or have direction doubts thanks<br />
to new Turn-by-Turn+ guidance and more travel<br />
navigation options<br />
// Dependable LC8 V-twin engine with 160 hp and<br />
138 Nm of torque means a world without limits and<br />
motor that will conquer any condition or landscape<br />
// ChroMo stainless steel light chassis weighing just<br />
10 kg and sculpted for cornering stability and more<br />
feeling under acceleration but based on long-travel<br />
Enduro sensibilities<br />
// WP XPLOR suspension represents some of the<br />
most sophisticated hardware on any KTM offroad<br />
orientated motorcycle<br />
// Adjustable and customizable ABS settings and<br />
RIDE MODES so the KTM 1290 SUPER ADVENTURE<br />
R can traverse all terrain and meet any demand<br />
// Standing or sitting: the KTM 1290 SUPER<br />
ADVENTURE R ergonomics are a winner for comfort<br />
and confidence. Further options across the bike<br />
with a wide selection of KTM PowerParts (11<br />
different seats)<br />
// The complete adventure travel motorcycle with<br />
features such as: RACE ON remote key system,<br />
illuminated switches, 7” TFT dash board, adjustable<br />
windshield, LED lights and simplistic but advanced<br />
dashboard interactivity<br />
// Robust spoked 21/18” aluminium wheels booted<br />
with Bridgestone AX41 tires to further underline the<br />
readiness of the KTM 1290 SUPER ADVENTURE R<br />
to head away from the beaten path
RICKY CARMICHAEL’S<br />
US ADVENTURE RIDE<br />
MX Legend Ricky Carmichael inspires with an insight into his<br />
2022 Summer Motorcycling Adventure, riding the Triumph<br />
Tiger 1200 Rally Pro and Explorer.
What a great ride! Every year we do this ride it keeps<br />
getting better and better! It blows my mind how we<br />
continue to find new roads that lead to new places<br />
that are just as spectacular as the places we went<br />
to the year before. We say it every year and it’s true,<br />
there is no better way to see this country than on a<br />
motorcycle.<br />
An adventure bike makes it even better because<br />
it expands your possibilities to find non traditional<br />
routes which often lead to new places you wouldn’t<br />
have otherwise found! That was the case again this<br />
year and I am grateful for the opportunity to do this<br />
ride every year. The newly updated and redesigned<br />
2023 Triumph Tiger 1200 made this year’s ride even<br />
better with the number of miles we covered.<br />
July 22nd - Arrival Day<br />
The crew arrived at Empire Cycle in Spokane from<br />
Australia, California, Tennessee, Mississippi and Florida.<br />
As we all began to gather at the dealership and work<br />
on getting our bikes setup for the ride, Kristen and<br />
Amy had rolled out the red carpet for us all and had a<br />
great lunch ready for us when we got there.<br />
It was great to meet some of their customers as well<br />
and share our stories from past adventure rides and<br />
get some tips from the locals on our route to Darby.<br />
Once we got done setting up our QuadLock phone<br />
mounts, Mosko bags, Boxo tool rolls, Cardo PackTalk<br />
coms, and other parts needed for the ride we headed<br />
off to dinner to make our final plans for the ride.<br />
July 23rd - Day 1 Spokane, WA to Darby, MT;<br />
301 miles, 6hr 42min<br />
We left Spokane early because we wanted to get to<br />
Darby as early as possible since it’s become one of<br />
our favorite places to stay and has become a staple<br />
of our summer ride. The route we took had us head<br />
southeast out of Spokane to St Maries on St Joe<br />
River Rd through Hoyt then up to St Regis. It was a<br />
super fun twisty road that followed the river, perfect<br />
for getting ourselves adjusted to the new Tiger<br />
1200s. We then made a quick stint on the interstate<br />
to Alberton before heading south on Petty Creek<br />
Road towards Lolo.
