MRW Issue 32

ISSUE 32
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ALSO INSIDE: ALL THE LATEST
MOTOGP & WORLD SBK NEWS
+ HONDA KALEX ANALYSIS

EDITOR’S NOTE
Hello MRW fans and welcome to issue
31 of SA’s only motorcycle magazine. We
have another great issue ahead for you to
enjoy packed with reviews, all the latest
news and features from the wonderful
world of MotoGP and World SBK.
There has been a lot of news coming out
of the World SBK paddock the biggest
being that of Toprak snubbing Yamaha’s
“generous” offer to stay with them in
World SBK and instead moving to BMW
from 2024 onwards. This is a big move,
one we all kind of knew would happen.
Honda also made a bid to try lure the
Turkish star to their World SBK project
but that clearly failed. In this issue we dive
into all the details surrounding this move,
so I won’t go on about it too much here.
One interesting thing for me is how
BMW are going to handle this move
sponsorship wise. Toprak is, and has
been a Red Bull sponsored Athlete from
day 1 pretty much and the current BMW
team is backed by Rokit - a new Energy
Drink on the market (I’ve lost count on
how many are actually available now).
So, does BMW get rid of their new title
sponsor to make way for Toprak? Or does
Toprak switch from Red Bull to Rokit?
Honestly, I can’t see that happening and
there are talks that BMW could make a
seperate Factory team to cater for Toprak
and his Red Bull sponsorship. That would
make sense to me.
coming from the MotoGP paddock
where the big news is that Johann Zarco
could be making a switch to the World
SBK championship alongside Alvaro
Bautista. Now that would be an exciting
pairing. Ducati certainly looking for more
domination!
Then there’s the curious case of Franco
Morbidelli. What will he be doing in 2024?
Surely he will not find himself back in
factory Yamaha colours. Talk is that he
will move to the VR46 Mooney Ducati
team, with Bez making the move to
Pramac Ducati. Some say he might go to
World SBK in place of Toprak, but I can’t
see that happening.
Who takes the place of Toprak at
Yamaha? Who leaves BMW to make
space for Toprak? Where is Jorge Martin
going in 2024? And Franco? So many
questions...
I’ll leave you to watch the video and hear
all the gossip and after you’ve done
that you can continue enjoying what is
a great magazine we have put together
for you. Don’t forget to stay tuned to our
Facebook page and YouTube channel for
more great and exclusive content.
Cheers for now.
Rob Portman
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
CONTACT
DETAILS
EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
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Shaun Portman
072 260 9525
shaun@motoriderworld.com
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methods, without the prior written
permission of the publisher.
I delve into this in one of my latest
‘Paddock Talk’ shows posted up on our
YouTube channel so go check it out. I’ve
put the link to the video here so just click
on it and it will take you there.
Apart from the Toprak news I also talk
about some movement potentially
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NEWS DESK
company’s groundbreaking technologies.
According to the racing legend, the
bike “embodies speed, precision, and
elegance,” and he was very much involved
in the design process.
“I wanted to design the bike right down
to the smallest detail rather than just
picking the color. Each bike is numbered
and features an exclusive signature. This
electric superbike represents the future of
riding and is a testament to a life lived to
the fullest!” Mika Hakkinen has declared.
The Signature Edition model is the
mightiest and most advanced electric
motorcycle on the market. It is powered
by the Verge-invented hubless motor
integrated within the rear wheel, which not
only reduces the need for chains and other
moving parts, creating a unique spokeless
aesthetic for the wheel, but also increases
efficiency. Moreover, it frees up space in
the center of the motorcycle, space that is
used to integrate extra battery cells.
The patented motor is capable of delivering
737 lb-ft (1,000 Nm) of torque. This is
enough to propel the bike from 0 to 60
mph (0 to 97 kph) in just 3.5 seconds.
Able riders will also be able to reach a top
speed of 124 mph (200 kph). Moreover,
the bike offers an impressive 217-mile
(350-kilometer) range and a mind-blowingly
fast 35-minute recharge time.
Verge Mika Hakkinen
Signature Edition
Celebrity endorsements are a great way to
boost brand awareness, regardless of the
industry. And although Verge Motorcycles
is already quite popular in the motorcycling
world thanks to its revolutionary TS Ultra
that stole the show at the 2023 Consumer
Electronic Show, the Finnish electric
motorcycle startup steps up its efforts to
build a strong reputation by teaming up
with retired Formula One champion Mika
Hakkinen to design a high-performance
electric superbike.
For the past 30 years, Mika Hakkinen has
been named “The Flying Finn,” and for
good reason. The man is a racing legend,
having won the Formula One World Drivers’
Championship not once but twice, in 1998
and 1999. He retired from F1 in 2002 but
hasn’t stayed away from fast machines
since then. On the contrary, he even helped
develop one, albeit not on four wheels.
To make things clear from the start, Mika
Hakkinen has joined the Verge Advisory
Board, and he is also an investor, so it was
only natural to leverage his popularity to
bring awareness to the brand.
The limited-run Mika Hakkinen Signature
Edition electric superbike they designed
together is based on the Verge TS Pro
performance platform and boasts a bold
design, state-of-the-art features, and the

NEWS DESK
In terms of construction, the bike benefits
from the highest-grade materials available
on the market. Some of the elements that
make it stand out include the custom
midnight suspension and the carbon fiber
fairings that have a unique ceramic coating,
making the bike scratch and damageresistant.
The pitch-black shock absorbers,
along with other gray and silver elements,
complete the superbike’s appearance,
which is meant to resemble the livery of
Hakkinen’s McLaren-Mercedes Formula
One cars.
“We are extremely proud to have F1 legend
Mika Hakkinen design the signature model.
He is one of the greatest drivers of all time,
and breaking boundaries and enjoying the
thrill of speed is something that we very
much share in common,” says Tuomo
Lehtimäki, CEO of Verge Motorcycles.
Just 100 units of the Mika Hakkinen
Signature Edition electric-powered
motorcycle will be produced, making it a
rare and unique item that will woo F1 fans
and collectors.
Each unit costs €80,000, or around R1.7m,
and can be purchased through Verge
Motorcycles’ online store. Sadly, delivery is
available only in Estonia, Finland, France,
Germany, Italy, Monaco, and Spain. Verge
Motorcycles has plans to open dealerships
in the United States in the near future,
though. The bike was also available in the
manufacturer’s flagship store in Monaco at
the time of the Monaco GP event launch.

NEWS DESK
MotoGP audiences enjoy
record surge in 2023
On the heels of a record crowd that saw
nearly 280,000 fans descend on the French
Grand Prix last weekend, the broadcast
audience figures are now in for the first
quarter of the blockbuster 2023 MotoGP
season – and they’re just as impressive.
With notable growth across many of
MotoGP’s largest markets, the increase in
weekend TV audiences is a sizeable 27%.
The Tissot Sprint has landed
The new sporting format is designed to
create the best show possible, giving fans
more MotoGP than ever and adding a
new spectacle at every Grand Prix. The
audience data so far confirms the success
and popularity of the new-look weekend,
with audiences increasing by an average
of 51% on Saturdays as fans tune in to
enjoy both the shootout for pole position
and the Sprint.
What’s more, the overall increase in
viewership is not solely attributed to
the introduction of the Sprint on super
Saturday. Viewing figures for the Grand
Prix race on Sunday are up by nearly a
fifth across key markets, showing the
new format is not only garnering its own
audience, but also driving interest and
viewership for the sport overall.
The fans in the stands
The trend has also continued in the
grandstands, with the first part of 2023
marking a notable surge in weekend
attendance. On average across the first
five races, the available data shows a 40%
increase in fans coming to enjoy the world’s
fastest motorcycle racing Championship
at the track. Most notably, MotoGP also
broke its all-time weekend attendance
record at the French Grand Prix as well over
a quarter of a million fans flocked through
the gates at Le Mans – an achievement
befitting the 1000th FIM Grand Prix.
Now the sport is ready to make more
history across a tantalising triple-header,
getting in gear with Mugello and the Gran
Premio d’Italia Oakley from the 9th to
the 11th of June. Then it’s the Liqui Moly
Motorrad Grand Prix Deutschland as the
Sachsenring puts more history on the table,
before the Motul TT Assen stages a third
showdown in three weeks. Tune in for more
as the 2023 season continues to break
records – on track and off!
Dan Rossomondo, Chief Commercial
Officer of Dorna Sports: “We are very
excited to reveal these audience increases
for the first part of the season. The new
weekend format and the introduction of
the Tissot Sprint were designed to create
a better show across the board, and we
are encouraged by the initial performance.
These numbers are a fantastic foundation,
and we intend to keep building on it.”

NEWS DESK
The quarterly 2023
report: stats edition!
The first five races of the blockbuster
2023 MotoGP season have started the
new era in style. With close competition
and some truly spectacular battles on
track, the verdict is already in – with TV
audiences up by 27% and the stands
welcoming 40% more fans this year than
last. Here’s a rundown of what we’ve seen
so far statistics-wise – enjoy, and make
sure to buy your tickets for Mugello to see
more history made, in person AND with the
spectacular backdrop of Tuscany!
In the first five events, every manufacturer
has been on the Grand Prix podium. Ducati
and Honda have won Grand Prix races,
and KTM has come close as Brad Binder
(Red Bull KTM Factory Racing) was just
two tenths off in Jerez. The Austrian factory
have also already chalked up their first wins
in the Tissot Sprint – two of them, again
with Binder.
The Sprint specialists
After the announcement of the new
sporting format, there was plenty talk
about who would emerge as a specialist
in the sprint to the finish. So far, it’s an
80% share enjoyed by reigning Champion
Francesco Bagnaia (Ducati Lenovo Team)
and KTM’s Binder, with two apiece. The

NEWS DESK
rider who many thought would thrive in
the Saturday showdown also won the
most recent Sprint: Jorge Martin (Prima
Pramac Racing).
11 riders, five podiums
So far, 11 riders – 50% of the grid –
have been on the Grand Prix podium.
That matches the first five Grands Prix
of 2020 as the golden era of close
competition continues.
The riders who have been on the
Grand Prix podium and not the Sprint
podium are Johann Zarco (Prima
Pramac Racing), 2021 Champion Fabio
Quartararo (Monster Energy Yamaha
MotoGP), Maverick Viñales (Aprilia
Racing) and Alex Marquez (Gresini
Racing MotoGP).
The only rider who has been on the
podium on Saturday and not Sunday
is Marc Marquez (Repsol Honda
Team). The eight-time World Champion
nearly changed that last time out and
few would bet against the number 93
erasing that stat by the Sachsenring (at
the latest?). Marquez also didn’t race in
three events, potentially skewing the stat.
Independent winners
There have been three wins for
Independent Teams so far in 2023 – two
for Marco Bezzecchi (Mooney VR46
Racing Team) and one for Alex Rins
(LCR Honda Castrol). The only year to
match that after the first five races in the
MotoGP era is 2020.
Before 2023, there had also only been
two events in the MotoGP era where
Independent Teams locked out the GP
podium: Qatar 2004 and Portugal 2020.
This season, it’s already happened
twice. Argentina saw Bezzecchi win from
Zarco and Alex Marquez, and the French
GP was also won by Bezzecchi, this time
ahead of Martin and Zarco.
Viva Italia!
Fittingly ahead of the Gran Premio
d’Italia Oakley, there are some great
stats for the home heroes. The top two
in the Championship – Bagnaia and
Bezzecchi – are split by both one point
and one podium. They’re equal on
Grand Prix wins so far in 2023 with two
apiece, but Bezzecchi pulls ahead on
rostrums, with three. That also makes
the number 72 the rider with the most
GP podiums so far.
Thanks to the duo, 2023 is also the
first time there are four wins for Italian
riders over the opening five MotoGP
races since 2006 when Loris Capirossi,
Valentino Rossi and Marco Melandri did
the honours.