The road turned to dirt pretty quick and<br />
it was fun to ride a little dirt on the first<br />
day as well to check out the Tiger in those<br />
conditions. We had already been in the<br />
saddle for a few hours so when we came<br />
across the Jack Saloon just before Lolo it<br />
seemed like a great spot to wash the dust<br />
down. One of my favorite parts of these<br />
rides is finding fun spots like the Jack<br />
Saloon to take a break. The place had great<br />
atmosphere and our out of country guests<br />
loved seeing a real western saloon with tons<br />
of character.<br />
From there it was on to Darby. The town<br />
is amazing with some really fun places<br />
to eat and listen to live music at the end<br />
of our daily ride. The last couple years<br />
some serious darts have also been played,<br />
perhaps getting a little too competitive<br />
at times, at the Sawmill Saloon. Darby is<br />
located in the Bitterroot Valley and the<br />
famed Yellowstone Ranch from the TV<br />
show is also located there. We have stayed<br />
at the same place, the Rye Creek Lodge for<br />
3 years now. It is one of the nicest places<br />
to stay, their cabins are first class and a<br />
peaceful place to rest after a long ride.<br />
We made a quick grocery stop for some<br />
provisions for breakfast the next morning<br />
then made our way to the cabins for a<br />
quick shower then headed into town for<br />
dinner. We found the Big Cat Cafe a couple<br />
of years ago and that has been our spot<br />
ever since. It’s a great place to relax and<br />
enjoy some great food and reflect on the<br />
days ride. My buddy Chad Warrix was on<br />
this year’s ride and thankfully he brought<br />
his guitar. We closed out the day with some<br />
outstanding guitar playing by our buddy<br />
Apples, Ray and Chad. It was a perfect<br />
ending to the day.<br />
July 24th - Day 2 Darby to West<br />
Yellowstone; <strong>28</strong>4 miles, 6hr58min<br />
It’s hard to explain how nice it is waking<br />
up at the Rye Creek Lodge in the middle<br />
of a beautiful Montana valley. Like a lot of<br />
things, pictures don’t do it justice and you<br />
just have to experience it. The temperature<br />
was 55 degrees and not a cloud in the sky.<br />
We new it was going to be a great day to<br />
ride! After making some egg sandwiches for<br />
the crew we zipped up all of our vents on<br />
our Fox Legion gear, Chad lead us in our pre<br />
ride prayer before we mounted up and were<br />
off for West Yellowstone.<br />
We wanted to find some more dirt<br />
roads and a non-traditional route to<br />
West Yellowstone so we headed north<br />
to Grantsdale and turned East towards<br />
Anaconda. Not to far into our trip we came<br />
across these amazing little falls called<br />
Skalkaho Falls. It was a great place for a<br />
quick photo with the crew. We rolled on<br />
climbing the pass on our way to Butte<br />
where we made a quick pit stop then back<br />
off the main road heading for Virginia City.<br />
Finding places like Virginia City are what<br />
makes our rides so much fun. It was an old<br />
mining town with lots of cool shops and<br />
places to eat. It’s fun to imagine what life<br />
must have been like there 150 years ago!<br />
The crew grabbed some pizza then we<br />
checked out the old Pioneer Bar, took a<br />
little walk around the town to stretch our<br />
legs then headed back out on the road. We<br />
made our way through Ennis and saw some<br />
more epic views then turned south on a fun<br />
road that ran us past Earthquake Lake. We<br />
had to stop and learn why it was called that,<br />
and sure enough a huge earthquake in 1959<br />
caused a rockslide that blocked the river<br />
and 3 weeks later there was a lake!
Mother nature sure is impressive! We made it<br />
to our spot in West Yellowstone with time to<br />
relax and clean up before dinner. We stayed<br />
at the West Yellowstone B&B just outside of<br />
town and the other half stayed at some really<br />
nice cabins at the Yellowstone Inn. That night<br />
we had one of our best meals on any of our<br />
trips, and possibly the best BBQ I’ve ever had<br />
in my lifetime at Fire Hole BBQ.<br />
Turns out my buddy Guy Fieri has been<br />
there as well and was so impressed he shot<br />
an episode of his show there. They made<br />
the crew a platter of food and filled us with<br />
so many sides we knew breakfast was going<br />
to be a challenge the next day!<br />
July 25th - Day 3 West Yellowstone, MT to<br />
Palisade, CO; 571 miles, 11hr 10min<br />
This idea seemed better on paper. Lol. We<br />
knew it was going to be a long day but<br />
the payoff was being able to ride some off<br />
road in Colorado so we got an early start<br />
so we could hit Yellowstone National Park<br />
before the crowds started flowing in. It<br />
was 41 degrees when we rolled out so the<br />
Tiger’s heated grips and seat were great to<br />
have that morning! Right off the bat we saw<br />
amazing wildlife! Lots of bison, elk and deer<br />
among other animals. We made our way<br />
past some of the hot springs which looked<br />
amazing in the clear cold morning.<br />
We rode past Yellowstone lake and got to<br />
see some of the sites before heading to<br />
the Tetons. It was an absolutely beautiful<br />
morning and the mountains looked like a<br />
painting. Our guys from Australia we blown<br />
away by the size of the mountains and how<br />
majestic they were. Luckily, we found a fun<br />
little off road section we got to ride for a bit<br />
and we were able to get some great pics<br />
that will last as memories for a lifetime!<br />
With plenty of miles ahead of us still we<br />
made our way south via Flaming Gorge for<br />
some more amazing views with absolutely
epic winding and twisting roads. Along<br />
those beautiful winding roads, I was amazed<br />
at how well the new 1200 performed<br />
because of its nimbleness from the lower<br />
CG (center of gravity) and lighter overall<br />
weight. From there, we would continue<br />
south into Grand Junction Colorado then<br />
over to Palisades where our Motel for the<br />
next couple of days, the Spoke and Vine, was<br />
located. We were in luck that the motel had a<br />
food truck that night and after 570 miles we<br />
didn’t feel like going anywhere so it worked<br />
out perfectly. The motel has a cool little<br />
bar as well so a few drinks were in order to<br />
celebrate our longest day of the trip.<br />
July 26th - Day 4 Palisade to Ouray,<br />
Engineer Pass, Silverton back to Palisade;<br />
<strong>28</strong>3 miles, 8hr 20min<br />
We had a later kickstand time since we were<br />
supposed to have a shorter, but super fun,<br />
off road day in the San Juan Mountains. Little<br />
did we know we were about to get more of<br />
an adventure than we planned for! My buddy<br />
Chad has been telling me about Ouray for<br />
years, so that was part of the reason for the<br />
long ride the day before so we could make it<br />
to Colorado to explore a part of the country<br />
that me, and others on our ride, have never<br />
been to before. Colorado has always been<br />
a favorite place of mine to visit, so I couldn’t<br />
wait to check it out.<br />
super rewarding to make it to the top but<br />
that’s when the real adventure got started!<br />
We saw the weather was starting to roll in<br />
so we made a quick exit only to get caught<br />
in some pretty heavy rains. We made it to<br />
Silverton, which was another cool western<br />
town, and thought we were home free<br />
navigating the paved twisty roads back to<br />
Ouray only to make it a few miles from there<br />
to find a massive mudslide had just closed<br />
the road! I have never seen anything like it<br />
before, nor had anyone in our group! We<br />
had just missed it by about 15 min. It was at<br />
this point things got serious pretty quick.<br />
In that part of the country your options are<br />
limited. We knew the roads were closed<br />
over on the Lake City side as well, so our<br />
only option was to take the pass back out<br />