NEWS DESK
Razgatlioglu to leave
Yamaha and join BMW
A key piece of the 2024 MOTUL FIM
Superbike World Championship rider
line-up has fallen into place with Toprak
Razgatlioglu joining up with the ROKiT
BMW Motorrad WorldSBK Team from
2024 on the M1000RR machine. BMW
will become the third manufacturer
Razgatlioglu has raced with in WorldSBK,
following on from Kawasaki and Yamaha,
when he links up with the team from the
2024 season onwards.
This bombshell was released moments
after Yamaha and World SBK announced
that Toprak would be leaving Yamaha at the
end of the 2023 season. Literally minutes
after this was plasted all over social media,
the BMW announcement was made.
A SUCCESSFUL PARTNERSHIP: the
story from 2020 to the present day
Razgatlioglu moved to Yamaha for the 2020
campaign and made an instant impact on
the Yamaha YZF-R1 machine with victory
in Race 1 at Phillip Island, his first race at
Yamaha. He finished his 2020 campaign
with two more wins at the Circuito Estoril
to end his campaign on a high and this
spurred him onto a title-winning 2021
campaign. 13 wins and 29 podiums in total
came from 37 races in 2021 as he beat
Jonathan Rea (Kawasaki Racing Team
WorldSBK) in a thrilling-season long fight to
end the Ulsterman’s streak of titles.
His form continued into the 2022
campaign and he ended the year with
more victories, 14, than he did in his titlewinning
season but ultimately finished
in second place behind Alvaro Bautista
(Aruba.it Racing – Ducati). In 2022, he
made history by becoming the rider with
the most wins for Yamaha by passing the
total held by Noriyuki Haga who secured
27 wins for Yamaha during his WorldSBK
career. Razgatlioglu has 11 podiums from
12 races so far in the 2023 campaign,
including one win at Mandalika in the
Tissot Superpole Race.
In total, Razgatlioglu has 31 wins with
Yamaha and 47 further podium finishes
with the R1 machine to date while he has
also had two MotoGP tests with Yamaha.
He will leave the factory as their second
World Champion in WorldSBK from when
he helped Yamaha win the Riders’, Teams’
and Manufacturers’ Championships in
2021, becoming the first rider since Ben
Spies in 2009 to win the WorldSBK title on
a Yamaha, bringing to an end a successful
four-year partnership between Razgatlioglu
and Yamaha.
Prior to his time with Yamaha, Razgatlioglu
spent two seasons with Kawasaki
machinery at the Kawasaki Puccetti Racing
team. He claimed 15 podiums across two
campaigns with the ZX-10RR machine
with his first in his rookie season coming at
Donington Park. His first wins came a year
later at the Circuit de Nevers Magny-Cours
when he won from 16th on the grid in both
Race 1 and the Tissot Superpole Race.
RAZGATLIOGLU SAYS: “If I am to stay
in WorldSBK then I need a new target, a
new ambition”
26-year-old Razgatlioglu, who is also a
STK600 title winner and STK1000 runnerup,
will leave Yamaha at the end of the
current campaign as he seeks a new
challenge after four seasons with the
Yamaha YZF-R1 machine. Both Yamaha
and Razgatlioglu will still aim to fight for the
title in the 2023 season although they find
themselves trailing Bautista by 69 points in
the Riders’ Championship standings.
Discussing the announcement,
Razgatlioglu said: “I want to say to the
whole Yamaha family a very big thank you
for the love and respect they have shown
me. To win the World Championship was
my dream when I signed with Yamaha,
and we reached that goal together. For
next season I feel I need a new challenge
and while there was an opportunity
in MotoGP, I didn’t feel the same
connection with the MotoGP bike that
I have with the superbike. But if I am
to stay in WorldSBK then I need a new
target, a new ambition. I am sorry to leave
Yamaha, both the brand and the people,
as we have a very good relationship, but
change is part of any sport and normal for
any professional. So, a big thank you to

NEWS DESK
Yamaha Motor Company, Yamaha Motor
Europe, Yamaha Motor Turkiye, the Pata
Yamaha Prometeon WorldSBK team and
especially to my crew, who have all worked
so hard for me.”
properly reflected Toprak’s value as a
rider and an ambassador for Yamaha, as
well as the competitiveness of our racing
package and our racing strategy within the
WorldSBK platform.
DOSOLI SAYS: “We made what we felt
was an offer that properly reflected
Toprak’s value as a rider”
Razgatlioglu’s future had been up for
debate with his contract expiring at the
end of the 2023 season, after he signed a
two-year deal to cover the 2022 and 2023
seasons previously. With his future now
lying away from Yamaha, Andrea Dosoli,
Road Racing Manager at Yamaha Motor
Europe, said: “We will be sorry to see
Toprak leave Yamaha at the end of this
season. We wanted to continue what has
been an incredibly successful partnership,
with the obvious highlight being the triple
crown of rider, manufacturer, and team
world titles that we won together in 2021.
We made what we felt was an offer that
“However, as the negotiations progressed
it became apparent to both parties that
Toprak is motivated to embrace a new
challenge in 2024 and we respect his
decision. Although our paths will diverge
at the end of the year, we are now fully
focused on the battle for the 2023
WorldSBK title, which resumes shortly at
Misano. Finally, I would like to thank Toprak
on behalf of Yamaha but also personally, for
his invaluable contribution to our WorldSBK
project. His first World Championship title
in 2021 was a just reward for him but also
for all the people who, since we returned to
WorldSBK in 2016, have worked so hard to
make this project a success. It is a memory
that everyone at Yamaha will cherish. We
wish Toprak every success for the future
but, for now, we have a job to finish.”
FROM YAMAHA TO BMW: Razgatlioglu
follows in van der Mark’s footsteps
The 2021 Champion will have spent four
seasons with Yamaha by the time his
contract ends at the end of this season
and so far he has won 33 races and taken
a total of 93 podiums in WorldSBK career,
31 and 78 of which respectively were with
Yamaha while the remainder came when
he was with Puccetti Kawasaki in 2018
and 2019. Razgatlioglu’s teammate is
currently unknown at this stage for 2024
but he follows in the footsteps of his former
teammate, Michael van der Mark, who
made the switch for the 2021 campaign
and is BMW’s last race winner, having
won the Tissot Superpole Race in mixed
conditions at Portimao in 2021.
Razgatlioglu joined Yamaha for the 2020
season and got off to a winning start with
victory at Phillip Island in Race 1 in 2020,
before following that up with two wins to
end the season at Estoril. In 2021, he was
engaged in a thrilling battle with Jonathan
Rea (Kawasaki Racing Team WorldSBK) as
he claimed his first world title while Alvaro
Bautista (Aruba.it Racing – Ducati) joined
the fight in 2022 as he took Razgatlioglu’s
crown despite the Turkish star winning
more races in 2022 than his title-winning
campaign. Now, after four seasons with
Yamaha, Razgatlioglu will embark on a new
challenge with BMW.
Van der Mark made the switch from
Yamaha to BMW for the 2021 campaign
but he was not the first to do so. Marco
Melandri made an instant impact in
his rookie campaign with Yamaha but
switched to BMW for the 2012 campaign
and his switch proved to be a success as
he led home BMW’s first ever 1-2 finish.
Melandri’s stint with BMW means he
remains the German manufacturer’s most
successful rider, something Razgatlioglu
will look to emulate and beat following his
switch to BMW.

NEWS DESK
BMW SAYS: “A forward-looking step for
our project… Toprak is undoubtedly one
of the best riders”
Razgatlioglu will line up on the M1000RR
for the 2024 campaigns after four
seasons with Yamaha as he joins up with
BMW on the M1000RR to become the
third manufacturer he has raced with in
WorldSBK. Discussing his arrival to the
team, Marc Bongers, BMW Motorrad
Motorsport Director, said: “Toprak is
undoubtedly one of the best riders in
the field at the moment, which he not
only proved by winning the 2021 World
Championship title. But he’s not just a
fast motorcycle racer, he’s also a great
personality off the track. We are convinced
that Toprak will settle into the BMW
Motorrad Motorsport family very quickly.
We are looking forward to our collaboration
and to our future together.”
Dr. Markus Schramm, Head of BMW
Motorrad, added: “Welcome to the BMW
Motorrad Motorsport family, Toprak
Razgatlioglu. We are delighted to welcome
him to our WorldSBK factory squad from
next season on. I am very proud that
Toprak has opted to join BMW Motorrad.
This is a forward-looking step for our
project and a strong commitment of BMW
Motorrad Motorsport in World Superbike.”
Plenty of questions, not many answers:
the key topics to follow as Razgatlioglu
goes to BMW in 2024
Usually, breaks are used for testing, some
would say a bit of relaxing, perhaps some
marketing. Occasionally, there’s a rider
announcement about a renewal, but very
few times do we see a major bit of ‘silly
season’ news that has come to fruition.
Well, if you’ve been under a rock during
recent hours, 2021 WorldSBK Champion
Toprak Razgatlioglu (Pata Yamaha
Prometeon WorldSBK) is leaving Yamaha
and heading to the ROKiT BMW Motorrad
WorldSBK Team for 2024. As expected,
there’s been a myriad of questions about
the move, the reason and what’s next for
the existing BMW and Yamaha riders.
We’ve seen your questions and now, try our
best to answer them.
than in 2021’s title-winning season. The
BMW isn’t short on top speed, and perhaps
Razgatlioglu’s search of a “new target,
a new challenge” means to develop the
bike into a winner, getting it to turn better
in the middle of the corner and getting the
power down on corner exit. There may also
be a new project underway for BMW in
WorldSBK; the manufacturer brought major
updates in 2023, it may have more lined up.
Why has Toprak Razgatlioglu moved
to BMW?
It’s a fair question; the BMW hasn’t won
a race in the dry and it has struggled to
challenge regularly for podiums, unlike the
Yamaha which is a proven Championship
winning package and one of the easier
bikes for rookies and graduates to ride.
However, it’s clear that Razgatlioglu has a
top speed deficit in comparison to Alvaro
Bautista (Aruba.it Racing – Ducati), and
the Bautista-Ducati package make a
Championship challenge trickier to mount
Who will be Toprak’s teammate in 2024?
It’s probably the biggest question right
now in the paddock. Marc Bongers gave
limited information when asked about the
2024 line-up in Barcelona, and with Michael
van der Mark out injured for a third stint
in just a year and a half, the Dutchman
could be feeling the heat. However, after
Razgatlioglu’s announcement to BMW was
made, the #60 shared “welcome Abi” to
his Instagram story, suggesting that he may
well be staying with BMW.