and go around the mudslide if we didn’t<br />
want to wait for the crews to come and<br />
open the road, which could have ranged<br />
anywhere from a 3-5 hour wait.<br />
The town of Ouray is amazing! It’s one of<br />
those places you just have to experience<br />
and I highly recommend you do if you<br />
can. It has everything outdoor a person<br />
would want to do, it’s also known as the<br />
Switzerland of the US. For us, we were there<br />
to ride some trails and see the amazing<br />
views it has to offer. Just outside of town<br />
we jumped on the trail to Engineer Pass.<br />
It was probably one of the toughest rides<br />
I have done on an adventure bike, not to<br />
mention the lack of oxygen, but the Tiger<br />
1200s made it and the payoff was incredible<br />
with the views we saw along the way. It was
With it getting late we made the decision<br />
to head back to Silverton grab some fuel<br />
and make our way back into the mountains<br />
and over the corkscrew pass, (which ended<br />
up being an awesome addition to the<br />
ride), and around to Ouray. With the rain<br />
falling it was for sure more challenging<br />
than what we planned on doing on our last<br />
day of riding but luckily the Tigers were<br />
up to the challenge as well and we were<br />
able to successfully navigate our way out<br />
and get back on our way to Palisade. At<br />
one point we were able to look across the<br />
valley, where we saw the crews cleaning the<br />
mudslide so we knew we made the right<br />
decision on time.<br />
Once we were heading north of Montrose<br />
the skies cleared up and it warmed up as<br />
well. We were pretty much dry another 50<br />
miles later and had a great time chatting<br />
it up on are Cardo Edge’s about what an<br />
amazing and unexpected experience that<br />
day’s ride had been!<br />
We wrapped up our trip with an amazing<br />
wine tasting at the Blue Beryl Winery<br />
hosted by our dealer friends in Grand<br />
Junction, All Terrain Moto. It was so nice of<br />
the Wells Family to welcome our crew at<br />
the end of our ride and host us at such a<br />
beautiful spot. It was the perfect ending to<br />
our trip!<br />
At the end of the day, when it is all over<br />
and I have a moment to reflect, I’m always<br />
humbled by the support that our great<br />
partners give us. Especially the incredible<br />
Triumph dealers. They take time out of their<br />
own lives, workdays and work force to make<br />
our experience incredible and seamless. I’m<br />
so thankful for their dedication because<br />
outside of our ride I know that they have<br />
a business to run. Finally, to our summer<br />
ride crew that made the financial sacrifice<br />
and spent valuable time away from work<br />
and family, I appreciate you all so much and<br />
sincerely thank you for making this ride one<br />
for the books!<br />
Final Stats:<br />
• 1465 miles 34hrs 5min.<br />
• States, Washington,<br />
Idaho, Montana,<br />
Wyoming, Utah, Colorado<br />
• 2 National Parks,<br />
Yellowstone, Grand Teton<br />
• Multiple National Forests<br />
• Countless laughs and a<br />
lifetime of memories!
TO THE<br />
Ross<br />
Branch<br />
TOP OF THE<br />
WORLD<br />
From Botswana to the top of the world is a long way, and it<br />
took Ross Branch a long time to finally make his debut on the<br />
Dakar Rally and show the world what he was capable of.<br />
Bursting onto the scene as the fastest rookie in<br />
2019, Ross captured immediately the hearts<br />
of Southern African Dakar fans and off road<br />
enthusiasts in general, because it is impossible not<br />
to connect with him. Ross’s smile is contagious.<br />
“Never give up”, is his mantra. Often, it’s easier said than done,<br />
but for the Monster Energy athlete it’s a truth. Ross has had to<br />
overcome terrible setbacks, huge crashes and plenty of hurdles<br />
but he always comes back with a smile.<br />
How tough it is for a talented off-road racer from the small<br />
African country of Botswana to join the Dakar, which is<br />
traditionally a Europe-dominated event.<br />
“It was a nightmare to get here. For an off-road racer, the Dakar<br />
is the ultimate dream and I wanted it really hard. The first<br />
challenges were the budget and the lack of navigation training<br />
in South Africa as we race mainly Baja’s,” he said.