NEWS DESK
As for Scott Redding, the British rider is behind
Independent rider Garrett Gerloff (Bonovo Action
BMW) and in races where both Redding and van der
Mark have finished, it’s 3-2 in Mikey’s favour, even
if the #45 scored more points. He’s questioned his
BMW future, saying he’ll “consider options” and it’s
“hard to wait.” Redding and Razgatlioglu have got
previous fallout, clashing on numerous occasions
– notably at Most in Race 1 both in 2021 and 2022.
Until an official statement is made, we can only go
on what we know: both current riders aren’t signed
for 2024. We could in theory see a whole new lineup.
Gerloff, like van der Mark, “welcomed” Toprak to
BMW and stated he “thinks he’ll like” the bike, even
if the #31 will be in the Independent team. Redding
hasn’t commented.
If not Redding, what happens next for the #45?
30-year-old Scott Redding came to WorldSBK and
was instantly a Championship contender, winning
races and finishing as runner-up in his rookie
season. Third in his second year before moving to
BMW, race wins seem a long time ago as Redding
has undoubtedly struggle with the switch to inline
four machinery, away from the Panigale V4 R
which he came to WorldSBK aboard. Redding has
questioned his own future as we’ve stated above,
but what would those “options” be?
A return to Ducati? Perhaps, emulating Bautista,
who likewise had two years away on inline four
machinery at Honda and upon returning, was a
better rider for it. Redding’s also been vocal about
the Ducati’s top speed advantage so if you can’t
beat them, maybe (re)join them? Unlikely, as Ducati
have plenty of riders already waiting, such as current
rider Rinaldi, his arch-rival Axel Bassani (Motocorsa
Racing), Danilo Petrucci (Barni Spark Racing Team)
and WorldSSP Championship leader, Nicolo Bulega
(Aruba.it Racing – Ducati). What about Yamaha
or Honda? A straight swap with Toprak is always
possible and Yamaha will want an established race
winner, but does Redding fit with Yamaha’s ethos of
developing young talent? As for Honda, they’re the
one team that have been quiet, whilst Alex Lowes’
(Kawasaki Racing Team WorldSBK) contract expires
at the end of 2023.
Will Phil Marron move with Razgatlioglu to BMW?
Phil Marron has been Razgatlioglu’s crew chief
since 2019, when Toprak was at Puccetti Kawasaki.
Marron moved to Yamaha with Toprak, as Les
Pearson – previous crew chief to van der Mark
within the team – moved over to the GRT outfit with
Garrett Gerloff, and Andrew Pitt moved to van der
Mark’s side. Marron came from working with Shaun
Muir Racing in 2018, when he was crew chief to
Eugene Laverty. It makes sense that Razgatlioglu
brings Marron to BMW, with their close-knit
relationship; after all, a rider’s crew chief is a vital
personal link as much as technical and it’s about
having understanding. Bautista and Giulio Nava are
the same, as are Rea and Pere Riba. The current
crew chiefs at BMW are Ian Lord for Redding and
Marcus Eschenbacher for van der Mark.
What happens to Yamaha and who will replace
Razgatlioglu?
It’s an obvious question with not an obvious answer.
A day after it was publicised that Toprak will leave
for 2024, Andrea Locatelli was announced as
staying with the team until 2025, making him the
longest-serving factory Yamaha rider in WorldSBK
at five straight years. The only others currently with
a 2024 deal are Jonathan Rea (Kawasaki Racing
Team WorldSBK), Alvaro Bautista and Garrett
Gerloff. Team HRC’s Iker Lecuona and Xavi Vierge,
Michael Ruben Rinaldi (Aruba.it Racing – Ducati),
Alex Lowes and both 2023 factory BMWs Scott
Redding and Michael van der Mark are all available.
Lowes and van der Mark have been at Yamaha
before as teammates, whilst the others haven’t.

NEWS DESK
Could Yamaha promote an
independent rider?
With Yamaha’s racing ethos, progression
is key. Dominique Aegerter (GYTR GRT
Yamaha WorldSBK Team) was promoted
from WorldSSP after two dominant titles
and has been a strong in 2023, with two
front rows and amazing late race pace
seeing him with a best of P4. Teammate
Remy Gardner is improving all the
time too, whilst for Lorenzo Baldassarri
(GMT94 Yamaha) and Brad Ray (Yamaha
Motoxracing WorldSBK Team), it’s unlikely
they move into the factory team. Of current
Independent Yamaha riders, the bestplaced
in the Championship is Aegerter,
27 points clear of teammate Gardner, one
ahead of Rinaldi and 18 from P5’s Axel
Bassani.
What is BMW’s strategy to success and
why hire Razgatlioglu?
A final thought on BMW’s unequivocal
desire to win and challenge for titles from
Marc Bongers, BMW Motorrad Motorsport
Director: “Toprak is undoubtedly one of
the best riders in the field at the moment,
which he proved by winning the 2021
World Championship. He’s not just a
fast motorcycle racer, he’s also a great
personality off the track. We’re convinced
that Toprak will settle into the BMW
Motorrad Motorsport family very quickly.”
Dr Markus Schramm, head of BMW
Motorrad, added: “I’m very proud that
Toprak has opted to join BMW Motorrad.
This is a forward-looking step for our
project and a strong commitment of BMW
Motorrad Motorsport in WorldSBK.”

NEWS DESK
What conclusions can we
draw from Tom Sykes’ return
to BMW after Misano Test?
Tom Sykes (ROKiT BMW Motorrad
WorldSBK Team) stole the headlines the
day before the recent Misano test as he
was confirmed as Michael van der Mark’s
replacement until the Dutchman is back
from injury, after splitting with the Kawasaki
Puccetti Racing team. The #66 was back on
a BMW M1000 RR throughout two days of
testing in Italy, so what can we expect going
forward?
ONE LAP PACE: Sykes’ best strength still
strong, faster than Redding on Day 1
Day one of action at Misano saw Sykes
finish as the top factory BMW in P7, whilst
full-time teammate Scott Redding was only
P11. Whilst it was impressive from Sykes to
get a lap in faster than his teammate – given
the updates and changes that have been
undergone in the team since Sykes left,
such as a new brake supplier and new aero
package – the race pace is slightly different.
RACE PACE: Sykes competitive,
Redding faster
Perhaps as expected, Sykes wasn’t able to
match his teammate. On day one, Sykes
set 22 1’35s and four 1’34s, with a fastest
lap coming as his final flying lap with a
1’34.416. He set a five lap run, all in the
1’35s and high 1’35s at that, whilst a six
lap run followed straight after a trip in the
pitlane and he was faster, with mid 1’35s.
His final four flying laps were all inside
the 1’34s, so it was a strong day for the
returning #66.
Teammate Scott Redding was quicker in
overall race pace, with ten 1’34s and 26
1’35s. In terms of his runs, Redding set a
six-lap run with two laps in the 1’35s before
getting down to the 1’34s, whilst a final run
of the day saw the #45 set three mid 1’34s,
where his fastest time came as a 1’34.637s,
just over two tenths slower than Sykes over
one lap. Sykes set fewer laps than Redding,
with 61 (of which 40 were officially timed
laps, vs Redding’s 83, of which 57 were
timed. On the second day, the story was
much the same, although Redding lapped
faster than Sykes, albeit not quicker than
day one’s time for either of them.
SHAUN MUIR’S THOUGHTS: “The old
Tom is there… he has got good pace”
Speaking about Sykes returning, team
principal Shaun Muir was happy to have
him back: “For us, good to have Tom back
and have him as a reference point. We can’t
make any commitment long-term to Tom.
It’s a big chance for him to prove what level
he’s still at and I could see from only one
hour on track, the old Tom is there. We
know he’s quick, we know he has pace.
That ticks one box.”
Evaluating the opening day, Muir’s praise
continued: “Tom started with a base bike
and we made some very minor changes
to the bike, mainly ergonomically. We got
him feeling really comfortable and I’m really
pleased for him. Everyone can question his
level and his ability and his commitment,
but what we saw on day one was that he
has got good pace. He jumped on the
bike and immediately, he was really good
to get the feedback in the improvements
the bike and the team have made over the
last season whilst he’s not been with us.
That was really strong. It is important to
get technical feedback and we know Tom
is a good feedback rider and test rider.
His development skills we’ve had so far
have contributed to the development of the
M1000 RR.”
SYKES WITH HIGH HOPES: “I hope to
have some good results… I’ve been given
a great opportunity”
“I know the team and bike from previous
years and everything has been relaxed
and like clockwork on day one,” began
Sykes after the opening day.”Lap by lap,
I was getting the old feeling back with the
package, but it’s clear that they’ve made
steps forward from the last time I rode
it. Ultimately, here at Misano, a circuit I
enjoy, so it was a good, productive day.
Compliments to all the guys and BMW,
they’ve made a big step forward in a lot of
areas and that was very easy for me to see.
There’s been small changes to my position
on the bike compared to Michael and some
little tweaks to setup and that was literally it.

NEWS DESK
In the latter stages of the day, we got a good
feeling with the race tyre and that brings a
smile to my face.”
Talking about what he wants to get out of
his time back in the BMW saddle, Sykes
was coy, but hopes that he can enjoy it:
“Little personal goals but it all depends
how many rounds I do. We all know Mikey,
I couldn’t believe it when I saw him in the
gym just after having his femur fixed. I wish
him a speedy recovery as it wasn’t pretty at
Assen. I’ll just take it round by round and
see where that leads to. Ultimately, looking
at the short term like Misano, Donington
Park and Imola, which are all circuit that
I enjoy, so hopefully we can work in the
way we’ve done at the test, as it’s been
really productive. If we can work like that
in the next rounds, I really hope to have
some good results. I’ve been given a great
opportunity, I want to try and enjoy it and
see where we go after that.”
AT THE END OF THE… TEST: positivity is
word of the day
Speaking at the end of the whole test
and after finishing day two in P11 and not
improving his time, Sykes said: “Ultimately,
I am very happy with the test and I’m
getting a bit more of an understanding of
where the guys have made some lovely
steps since last riding the bike. Today, we
went through some items so it took a bit
of sting out of the tail as we spent some
time evaluating that and then in between
the rain and sunshine, the guys did a great
job. Myself and Scott have been working
on the items and it has gathered some very
good information on how to improve some
limitations. The guys have got time to react
and from that, hopefully it’s moving forward
all of the time. For me, it’s good to get an
understanding for the next event. The goal
is to be competitive and enjoy my racing,
so we shall see. We’ve had some good
results here in the past with the BMW both
in Superpole and in the races, so it’d be
lovely to repeat the podium success. I think
that’d be a fantastic target. There’s a lot of
competition but I think if we keep working,
we can find more speed than what we
showed during the test.”
TEAMMATES WITH REDDING: how did
it go?
In 2022, it was Scott Redding who replaced
Sykes at BMW but in that proverbial ‘funny
old world’, they’re now teammates. Sykes
spoke about working in the box with him:
“I’ve not really seen him much. We had
a conversation on Instagram a couple of
months ago but regarding in the box, I
thought I might get a pot of tea and get
to know him. But as soon as he’s finished
riding, he’s on his push bike and gone, so
I don’t really see him! Honestly, I think it’s
good that we have very similar comments
on the items, and that’s always good for the
forward momentum.”

FIRST
RIDE
N E W K T M 8 9 0 D U K E G P
PICTURE
We at MRW are very familiar with
KTM’s 890 Duke having not so
long ago lived with one for over 6
months as a long-termer. So when
we found out there was a new
variant, we just had to pop into
RAD KTM and take it for a spin.
Words: Shaun Portman | Pics: Beam Productions
PERFECT

Now with a name ending in GP, you would
be forgiven to think that this bike will be
higher specced than the 890 Duke R.
Unfortunately that’s not the case. So what
is it then? KTM market the 890 Duke GP
as an exciting visual alternative to the base
890 and 890 Duke R. And that is essentially
what it is. Fitted with KTM’s trademark “R”
orange wheels, an orange paint job with a
KTM MotoGP-inspired graphics kit, and a
seat cowl as standard. The frame and swingarm
remain unchanged as does most of the
bike, to be honest. The overall design of this
bike remains aggressive and intimidating
but also manages to be one of the lightest
bikes(169kg Dry) in its segment, which
translates positively when riding it.
Unfortunately, the WP suspension is rather
basic and lacks adjustability, unlike the R’s
fully adjustable WP suspension. A set of WP
APEX 43mm open cartridge upside-down
forks take care of things up front, making
use of split function technology. The front
fork makes use of linear springs which are
not only lightweight but also guarantee
intuitive feedback and feel, with the base
valves improving high-speed damping. The
brakes are also KTM branded and not the
proper Brembos you get on the R. Even so,
the two radially mounted four-piston fixed
calipers​ and two 300 mm discs upfront
single disc, and a single-piston floating
caliper at the rear provide all the stopping
power you’d ever need. But in case you
need more, both ends are supported by
KTM’s Cornering ABS. and Supermoto
mode for those who like to go sideways.
The details seem more subtle on the GP
which is strange as they should have used
the opportunity with its name to create
something truly special.

THE 890 DUKE GP IS STILL
INSANELY QUICK AND SPORTY IN
THE CORNERS ENSURING KNEE-
DRAGGING FUN AROUND EVERY
BEND - YOU JUST LOOK BETTER
DOING IT NOW WITH THE NEW “GP”
INSPIRED COLOUR SCHEME.
The motor remains the same, albeit with less power and
torque, 115HP/92NM of torque compared to 121HP/99NM
of torque from the R mainly thanks to an increase in bore and
stroke, higher compression, and a higher RPM limit. You still
get 3 riding modes (Rain, Street, and Sport) plus the optional
track package which I still believe should be standard. It’s like
going to Spur, ordering a steak, and not getting your sauce
or chips with it. The riding position remains aggressively and
typically naked but still comfy enough to be in the saddle all
day long. Speaking about the saddle the 820mm seat height
remains modest and average in its segment. The fuel tank
remains at 14 litres, 14 litres of fun and fury but if you ride
nicely you will get around 250km on a tank.
POWER
114 bhp @
10,500 rpm
TORQUE
92 Nm
TANK
CAPACITY
14 L
SEAT
HEIGHT
820mm
DRY
WEIGHT
169kg

It’s a KTM Duke - its
front wheel has to be
thrown in the air... like
you just don’t care.
After spending some time on the GP, and comparing it to
the R, I could immediately notice a difference in the handling
department. It wasn’t as direct and felt more plush and softer
than the R, and lacked a certain amount of feedback. As did
the brakes which worked well and were fade-free but still
fell short when comparing them to the R’s Brembos. The
GP is still a great, well-finished product, dont get me wrong,
I was just expecting a little more, especially when I saw the
word GP. The motor is still aggressively smooth as is the
bidirectional quick-shifter which causes the GP, much like its
siblings to pop on upshifts. The 890 Duke GP is still insanely
quick and sporty in the corners ensuring knee-dragging fun
around every bend - you just look better doing it now with the
new “GP” inspired colour scheme.
The GP is an enticing package and priced at R206 999.00,
it still offers great bang for buck and is a rather enticing
package for those who want something a bit more simple that
doesn’t look it. Give RAD KTM a call today on (011) 234-5007
to arrange a demo on this and the full range of KTM road and
adventure bikes.

RACING
FEATURE
TURNING
JAPANESE
German
ANALYSIS: A CLOSER LOOK
AT HRC’S KALEX CHASSIS
Read Marc Marquez and Mir’s comments as
we take a closer look at the performance of
Honda’s Kalex chassis in Le Mans

Honda’s much talked about Kalex chassis made
its debut in a Grand Prix weekend at the French
GP. After trying it on the Friday morning, both Marc
Marquez and Repsol Honda Team teammate Joan
Mir continued to use it throughout the weekend,
including in the Tissot Sprint and GP race. So what
does that tell us?
We’ll start on the Friday, where both Marquez and Mir
began MotoGP Practice 1 with their regular chassis
before then switching over to the Kalex one and trying
it out for size. The question we all wanted to know the
answer to was: would the Kalex chassis provide a big
change?
At the end of Friday both Marquez and Mir offered
some interesting comments when chatting to the
media, with the latter mentioning that “he could feel
a bit better” with the Kalex chassis and he was “able
to ride more comfortable but it’s quite different.” That
difference is always going to be trickier for the #36 as
he’s still getting used to how a V4 should be raced,
having made the switch from Suzuki’s inline-four for
2023. On the other hand, Marquez has been riding V4s
his whole premier class career, so the #93 was able to
get stuck into the details a little more straight away.
“It’s another step in some areas
in this circuit, but we need
more steps. It’s not the only
step we need. We need more
steps. We are still losing too
much, we are [trying] too much
on the brakes, because we are
losing in acceleration and on
the straight. So we are on the
brakes a lot. For that reason
we are pushing a lot the front,”
said Marquez in Le Mans.
Straight away, it appeared that while the Kalex
chassis could be a step in the right direction, there’s
still plenty more that Honda need to bring them up
to the level they’re craving. That being said, it was no
real surprise that both Marquez and Mir ran the Kalex
chassis throughout Saturday.

On Saturday evening, Marquez seemed quite positive overall
about what he had learned from the Kalex chassis, with his
main feedback being that it allowed for more margin of error
with the front end of his RC213V.
“It looks like with the Kalex
[chassis] you need to adapt the
riding style a bit, you need to go
fast into the corner, but it’s not
necessary to push... you can do
some more mistakes. You can go
wide, come back. With the other
one [standard Honda chassis],
it’s so critical, and it’s so difficult
to understand the front tyre. But
with this one [Kalex chassis] it
looks like you have more warning.”

However, while the eight-time World Champion
talked up the better front end feeling, he also
said that he preferred his standard chassis in
the middle of the corner, noting that it had better
turning performance.
On the other side of the garage, after finishing
P14 in the Sprint, this is what Mir had to say about
the Kalex chassis.
“I had some trouble to really
stop the bike and hold the
line and then I couldn’t…
What I want to do, I can’t do
it. I can’t do it. I think that at
the moment the team don’t
understand what I need
to be strong. Also, I don’t
understand what I have to do
to ride this bike in a better
way and to perform.”
It’s interesting that Mir mentions about not
being able to hold the line. Does this confirm he
also feels the same way regarding Marquez’s
comments about the standard chassis having
better turning? Probably.
On Sunday, it looked like Marquez managed to
take another step forward with the Kalex chassis.
Only a late Turn 7 crash stopped him from
claiming a fantastic comeback podium. However,
Marquez wasn’t getting carried away about the
Kalex chassis post-race.
“I mean of course the chassis has a small
difference, and it’s a small help. But it’s not
the solution. Mir was using the chassis, and
Mir is a World Champion, and you saw he was
struggling, he was in the back, and he crashed
again. So we need to change something for
the future, to be more competitive, to be safer,
because every year, the Honda riders are at the
top of the crash rankings.”
More than anything this quote summed up exactly
the step that the Kalex chassis has given Honda.
Yes, it has given them a step forward and it has
given them a great opportunity to now go away,
study the data and come back with something
that hopefully offers a big improvement. But as
Marquez explains, it’s a small help and only a first
step on what is still a very long road to get back
to the top. The Spaniard also reiterated exactly
where Honda are losing out to their rivals and just
how much of a difference he’s making in limiting
the other weaknesses.
“It’s true that here is a bit better, because in the
two main acceleration [zones], it’s one of my
riding styles’ strong points. I was picking up the
bike a lot, and I control the gas really well, and for
that reason we were not losing a lot. But in Sector
2 for example, where you are depending a lot on
the grip of your bike, there I was losing a lot. But
we didn’t have more.”
One important thing to note regarding Mir was the
progress he’d made throughout the weekend in
terms of his pace. Another crash on Sunday was
far from ideal, but his three laps before the crash
were his best race laps all weekend. In addition,
the lap before his crash was three and a half
tenths quicker than his best Sprint lap.
“The important thing is that
in the race, I think we found
something,” said Mir. “I was
able to do 1:32 lows until
the crash, missing a bit the
consistency to repeat it. But
the speed was more or less
there. Yesterday I was one
second off the pace, and
today two tenths from the
top. So it’s a huge step.”