IT’S A GREAT TEAM<br />
AND IT ALLOWED ME<br />
TO RACE KNOWING<br />
THAT I HAD A SEAT<br />
FOR 2023 TOO, SO IT<br />
WORKED GREAT.<br />
“At that time KTM South Africa helped me but at the<br />
condition that I won three national championships. I did it,<br />
and I made my debut in Peru on 2019. As for the budget, it<br />
cost me €200,000 to race in 2019 and 2020, just to prove<br />
to the world how competitive I was”.<br />
Last year came another challenge, competing the Dakar<br />
Rally knowing that it would have been the last season with<br />
Yamaha as they were closing their racing programme. It<br />
wasn’t going to stop Ross, though…<br />
“Fortunately, we were informed before the Rally, so I was<br />
able to make an agreement with Hero Motorsport. It’s a<br />
great team and it allowed me to race knowing that I had a<br />
seat for 2023 too, so it worked great. I wanted to do well<br />
to thank Yamaha but unfortunately I crashed on Stage 6<br />
when I was 7th in the overall standings, which wasn’t the<br />
way I wanted to end the race.”<br />
Looking at this year’s edition, it’s been a roller coaster for<br />
Ross and the team. It’s been one of the toughest Dakar<br />
races in history so far, but he’s enjoyed the challenge.<br />
He said: “It has been a very tough week, but I like the<br />
terrain: I good mix of everything. Sand, rocks, easy<br />
navigation, tricky navigation. A good cocktail!
“I also like Saudi Arabia. In a way we are<br />
out of our comfort zone here because the<br />
culture is so different to what we are used<br />
to. The food, the people, it’s very different<br />
We are all so friendly in South Africa, and<br />
here sometimes it’s difficult to understand<br />
the culture but I like it.<br />
“In terms of results, we are not where we<br />
wanted to be after the rest day. It’s been<br />
a terrible week for us. We ran out of fuel<br />
in stages 3 and 4, which was completely<br />
unexpected and nobody’s fault. We are using<br />
a new ride by wire throttle that we hadn’t<br />
test enough before the race because of a<br />
lack of time, and it consumed more fuel than<br />
we expected in the deep sand,” said Ross.<br />
Despite the challenges, there was a big<br />
highlight just before rest day when Ross<br />
took an awesome stage victory, a huge deal<br />
for both himself and the team; “I needed to<br />
get back on top for myself and for the team.<br />
They’ve worked so hard. Stage 8 was almost<br />
perfect for me and we proved that we are<br />
fast, so it felt great.”<br />
After all the trials and tribulations, has it<br />
ever crossed his mind to end the race early?<br />
“Several moments this week. One day I<br />
hardly hit my face and then we had the fuel<br />
issues two days in a row, I just wanted to go<br />
home. Dakar is so ruthless because you only<br />
have one shot a year, but I’m happy I stayed<br />
and I didn’t give up.<br />
“Once again, I learned a lesson: we put our<br />
life on the line when we are racing here, but<br />
when I take off my helmet, I’m so grateful<br />
for what I’m doing and what I have. Dakar<br />
is my life”.<br />
I’M SO<br />
GRATEFUL FOR<br />
WHAT I’M DOING<br />
AND WHAT I<br />
HAVE. DAKAR IS<br />
MY LIFE”.
D A K A R R A L L Y 2 0 2 3<br />
DESERT DUEL<br />
Red Bull KTM Factory Racing’s Kevin Benavides has won the 2023<br />
Dakar Rally! At the end of what has been a hugely successful race<br />
for the team, Benavides led home a KTM one-two with Toby Price<br />
securing second place, just 44 seconds behind his teammate. The<br />
result marks KTM’s 19th victory at the iconic rally-raid event.