But more than that, Mir’s progression isn’t just
about riding a chassis that works better. The bike
is a total shift from what he’s used to and he’s still
trying to figure out the basics of how to go fast on
it and be comfortable at the same time.
“We modified a bit the geometry, trying to
understand a bit what I need. And I was able to
ride better. This was the step,” confirmed Mir to
the media.
So then, a summary: Honda’s Kalex chassis.
It’s provided the Japanese giants with a step
forward, while it’s also allowed both riders to ride
have more margin for error and ride in a more
comfortable way.
Crucial steps forward, but it’s far from the finished
article and that golden ticket that is going to
propel them back into the realms of being the –
or one of the – quickest bikes every weekend. It
remains a tricky motorcycle to operate, something
Mir pointed out.
CRUCIAL STEPS FORWARD,
BUT IT’S FAR FROM THE
FINISHED ARTICLE AND
THAT GOLDEN TICKET THAT
IS GOING TO PROPEL THEM
BACK INTO THE REALMS OF
BEING THE – OR ONE OF THE
– QUICKEST BIKES EVERY
WEEKEND. IT REMAINS A
TRICKY MOTORCYCLE TO
OPERATE, SOMETHING MIR
POINTED OUT.
“You are on a knife edge.
More than physically, it’s
more mentally. Mentally it
destroys you, because you
have to be super, super
precise, always fighting
with the front, trying
to not over try, because
then it’s worse. And it’s
a little bit difficult and
completely different from
the bike that I experienced
before.”
Nevertheless, there does appear to be light at the
end of the tunnel for Honda. Marquez boasted
great speed straight away after a month and a
half out of action, and Mir made a significant step
forward on Sunday.

RACING
FEATURE
LET IT FLOW
Words: Adam Wheeler (KTM Blog) | Pics: KTM Images / Polarity Photo
HOW KTM UPPED ITS
GAME IN MOTOGP
AERODYNAMICS
2023 MotoGP is already deep into the next chapter
of motorcycle aerodynamics as the quest for
peak downforce, stability and speed continues at
pace. How is KTM keeping in the game? We asked
aerodynamic team leader, Dan Marshall, at the
race workshop in Munderfing.

MotoGP machinery looks very different compared
to ten years ago. Race fairings are now artfully
and carefully structured sculptures, using curves,
wings, and profile to bend airflow at 360 kmph
around the motorcycle. Grand Prix bikes look
low-slung, dragster-ish and at the same time
futuristic and menacing as the battle for expensive
aerodynamic superiority rushes ahead and within
homologation guidelines (the bike has to fit into
an agreed ‘stencil’ shape). The R&D work is not
created simply by 3D printers, slung into a wind
tunnel, and honed purely for performance: look
at the lines of a KTM 1290 SUPER DUKE RR or
– more specifically – the aero of the 2023 KTM
RC 8C to see how MotoGP thinking has been
able to penetrate production and end up in the
customers’ hands.
In the chase for the right amount of downforce to
aid braking and turning and win precious tenths
of a second KTM have expanded their efforts and
engaged the know-how of Red Bull Advanced
Technologies; a major technical body that have
helped the Oracle Red Bull Racing F1 team to
two titles in the last two seasons. The effort is
necessary. At the Portimao pre-season test 18
riders were separated by just one second in the
time sheets. KTM then flew to top seven results
at the same circuit and Brad Binder claimed the
second-ever Sprint in Argentina a week later. The
USA and Spain saw tight but exciting contests
where KTM emerged as protagonists; Binder
again the ‘Sprint King’ in Jerez.
The all new KTM RC 8C honed for pure
performance along with the new aero.
When the guys are on the ragged edge, then a
smooth and optimized edge is the only way…and
there are only two chances to homologate aero
packages during the campaign. To ask how KTM
has worked with RBAT for the KTM RC16 MotoGP
racer and why the collaboration was beneficial,
we were able to corner Lead Aerodynamicist Dan
Marshall, who heads a small team in Munderfing,
to explain some of this secret, pricey and often
undervalued world of expertise.
Firstly Dan, how did you end up in charge of
aero in the KTM Race Department?
I worked for ten years in F1 and in aerodynamics
for Force India. I’ve always had a passion for
motorcycles, so I took my career into two-wheels
and motorbikes when the opportunity with
KTM came up. They wanted to push more into
aerodynamics when it was becoming obvious
around five years ago that there was a growing
importance for competitiveness. Since then,
I’ve been able to build a small but efficient team
using all the different resources from KTM, KTM
Technologies, KISKA and so on, as well as the
recent partnership with Red Bull Advanced
Technologies [RBAT].
Jack Miller, long-slung and
dragster-ish through the pure
downforce created by the
winglet on the rear.

Aerodynamics are now much more integrated into
overall bike performance, right?
Yes, through our journey in the last five years we
have improved our understanding of a motorbike
through the whole lap rather than solely looking at
straight line speed, which was the focus of a lot of
aerodynamic performance work in the past. With this
understanding from the Vehicle Dynamic department,
we know where we can apply aerodynamic loads
in other places to make the bike quicker in braking
or cornering or acceleration. You always get to a
point in development where you have squeezed
everything out of one area, so you start looking at
other ones to find more speed. If you take the pure
drag of a motorcycle then there a lot of things we’d
like to do but then you’d end-up with something out
of the 1950s again. So, we had to keep thinking of the
general picture.
It was no secret that KTM struggled in the preseason
testing. They were missing something, and
then they rocked up at the first race in Portugal
with a new rear end winglet. Jack tried it from the
word go with good results. Brad also went on to try
it that same weekend and improved his times and
feeling with the bike. Since then it has been apparent
in every session. Below you can see the two different
types KTM have tested. Dani (26) tested the
latest version at Jerez, which both Brad and Jack
went on to use at the following GP at LeMans.
Different riders and different preferences
– Red Bull KTM Factory Racing’s test
rider and MotoGP legend Dani Pedrosa
testing a slightly updated aero package.

It might be quite hard for some people to still
accept that a shape of a MotoGP fairing is critical
for performance, particularly when you consider
the technical complexity of the bike inside…
Yes, certainly until the last couple of years.
I’ve analyzed the subject and if you look at the
aerodynamic evolution of a race bike then nothing
majorly significant happened from 1960s until the
end of the millennium. Even when other brands
started putting fins onto the bikes they were just
bolting them onto an existing fairing. Now we
understand a lot more about how the wings and
the fairing interact and we don’t consider them
independent but more as a singular body working
aerodynamically. We are now trying to cast aside
this perception of what a motorcycle should look
like and consider what is better for performance.
The other aspect is that a lot of people have a
very emotional attachment to a motorcycle and
how it looks. When you start applying all these
appendages then it ruins it a little! I think at KTM
we make a little bit more effort than some other
competitors with regards to aesthetics. We work
with KISKA a lot and for sure our bosses want
to see a good-looking motorcycle. There is an
emotional attachment and personal opinions
going into the design and graphics.
Can you really get hands-on with aero parts
and 3D printing? Or is most of the work done in
CAD design?
You have to get hands-on. It’s about education as
well, showing people that have a lot of knowledge
– but maybe not so much racing experience –
about development and simulations. It’s also
about showing mechanics and then design
specialists what we need from them. We have a
good working relationship with these groups, but
the form of the bike now has to be about much
more than styling.
KTM’s
aerodynamics
developed,
tested and tried
by none other
than our very
own Red Bull
KTM Factory
Racing riders.
PC @KISKA
So how does the collaboration with Red Bull
Advanced Technologies work for you?
How do you feel about it and what difference
has it made?
I’m grateful that we have fully realized how
important aerodynamics is in MotoGP now. It’s
always something I have fundamentally believed
in. It’s good that we’ve reacted and asked: ‘how
do we go about winning a world championship?’
and then taking advantage of the fact that there
was a possibility to work with Red Bull Advanced
Technologies. We didn’t know how it would work
initially but I was fully onboard; anything to help
the race bike go faster around the track. We are
still leading the project and specifying the targets.
It has also been a learning experience for them.
It is a two-way partnership and, of course, we
have been trying to learn as much from them as
possible and they have been learning from our
greater understanding of motorcycle behavior.
I believe they underestimated how detailed and
complicated it can be. They didn’t realize the level
that we’re working at.
In terms of logistics how has it been?
Pretty good considering we are 1000 kms apart.
Since the pandemic the culture of online meetings
has soared. Plus, we have a lot of tools set up to
help with data transfer. They visit us periodically
and when they do it’s a big help.
You mentioned an ‘underestimation’; that was
just about motorcycle dynamics?
Yes, that’s one of the cool things about working
at KTM because most of the people seem to
be motorbike freaks and it gives that extra bit
of understanding that can help with the job.
Not everybody here is like that – and you don’t
have to be – but it helps at a basic level. The
RBAT engineers are really smart guys, and the
advantage is that they can then think in alternative
ways which might bring better performance. The
good thing is that they are smart and experienced,
which means they listen to us and try things. It’s
not as though they have steamrolled in and said:
‘this is the best package for you, go away and
make it’. There has been a lot of give-and-take.

What has been the result?
They have lots of resources, so they
are designing and simulating at a much
faster rate. They had our base package
from 2022, started working and then
took hold of our 2023 package which
we had developed in-house. They saw
what we were doing and homed-in on the
performance that we’d found and evolved
it faster to come up with a next-generation
shape. We took that to Sepang to test. It’s
nice for me to see because it validates
what we have been doing and that our
methods and understanding are correct
because their team carried on in the
same way.
Brad Binder cornering smoothly
around Circuito de Jerez with the
2023 aerodynamic using resources
from different KTM departments.
How do you see the future with
aerodynamics in MotoGP?
I think it could go a couple of ways. With
the racing now we have seen a trend of
less overtaking and I believe this is partly
due to the heavier aerodynamics of the
bike and being harder to come out of the
slipstream and complete the overtake.
So, aerodynamics could be banned;
hopefully not and how can you ban
something that is naturally aerodynamic
like a race bike pushing through the air?
They could follow the F1 route and allow
some active aerodynamics like a DRS
system. I’m not a big fan of DRS or KERS
because its manipulation of the racing.
A route could be to allow some room for
aerodynamic creativity and freedom but
without the mass of wake and turbulence,
which was the problem years ago with the
original wings. Riders were complaining
about the vortexes and turbulent air. They
are still there and, if anything, probably
worse than they were five-seven years
ago because there are so many aero
parts on the bike. The aerodynamic
‘weight’ is getting bigger and bigger and
we have to somehow agree on a sensible
way to get this under control.