Never before had a biker lost the lead of the<br />
Dakar in the last special. And never before had the<br />
winner and the runner-up been so evenly matched.<br />
An unprecedented scenario that came on the<br />
back of another historic first, namely, the mere 12<br />
seconds separating KTM’s Toby Price and Kevin<br />
Benavides on the eve of the finale. The longest<br />
Dakar held in Saudi Arabia came down to a sprint,<br />
an exercise that both former enduro riders excel<br />
in. Price kicked off the 45th edition by winning the<br />
prologue before flying under the radar near the<br />
front of the race, like the Argentinian, who only<br />
came out of the woods to win stage 13 and swoop<br />
down on the Australian.<br />
The finish was like a hurdling contest in which<br />
every checkpoint was a hurdle. In his own words,<br />
Price lost the Dakar by stumbling twice. Kevin<br />
confessed that he had to backtrack once to<br />
validate a waypoint, but Toby did it three times.<br />
At the finish, the Argentinian joined the club of<br />
two-time Dakar winners (2021 and 2023), 43<br />
seconds ahead of his new peer (2016 and 2019).<br />
He joined the ranks of Auriol, Rahier, Meoni, Price<br />
himself and Sunderland. 100th last year due to a<br />
broken engine, the new winner, signed by KTM<br />
after his success on a Honda, puts an end to three<br />
years in which the Dakar was painted red. After<br />
two victories for Honda and one for GasGas last<br />
year, the orange brand from Mattighofen retook<br />
the throne with its nineteenth triumph. Skyler<br />
Howes, who rides for their sister team Husqvarna,<br />
will stand next to them on the podium, although<br />
he deserved so much more in his fifth Dakar. The<br />
American wore the leader’s mantle for six days<br />
before being pipped at the post, but he is pumped<br />
and proud to clamber onto the podium for the first<br />
time —the fifth for an American biker.<br />
The 2023 Dakar tasted like sweet revenge for<br />
the big losers of the previous edition, when Price<br />
lost big time from the beginning and was unable<br />
to finish higher than tenth, his worst result at<br />
the finish, while Howes crashed out and Kevin<br />
Benavides’s motorbike gave up the ghost. This<br />
time, the Dakar did not smile on the majority of the<br />
2022 headliners. The race ended prematurely for<br />
half of last year’s top 10, and not just the minnows.
Sunderland, the defending champion,<br />
called it quits in stage 1. The next day, it was<br />
Brabec who also fell, followed by Barreda<br />
in stage 8. Mason Klein, the top rookie in<br />
Jeddah in ninth place, who had seized the<br />
lead in stage 2 of this Dakar, threw in the<br />
towel in stage 13, while Walkner, on the<br />
podium last year, crashed on the eve of<br />
the finish. Three other works riders found<br />
themselves on the receiving end of the<br />
Dakar’s ruthlessness.<br />
Hero’s Joaquim Rodrigues and Sherco’s<br />
Harith Noah were added to the casualty<br />
list in stage 4. The Indian’s teammate, Rui<br />
Gonçalves, retired in stage 6. In this war<br />
of attrition, Honda placed three of its four<br />
factory riders in the top 10. Quintanilla<br />
finished just outside the podium, ahead<br />
of Van Beveren, while Cornejo was eighth.<br />
Luciano Benavides (HVA), the most prolific<br />
stage hunter of this edition, with three,<br />
came in sixth. Daniel Sanders, who again lit<br />
up the start of the race before his physical<br />
condition took its toll, was seventh. Lorenzo<br />
Santolino, eleventh last year, patiently<br />
played for time on his Sherco to move up to<br />
ninth and retake his place in the top 10 after<br />
2021 (sixth). Franco Caimi (Hero) rounded<br />
it the first ten, ensuring that all six factory<br />
teams in the 45th edition are represented<br />
near the top.