RACING
FEATURE
Pics: TECH 3 GasGas Factory Racing
“UNNOTICED”
AUGUSTO FERNANDEZ’ UNDER
THE RADAR FIRST 5 ROUNDS
30 points and a P4 in France – the reigning Moto2 World
Champion and only MotoGP Rookie for the 2023 season has
had a promising start to life as a premier class rider

Adapting to a MotoGP thoroughbred from Moto2 –
or any other type of motorcycle – is a monumental
challenge. Some riders can mould themselves into a
premier class frontrunner sooner than others, and at
the French GP, Augusto Fernandez (GASGAS Factory
Racing Tech3) proved he’s able to mix it with MotoGP
established elite already.
After just five races donned in GASGAS Tech3 red,
the reigning Moto2 World Champion has notched up
30 points. This is the best start to a rookie campaign
since Brad Binder (Red Bull KTM Factory Racing) in
2020 when the South African scored 41 points in the
opening five rounds after his famous win in the Czech
Republic. 2022 Rookie of the Year, Marco Bezzecchi
(Mooney VR46 Racing Team), had eight points in his
pocket this time last year. The title-chasing Italian,
who currently occupies P2 in the Championship, had
to wait until Round 8 to pass the 30-point mark.
Very promising signs for Augusto Fernandez then.
Some of you may be thinking, ‘Well, that’s not a fair
comparison because we have the Tissot Sprint in
2023?’ Correct, but Fernandez is yet to score in the
Tissot Sprint, so drawing direct comparisons with
some of his current rivals is a good way of gauging
how well the Spaniard is riding in 2023.
His P4 result in Le Mans was nothing short of
exceptional. But it’s not just that six-second off-thewin
result that has been impressive from the #37.
Fernandez has been consistently scoring points on a
Sunday afternoon this season and is one of only three
riders to have bagged at least one point on Sundays
in 2023. The other two? Monster Energy Yamaha
MotoGP duo Fabio Quartararo and Franco Morbidelli.
P13, P11, P10, P13, P4. A very solid collection
of results in your first five MotoGP races in what
is arguably the most competitive field we’ve ever
had. Aleix Espargaro (Aprilia Racing) was sat on
Fernandez’s rear wheel for a lot of the French GP, and
the 2022 title challenger had plenty of praise to offer
for his compatriot after the race.
“Yeah, Augusto’s race was crazy. Congratulations to
him because it’s not just about starting at the front,
but he was able to overtake the KTMs and have a
really solid pace. So I was very happy for Augusto,”
said Espargaro. The #41 referred to Fernandez’s best
FERNANDEZ HAS BEEN
CONSISTENTLY SCORING
POINTS ON A SUNDAY
AFTERNOON THIS SEASON
AND IS ONE OF ONLY THREE
RIDERS TO HAVE BAGGED
AT LEAST ONE POINT ON
SUNDAYS IN 2023.

I KNOW HOW DIFFICULT IT IS
TO STAY AND TO MAINTAIN
YOUR POSITION IN THIS
PADDOCK, YOU HAVE TO
FIGHT LIKE A LION...
qualifying result of the season, with the GASGAS star getting
himself into Q2 for the first time and launching from P12.
“I know how difficult it is to stay and to maintain your position
in this paddock, you have to fight like a lion… He’s the reigning
Moto2 World Champion, so actually on the last lap I had some
opportunities to overtake him in the last split, but I decided to
don’t try because I think the risk was too high and I didn’t want
to ruin his race because what he did today was amazing.”
It’s safe to say Tech3 team boss Herve Poncharal agrees
with Espargaro. After the French GP – Tech3’s home round –
Poncharal offered his thoughts on the team’s and Fernandez’s
best result of the season so far to motogp.com.
“Since the beginning of the year he’s been putting in great
performances that go unnoticed almost all the time. Some
people will say: ‘Yes, he finished tenth because there were
crashes…’ It’s true but not only that. Look, this weekend, he
reached Q2, he left with the seventh best time in the race and
finished very close to the top three,” stated Poncharal.
“Clearly the performances were there… Of course, the rider
needs his team and vice versa. Afterwards, whatever you say,
once the lights go out, they are a bit on their own. And here,
he clearly demonstrated what he was capable of. Hats off
to him! Frankly, I’m glad to see it working so well. Augusto
is such a likeable, discreet, hard-working guy... Like Dani
(Pedrosa), he also brings a kind of serenity to the team. When
you are in such an environment, it is so much more pleasant.”
It’s been a great start to his rookie season for Fernandez.
Now, it’s all about continuing the momentum gained from
that P4 into the rest the of campaign – starting at one of the
calendar’s finest venues: Mugello.

MRW MUST WATCH VIDEOS

FIRST
RIDE
Words: Shaun Portman | Pics: Beam Productions
NEW TRIUMPH STREET TRIPLE 765 RS
STREET
TRIPLED
Incorporating all the new technology,
chassis and styling enhancements of this
greatest ever generation, the 2023 Street
Triple 765 RS adds the highest ever
specification Brembo Stylema brakes,
revised geometry for even more agility,
and sets a new performance benchmark
as THE most powerful Street Triple ever,
with a category leading 128hp of thrilling
triple power, thanks to Moto2 race engine
derived upgrades.

Triumph’s overall build quality, design, and finish
once again stands out in the new RS. The attention
to detail is noteworthy - they are true masters.
Triumph has been producing some real gems
as of late and their latest gem is that of the new
Street Triple 765RS which Triumph says is the
most powerful Street Triple to date. It doesn’t
seem that long ago since we last saw an updated
Street Triple but for 2023 Triumph has given their
765 Street Triple range a massive revamp. With
the 2022 765 already being a brilliant package, it’s
hard to see how the British Mark could improve
on that, yet improve they have. The Street Triple
was introduced to the world back in 2007, joining
Triumph’s 675 line-up alongside the ever-popular
Daytona 675. No one would have imagined that
almost 15 years on, Triumph would release yet
another one, the fourth generation of one of their
most popular bikes to date. The 675 motor is the
foundation of the next generation of Street Triples,
now a 765 allowed Triumph to enter the Moto2
World Championship as an engine provider to the
“one-make series.” The data gained from all of the
research and development
from this has paved the way for MotoGP
technology and know-how to make its way directly
to the ‘Streets’, quite literally.
Three variants were released, namely the
entry-level Street Triple R, Street Triple RS, and
the Street Triple Moto2 Limited Edition are all
upgraded for 2023 with revised, more powerful
engines, new chassis settings, better electronics,
and updated styling, making the British machines
a serious contender in its segment. Only two
Moto2 Editions will hit our shores and both are
sold out while the entry-level R will not be brought
into SA. So that leaves us with the RS which is
nothing if not good news. Developed on the track
and perfected for the road the 765RS punches
well above its category for 2023 and is available
in three different colours: silver ice, carnival red or
cosmic yellow.

The triple motors power output is increased over the 2022
model ever so slightly to 128.2HP and 80NM of torque thanks
mainly to internal changes derived from the Moto2 paddock.
They have increased the compression ratio – from 12.65:1
to 13.25:1 and altered the inlet port design to improve flow.
The combustion chambers are revised, with new pistons to
match, allowing the higher compression ratio to be used, and
the conrods and gudgeon pins are also new. Redesigned
camshafts increase valve lift, and the valves themselves are also
new, while the intake trumpets are shorter than before. Deeper
in the engine, the crankshaft gear, balancer gear, clutch gear,
and gearbox are all modified. The 765 RS makes power from
much lower down in the rev range now thanks to the changes
made and this can be felt out on the roads.
Other changes include that of a Euro 5-compliant exhaust
and a revised transmission with shorter ratios to optimize
performance. This paired with the changes listed above make
for a truly orgasmic experience that only a triple of this nature
can provide. The tone from the re-designed exhaust alone is
enough to set your heart on fire.
The silky smooth and responsive quick-shifter and auto-blip
ensure that the experience only gets better as you flick between
the gears. It’s wizardry how much better the Street Triple 765
RS feels in real life than the specs dictate. It’s that good!
IT’S WIZARDRY HOW MUCH
BETTER THE STREET TRIPLE
765RS FEELS IN REAL LIFE
THAN THE SPECS DICTATE.
IT’S THAT GOOD!

Small setup changes for 2023 further amplify
the experience. The frame and swingarm remain
unchanged while the rear end is slightly raised to give
a 23.2-degree head angle, down from 23.9 degrees on
the previous model, while trail is reduced from 100mm
to 96.9mm and the wheelbase is shortened from
1405mm to 1399mm. The fully adjustable suspension
remains unchanged with Showa 41mm BPF forks
and an Öhlins STX40 rear shock. The feedback and
response you get from the suspension, especially
while out on our terrible JHB roads is instantaneous
and well-balanced, stiff enough for the track yet soft
enough for the road with minimal sag to boot.
THE FEEDBACK AND RESPONSE YOU GET FROM
THE SUSPENSION, ESPECIALLY WHILE OUT ON OUR
TERRIBLE JHB ROADS IS INSTANTANEOUS AND WELL-
BALANCED, STIFF ENOUGH FOR THE TRACK YET SOFT
ENOUGH FOR THE ROAD WITH MINIMAL SAG TO BOOT.
The RS is also light, one of the lightest bikes in its
class at a mere 188kg wet. This paired with the perfect
weight distribution make for a nimble and flick-able
bike in the corners, ensuring you should never miss
an apex again. The RS is fitted with top-of-the-range
Brembo Stylema brakes, adding to the air of quality
and focus on performance.
POWER
128 bhp @
12,000 rpm
TORQUE
80 Nm
@ 9500rpm
TANK
CAPACITY
15 L
SEAT
HEIGHT
836mm
WET
WEIGHT
188kg

One can simply not
test a naked Triumph,
or any naked bike for
that matter, and not
throw the front wheel
in the air.... like you
just don’t care.
IT’S HARD TO BELIEVE THAT TRIUMPH
COULD MAKE THE 2022 STREET TRIPLE
ANY BETTER, BUT THEY HAVEN’T JUST
IMPROVED UPON IT SLIGHTLY, THEY
HAVE KNOCKED IT OUT OF THE PARK.
New optimized cornering ABS and switchable optimized
cornering traction control ensure optimum control out on
the roads or out on the track. The cornering ABS is allied
to traction control – using the IMU to work in corners as
well as in a straight line with the multiple riding modes and
throttle maps. The four riding modes(road, rain, sport, and
rider-configurable setting) have been upgraded with new
and more dynamic throttle maps including the Track mode
on the RS.
The riding position is upright and comfortable with 12mm
of length added to the handlebars to aid in control and
give a little more leverage. The 836mm seat height is
11mm higher than the 2022 model. The tank is new,
slimmer, and 2.4 litres smaller, down to 15 litres. This aids
in better movement and feel when riding but will obviously
hamper range. But then again this isn’t a long-distance
cruiser so that shouldn’t be a problem. The seat although
slim is rather plush and we could ride the whole day with
no sore behinds.
It’s hard to believe that Triumph could make the 2022 Street
Triple any better, but they haven’t just improved upon it
slightly, they have knocked it out of the park. Priced from
only R215 000.00 the 2023 incarnation of the original bike
is better in every way! Get down to your nearest Triumph
dealer to take the new 765RS for a demo today!

Watch it all on our
YouTube Channel
EXCLUSIVE
SA TEST
WORK HaRD
PLaY HaRD
SA LAUNCH TESTS
FRESH
ADVENTURES
SUZUKI’S NEW V-STROM
1050 DE & HONDA’S
NEW TRANSALP
TGB BLADE 1000 LTX EPS 4X4

LATEST
NEWS
REDEFINE
LIMITS
Sporting 95% new components,
the 2024 KTM EXC range is moving
the goalposts further than ever
before. Featuring an all-new frame,
revolutionary closed-cartridge
suspension, refined bodywork, LED
headlight, and industry-defining
technology, the latest generation of
KTM Enduro machines are ready to
accept any challenge.

With over three decades of racing experience
and more than 126 World Enduro titles in
the trophy cabinet, KTM has remained the
weapon of choice when it comes to taking
on the world’s toughest races. For the 2024
model year, the KTM EXC nameplate continues
to raise the bar in the areas of performance,
development, and innovation with its most
radical transformation to date.
An all-new hydro-formed, laser-cut, and robotwelded
frame forms the backbone of the 2024
KTM Enduro range. This brings new longitudinal
and torsional flex parameters for unmatched
rider feedback, energy absorption, and straightline
stability to the riding experience but also
provides the foundation on which the 2024
model range is built.
Upfront, the KTM EXC and EXC-F range now
boast an all-new 48 mm WP XACT Closed
Cartridge spring fork, featuring a new mid-valve
piston concept that optimizes oil flow within the
cartridge.
The KTM Enduro models continue to feature
the proven PDS shock system, which for 2024 is
updated and optimized to work fluidly with the
new frame concept. This is mated to a new WP
XPLOR PDS rear shock.
As an industry first, the suspension at both
ends remains fully adjustable for compression
and damping by way of hand clickers, without
the need for any tools, and easy set preload
adjustability on the rear.
An all-new lightweight 2-piece subframe,
constructed from a combination of polyamide
and reinforced aluminum. It delivers
outstanding handling and rider feedback, as
well as remarkable robustness. All electronic
components, including an all-new Offroad
Control Unit, are fully integrated into the
subframe for easy access and improved
protection.
More notably, the 2024 KTM EXC range
benefits from new bodywork all around. This
has been developed with input from the Red
Bull KTM Factory Riders to deliver an improved
rider triangle for better knee contact, especially
standing on the pegs.

A new front fender design now also features
mud-repelling fins for expelling dirt and mud from
hitting the rider or radiators, while a new 8.3 liter
– 4-stroke – and 8.9 liter – 2-stroke – transparent,
polythene (XPE) fuel tanks for easy fuel level
monitoring complete the bodywork package.
Monitoring the electronics comes courtesy of a
totally independent OCU under the seat, which
replaces the use of electronic fuses and relays.
In the event of any electrical component failure,
the outputs are deactivated individually, with the
error status of each unit indicated by a red or
green LED light. This makes for quick and easy
troubleshooting on the trail.
In terms of engines, the 2-stroke model range once
again takes its place as the leader of the oil-burner
paddock, debuting new electronic Throttle Body
Injection technology. Dubbed TBI for short, it
provides almost carburetor levels of ultra-smooth
power delivery, while eliminating the need for rejetting
at different altitudes.
The reed valve case has also received an important
design update, with new plastic flaps on the
outside of the reed valve case for improved sealing
of the intake tract. This new design avoids fuel
excess in extreme up- or downhill sections which
could lead to the fueling running rich.
A beneficial side effect of the new electronic
fuel injection and the ECU is implementing the
new electronic exhaust control, allowing for two
different engine maps, selectable via an optional
Map Select switch.
The 2024 KTM EXC 2-stroke range will once again
consist of the following model line-up:
•KTM 150 EXC
•KTM 250 EXC
•KTM 300 EXC
The 4-stroke model range provides the most
concise offering of models. All models in the
4-stroke range benefit from class-winning engines,
engineered to deliver massive torque down low
with an explosive power delivery at higher RPMs.
An improved center of gravity was achieved by
tilting the engine 2° backward and repositioning
the front sprocket 3 mm lower, for greatly improved
handling and maneuverability. Together with
the benefits of mass centralization and reduced
weight, the anti-squat behavior of the chassis was
significantly improved making for improved traction
on extreme inclines and powering out of corners in
special enduro stages.
The 2024 KTM EXC-F also debuts the optional
addition of Traction Control and for the first time
ever on an enduro machine – a Quickshifter
function. The latter makes for clutchless upshifts
from 2nd to 6th gear, allowing riders to keep the
throttle pinned open while changing through the
gears for improved control. These can be toggled
on or off via an optional and newly designed Map
Select Switch.
The 2024 KTM EXC-F 4-stroke range consists of
the following models:
•KTM 250 EXC-F
•KTM 350 EXC-F
•KTM 450 EXC-F
•KTM 500 EXC-F
The 2024 KTM EXC range is the culmination of
many years at the top end of Enduro competition,
bringing together a dynamic combination of racebred
performance, ergonomics, and technology to
challenge any terrain and redefine the limit.
As always, and thanks to KTM’s global networks
of dealers, the availability of support and parts
needed to compete at the highest level is easily
accessible, with the added availability of dedicated
KTM PowerWear and KTM PowerParts which
have been designed to allow for the highest levels
of performance, protection, and mobility for all
offroad riders and racers.
The all-new 2024 KTM EXC and EXC-F range will
be available at authorized KTM dealers from June
onwards. For more information, visit ktm.com

Words: Shaun Portman | Pics: Beam Productions
FIRST
RIDE
EXCLUSIVE
SA TEST
WORK HaRD
PLaY HaRD
TGB BLADE 1000 LTX EPS 4X4
Are you an avid adventurer or off-road enthusiast who
spends most of your time in the great outdoors for
work or play? TGB has a solution, to not only make your
workload easier but your leisure time more enjoyable
as well. I am talking about their brand new Blade 1000
LTX EPS 4x4 utility quad bike of course. Brand new into
the South African market for 2023 and we were lucky
enough to be not only the first media company in SA to
sample it, but I would also be the first person in SA to
ride their new all-conquering behemoth.

The Blade LTX is TGBs latest offering into the SA
Utility market and their flagship model. Available
in 3 colours: Mountain Grey with Red Decals,
Matte Black with Yellow decals, and Matte Black
with Red decals which is the one we had on test
here. The Blade 1000 LTX EPS is not only for
the rider to enjoy though and is also designed
for maximum passenger comfort, extending
not just the seat and passenger backrest but
also the entire companion riding experience.
LTX stands for: Luxury Touring model and is
standard with premium painted plastics, highquality
aluminium 6-spoked 14” alloy wheels with
27” Maxxis tires fitted, EPS(Electronic Power
Steering), gripper thicker seat, standard winch,
handguards, front bumper with bash guard, and
EVO coil gas shocks to name a few. Powered
by a 997cc V-Twin, SOHC, liquid, and oil-cooled
motor producing a whopping 83HP(62KW) and
90NM of torque and driven by a robust V-belt
CVT automatic transmission, the Blade LTX
goes as well as it looks. The engine on the new
LTX features re-profiled camshafts specifically
designed to increase bottom-end torque and give
a more linear power curve. It’s no lightweight
though, tipping the scales at 470kg wet, but then
again, so are all quads of this nature and size.
The Blade has a demanding presence thanks
to its sleek yet aggressive styling. Fitted with a
steel front rack(30kg load), steel rear rack(50kg
load), steel engine protector plate, electric
winch(1360kg pull force), passenger backrest,
steel front bumper, and a tow bar as standard, the
TGB Blade LTX will not let you down no matter
the terrain and what you need to load and/or tow
with its 230kg unbraked and 830kg braked towing
capacity. No matter if it’s for work or play, the LTX
will confidently carry your load.

The overall build quality
and attention to detail on
the TGB Blade 1000 LTX is
breathtaking.
It’s the perfect blend of
rugged, tough, strong and
brutal but also sporty,
modern and sleek. A true
case of beauty and a beast.
The perfect machine to
help turn work into play.

It’s no slouch when it comes to riding aids
and standard features either. A 3 Mode EPS
(Electronic Power Steering) with the ability
to switch between HIGH, LOW, or even turn
off the power steering, the Blade 1000 LTX
gives full control to the rider, allowing them
to configure the ATV to fit their needs in any
situation or terrain. The modern digital dash
and speedometer are both crystal clear and
informative, displaying all the vital information
one needs such as a digital tachometer,
digital speedometer, maximum engine speed,
maximum speed, average speed, total odometer
distance, daily odometer, fuel gauge, clock,
and EPS setting. Also displayed on the borders
of the clock, are easy-to-identify indicators for
transmission position, high temp, low battery,
high beam, low oil pressure, check engine, and
the 2wd/4wd and differential lock indicator. On
the left handlebar switch you have your winch
(in and out) button, override button, hooter, and
indicator switch(Yes, the quad is fully road legal
for countries where quad bikes are allowed on
public roads as you can also tell by the carbon
look mirrors fitted as standard), light switch and
flash and a hazards light button. Located on the
right handlebar are your two buttons to switch
between 2-wheel drive and 4-wheel drive and this
can only be done when stationary unfortunately.
You also have two parking brakes, one located
just above the throttle and another one on your
front brake lever which is where it is traditionally
located on all or most quad bikes.
The Blade LTX has a feel of quality and luxury to
it. The closer you look, the more you can pick up
on subtle details and finely tuned finishes. It’s not
until you climb onboard the TGB, that you really
appreciate it and just how, well, humungous it
is. We put the Blade LTX through its paces on
both rough and smooth tarmac as well as dirt.
We tested the LTX on A mixture of different riding
terrain from deep sand, rocks, mud, forests, river