Kevin Benavides: “It’s been an amazing day! I just focused on every kilometer<br />
from the first to the last. I didn’t think about the position or the result I just gave<br />
my 100 percent over the whole stage and tried to enjoy the day. The special was<br />
really fast and tricky, and so muddy – thankfully I didn’t make any big mistakes,<br />
but it would have been easy to have an issue out there today. I have worked so<br />
hard for this. This year’s rally has been one of the closest ever and there wasn’t a<br />
single day where you could afford to ease off. I couldn’t have done it without the<br />
support of my team, and all my family and friends. It’s going to take a little while to<br />
sink in, I can’t describe this feeling right now.”<br />
Toby Price: “So, so close. Yeah, a great job from Kevin, he did really well today.<br />
I knew it was going to be tight, and of course I pushed right from the start all<br />
through the stage. I just missed three waypoints by virtually meters, and it<br />
dropped me back. Obviously, the goal is to win, and it’s frustrating to miss out by<br />
such a narrow margin. But I’m fit, healthy, and I’m going home with a trophy, so<br />
that’s the most important thing. I’m ready for another one next year.”<br />
Skyler Howes: “I am so happy! It’s been an incredible race with highs and lows,<br />
and it’s come right down to the wire on this final day. I knew the guys behind<br />
me would be pushing so hard today, and to go into this final day less than two<br />
minutes behind after well over 40 hours of racing is incredible. I arrived at the<br />
finish safely, and it feels like a dream come true and such an honour to share it<br />
with two legends like Toby (Price) and Kevin (Benavides). Everyone knows what<br />
you have to go through to get to this point, and after all that hard work, it makes<br />
this moment feel so sweet. Of course I want to come back and see what the<br />
other two steps of the podium feel like. But to now be one of five Americans to<br />
reach the podium at Dakar, it feels amazing.”
Rally2: “Dudu” fast and solid<br />
After Bradley Cox’s premature exit following<br />
a fall, the contenders for the Rally2 category<br />
quickly stepped to the fore. Paolo Lucci and<br />
the rookie Michael Docherty pounced first<br />
while the flu-struck Romain Dumontier bided<br />
his time. Both the Italian and the South African<br />
made mistakes, crashing one after the other<br />
on the first few days and leaving the French<br />
steamroller to pulverise every pitfall before him<br />
at a pace that often saw him match the RallyGP<br />
bikers. “Dudu” clinched his maiden win in<br />
stage 4, took over the reins of the classification<br />
the next day and never looked back. Only his<br />
teammate Docherty, who lives in the Emirates,<br />
subsequently challenged him for two specials<br />
in the Empty Quarter, his adoptive stomping<br />
ground. The three men ended up fourteenth<br />
through sixteenth.<br />
SA’s own Charan Moore<br />
on his way to victory in the<br />
Original by Motul race.<br />
Sixteenth overall, Docherty was also the<br />
top rookie of this edition. In the Original by<br />
Motul race, for riders without assistance in<br />
the bivouac, the South African Charan Moore<br />
was the favourite to win the category after<br />
finishing fourth in his debut last year. He took<br />
the spoils after an epic duel with the Spaniard<br />
Javi Vega, on whom he gained the upper hand<br />
in the second-last special. The veteran Mário<br />
Patrão, a Legend status holder, completed the<br />
podium. 15 Original by Motul riders survived<br />
the toughest Dakar in the Saudi saga, including<br />
Kirsten Landman, a woman. The compatriot<br />
of the winner of the category finished second<br />
in the women’s classification, which went to<br />
Mirjam Pol from the Netherlands.<br />
What a remarkable performance<br />
from the revelation of Dakar2023,<br />
Michael Docherty. This humble and<br />
super talented young rider finished<br />
top Rookie, P3 overall in Rally 2 and<br />
consistently challenged the top riders<br />
in the world throughout the event.<br />
The winners of the Rally2, Original by Motul,<br />
women’s and top rookie competitions all<br />
ride for HT Rally Raid Husqvarna Racing. A<br />
clean sweep for Henk Hellegers’s team of<br />
private riders who shine in public! Only the<br />
top junior classification escaped his clutches.<br />
The Frenchman Jean-Loup Lepan, riding for<br />
Nomade Racing, took the competition after<br />
finishing fourth in Rally2 and seventeenth<br />
overall.
SUPERSTAR!<br />
Kirsty Landman did it! The only Lady in the toughest Class,<br />
Original by Motul (with no assistance) to finish and who<br />
won the hearts of the World. Well done Kirsty!
ROUGH &<br />
TOUGH<br />
South African rider Charan Moore wins the toughest<br />
class – Original By Motul – in what has been<br />
described as one of the hardest Dakars in years.<br />
31-year-old Charan Moore (bib number 40,<br />
riding for HT RALLY RAID HUSQVARNA<br />
RACING) returned to dunes and wadis of<br />
Saudi Arabia with one goal in mind: to win<br />
the Original by Motul class in what was<br />
only his second Dakar Rally. The fact that<br />
he succeeded despite almost impossible<br />
weather conditions, was a testament to<br />
his dedication, and the skills he has honed<br />
on the equally challenging gravel plains of<br />
Namibia and in Lesotho’s Maluti Mountains<br />
(where he is the Race Director for the Roof<br />
of Africa).<br />
After a rollercoaster two weeks which<br />
contained everything that makes the Dakar<br />
both magical and immensely tough, Charan<br />
emerged victorious. His ultimate winning<br />
margin of 20:01 belies the challenges he’s<br />
faced during the event. The combination<br />
of mechanical issues, injury and flu made<br />
this Dakar even more difficult. Charan<br />
twice built up a substantial lead over his<br />
nearest rivals, only to see it whittled away<br />
by a determined field of experienced and<br />
committed riders in what was previously<br />
known as the Malle Moto class.<br />
Competing in the Original by Motul class<br />
tests not just riding ability, but also a<br />
competitor’s mechanical competence,<br />
organisational abilities, and capacity to<br />
perform mentally and physically in the face<br />
of extreme and cumulative fatigue.<br />
Just like everyone he was up against,<br />
Charan was essentially on his own. Other<br />
than world-class lubricants and oils<br />
supplied by event sponsor Motul, he had<br />
no support: he was responsible for carrying<br />
out all the maintenance on his bike,<br />
including running repairs made necessary<br />
by rocks, sand and overheating. The reward<br />
for completing each stage and working on<br />
his own bike was a too-short night’s rest in<br />
a tent on the floor.<br />
While 2022’s Dakar had been<br />
criticised in some quarters for being<br />
uncharacteristically easy, this year’s event<br />
was anything but. Saudi Arabi is not a<br />
country that you would typically associate<br />
with heavy rains and flooding, but this<br />
year’s Stage 7 was cancelled due to the<br />
extreme weather conditions.
By this point, Charan had rebuilt his<br />
lead over his friend and sometime riding<br />
companion, Dakar veteran Javi Vega, the<br />
Spanish rider who pushed him hard all the<br />
way. Charan had recovered from his bout of<br />
flu, but further challenges were just around<br />
the next sand dune.<br />
In the second half of the Dakar, disaster<br />
struck. A faulty gearbox necessitated an<br />
engine change that cost Charan 5 hours of<br />
mechanical hard work – and a 15-minute<br />
penalty. Radiator issues for Moore on Stage<br />
11 saw Javi Vega reclaim the lead he had<br />
last held after Stage 5, and set the scene<br />
for a nail-biting climax.<br />
On the penultimate stage, it was Vega’s<br />
turn to suffer, and Moore ended the day<br />
with a 17-minute lead. The final stage<br />
is typically a procession, but overnight<br />
downpours and hail meant that conditions<br />
were extremely wet and muddy with many<br />
bikes getting stuck. This last hurdle meant<br />
that Charan could not be certain of victory<br />
until the very end. Charan not only won the<br />
Original by Motul category, but came <strong>28</strong>th<br />
overall in motorcycles and 12th in the Rally<br />
2 Class, a very impressive performance by<br />
anyone’s standards.<br />
“This year’s Dakar has been a real<br />
rollercoaster, physically and emotionally. I<br />
wanted to build on my 4th place in Original<br />
by Motul and 34th placer overall from last<br />
year, and I have done it!” commented a<br />
delighted Moore at the finish line. “It’s an<br />
honour to have won a trophy of this calibre,<br />
and I’m proud to say that I’ve left nothing<br />
in the tank,” he added.<br />
Charan confirmed that after a well-earned<br />
rest, he’ll be heading home to start<br />
planning this year’s edition of the “Mother<br />
of Hard Enduro” – the Roof of Africa 2023.