crossings, berms, ramps, divets, and fast and flowing
dirt roads. The useability is what impressed me the
most and more so the fact that I hardly ever had to
engage 4-wheel drive but rather used the immense
torque put through the shaft drive to get me out of
most situations. Only on steep and slippery inclines
and crossing the rivers did I use the 4-wheel drive
which was simple enough to switch to while stationary
at the press of a button. The V-Twin motor is punchy,
low down as you would expect but also produces
mind-blowing power and torque throughout the rev
range, right until the top. The tone it produces out of
the sporty single exhaust(the looks reminds me of
the older Honda CBR1000RR superbikes) protruding
smack-bang out of the rear of the bike gets deeper
and louder as the revs climb.
“The useability is what
impressed me the most and
more so the fact that I hardly
ever had to engage 4-wheel
drive but rather used the
immense torque put through
the shaft drive to get me out
of most situations. “
The suspension works independently and soaks up
bumps and knocks better than even the toughest
heavy-weight boxers. The 8.6-inch travel, front
suspension, and dual arm 10.4-inch anti-roll rear
suspension offer great feedback, comfort when you
need it, and rigidity when you want to be a little more
sporty and spirited with your riding. The brakes are
hydraulic and work well enough to get the huge
mass slowed down and stopped with zero fade. The
steering is precise and I love the fact that I had 3
settings of ESP to choose between, which I could

select depending on the terrain I was riding and whether I
was riding fast or slow. I did get slapped around a bit while
riding fast over whoop-type bumps but this is normal for
quad bikes of this stature and weight. Most of the weight
is down low and centralized meaning the Blade has great
weight distribution which results in better and more stable
handling. The 300mm ground clearance ensures that you
will seldom scrape the metal bash guard but if you do,
the underside of the Blade is well protected. The 23 litre
fuel tank feeds through from the rear of the bike to a more
central position, once again aiding in a more balanced ride.
The winch which is standard works well and is a nice touch
by TGB to get you or your friends out of tricky situations or
even just to clear pathways or roadways. The winch finishes
off what is a truly well-finished product. The TGB Blade
looks set to create a stir in the utility market especially when
you take into consideration its price compared to its rivals.
Overall the TGB Blade LTX is a fantastic blend of sports
and utility. It can work hard during the week and play even
harder on the weekends! No job is too big and no hill is too
big to climb for TGB’s impressive Blade.

Words: Shaun Portman | Pics: Black Rock Studio & Chris Kunn
FIRST
RIDE
SUZUKI V-STROM 1050DE
making
a splash
Make a splash definition: to attract a lot of attention in an
exciting way. That’s exactly what the new Suzuki V-Strom
1050DE has done. It’s more of a “simple yet effective”
way to adventure compared to some of it’s bigger, more
flamboyant (and expensive) rivals, but that’s what makes
it so attractive to the market. At R259,000, Suzuki has a
machine that is ready to take you on an exciting adventure.

The Suzuki V-Strom has been around for years
now, just over 20 to be exact since the production
of the DL1000 way back in 2002. A very popular
bike worldwide, with a cult following, thanks
mainly to its robustness and more importantly to
some, its affordability. I am glad to report though
that for 2023 there is a new one, more adventureready
than ever before!
We were invited out to Durban by Suzuki South
Africa to sample the new V-Strom, put it to the
test, see if it’s any good, and more importantly,
see what has changed. The V-Strom makes a
worthy companion, as it always has done. For
2023 two letters make a difference, DE. The
old XT falls away and now we have the DE. The
V-Strom has received a few updates over the
years with the latest being in 2020 but 2023’s
changes could just be the most important to date.
Let me explain. Effectively you can use any
motorcycle on gravel in the broad spectrum of
things, but if you want performance and comfort
you need the correct tools for the job. Now the
outgoing XT managed to do these things, as the
V-Strom always has without the correct tools for
the job. For 2023 though Suzuki says the V-Strom
is more adventure-ready than ever before. It now,
apparently has a toolbox full to the brim with the
correct tools.
At first glance things look pretty much the
same, that is until you take a closer peek. The
most important change is that of the addition
of a 21”Tubed wheel, the correct size for more
heavy-duty adventuring. The rear wheel remains
a 17” and is tubeless. Odd, isn’t it but the
reasoning behind it is quite genius. Tubeless
tires are designed to be airtight. Tube-type tires
are made to work with a separate air-holding
component, like a tube that holds the pressurized
air. Because there is another component added
inside the wheel with a tube, it absorbs impacts and
shocks a lot better than a tubeless wheel. The front
wheel generally takes more impact than the rear as
it’s the first to greet them. Also, a tube can be quite
fussy to replace and this is why Suzuki has decided
to make the rear wheel tubeless. There are many
other reasons as well but the ones listed above are
the most important. That’s also why the rake and
trail numbers are relaxed for 2023, and the ground
clearance is increased along with the seat height
(880mm). The 21-inch front wheel gets a new front
fender because of the bigger wheel. The subframe
has also been changed, beefed up, and strengthened
in spots to cope with the vigors of off-road riding.
POWER
106 bhp @ 8,000 rpm
TORQUE
100Nm @ 6,000 rpm
SEAT HEIGHT
880mm
WHEELBASE
1,595mm
TANK CAPACITY
20 L
WET WEIGHT
252 kg

Suzuki has finally added a new, easy-to-navigate
and use 5” TFT dash with day/night modes, and
a USB port on the side of it to run your GPS or
phone. It literally is night and day over the older
Casio-type dash and an upgrade that has been
sorely missed over the years and now that it’s
been added greatly appreciated. An electronic
cruise control has also finally been added which
only works from 2nd gear and up and at no
faster than 160kph. Once again a nice addition,
one Suzuki should have added years ago. A
little gripe I have is that of no heated grips. This
can be added as an accessory but why not just
add it as standard, from the factory, which most
manufacturers do nowadays. The screen is
slightly shorter than that of the XT’s to aid in better
wind flow to the rider and can be adjusted but not
on the fly as tools are required, another little gripe
as the older one could easily be adjusted(not
when riding though).
The DE weighs in at 252kg around 5kg heavier than
the XT, not bad considering all the extra additions.
Crash bars and a center stand is standard which
is a nice touch and vital on a bike of this stature.
On this test, we rode in a whole bunch of different
terrain from rocks, sand, gravel, mud, rivers,
tarmac, and pothole-infested everything. So
typical SA roads then which the DE handled with
the utmost ease. The DE is far more confident in
its abilities now and doesn’t shy away from any
In addition to geometry changes, Suzuki has
added a longer cast-aluminium swingarm which
also contributes to a much longer wheelbase
than the XT. The legendary and distinctive
liquid-cooled, four-stroke, 90° V-Twin DOHC
engine remains unchanged for 2023 but they
have tweaked the electronic suite quite a bit.
The 3 original riding modes remain unchanged,
A, B, and C remain and work in cahoots with
the Traction Control. What Suzuki has done is
introduced a Gravel TC to the original 4 settings
(1,2,3 and off) which retards timing and allows
for minimum slip allowing you to accelerate
quicker on dirt and slippery surfaces. A bidirectional
quick-shifter has been fitted and
the 1st to 6th gear ratios altered for smoother
shifting. Power hasn’t changed at all from
106HP, but the DE seems to pull harder through
the gears, almost as if the ratios have been
shortened for more acceleration.

terrain. The changes Suzuki has made can be felt and
change the whole character of the V-Strom. The 21”
front wheel makes navigating over obstacles a breeze
and definitely adds confidence to you the rider when
riding off the beaten track. It gives the V-Strom the
versatility needed to tackle any terrain which it lacked
beforehand. The fuel tank remains at a healthy 20L
meaning that over 300km can be obtained if riding
at a normal and not brisk pace. I generally left the
DE in A-mode, TC off, and ABS off as it is so easy to
use and the power curve is predictable-plus I like to
wheelie and be a general clown. It is easy to change
between settings though and although it doesn’t have
half the amount of features most of its rivals do, the
interface is much easier to navigate and alter.
“The perfect blend of comfort meets sport without compromising on
feedback. Although top-heavy, the V-Strom is quite narrow, which comes
in handy in the more beaten-up trails where you can hold onto the side of
the tank with your knees and slide up and down the twin seat.”
The riding position is typically adventure biased as it
should be with handlebars slightly wider than those
of the XT allowing for better stability and control.
The perfect blend of comfort meets sport without
compromising on feedback. Although top-heavy,
the V-Strom is quite narrow, which comes in handy
in the more beaten-up trails where you can hold
onto the side of the tank with your knees and slide
up and down the twin seat. KYB fully adjustable
inverted front forks with 43mm inner tubes deliver a
smooth, controllable ride and feature stable damping
characteristics well suited to adventure riding.

The link-type mono-shock KYB rear suspension
compliments the front, contributing to agility and stability
with a dial to easily adjust its preload. The V-Strom 1050DE
suspension adopts a longer stroke and more travel than the
XT, with 170mm of front and 169mm of rear travel. Radialmounted
Tokico four-piston front brake calipers are mated
with 310mm floating-mount dual discs. The brakes are
pin-point and fade-free and combined with the ABS, which
even when turned on is barely noticeable and when turned
off(on the rear) allows you to slide the back wheel whenever
the mood strikes.
As with all Suzuki’s, you get great reliability and great
quality for a very reasonable price, especially when you look
at its competitors. This is no different with the DE which will
only set you back a very reasonable R259 000.00. Yes, it’s
not the outright best adventure bike out there, but thanks to
changes Suzuki has made for 2023, it’s not far off!

Words: Peter McBride | Pics: Beam Productions
FIRST
RIDE
NEW HONDA TRANSALP
OUT OF THE
SHadows
Honda’s reborn XL750
Transalp has finally graced the
shores of SA and it was time
for us to find out if all the hype
surrounding this born again
iconic original is justified
“A usable midsize
bike, that
is a legitimate
adventure and
travel option, but
still works really
well as a daily
commuter.“

An absolutely perfect early winter highveld day
set the scene for the launch of the all new and
completely re-designed Honda Transalp. We all
Gathered in the early morning at the famous ADA
training facility in Hartbeespoort, warm cups of
coffee in hand we had a briefing on the route and
plans for the day. Riaan from Honda SA gave us
all a rundown on the bikes, and before you could
say “Gentlemen, start your engines” we were on
our way.
The Initial Impression of the bike is that, this is a
brand-new design from the ground up. The most
obvious indicator of this is the all-new Parallel
twin 750 motor, a big break in tradition from the
V-twin that has been so closely associated with
the Transalp since its inception all the way back
in 1987. We learnt that the Transalp was Honda’s
first foray into what us South Africans would
call adventure bikes, and most of the rest of the
world like to call Dual sport, and true to that initial
design purpose. Honda have doubled down and
built a bike that they are hoping will attract new,
younger riders to discover the joys of motorcyclebased
travel, while still having the functionality
of a bike that would satisfy the demands of
more experienced riders. The typical Japanese
attention to detail has been paid to every aspect
of the design on this bike. To the point that when
wind deflection and protection from the elements
was under the microscope, a factor that was
taken into serious consideration was how best to
eliminate flapping of clothing. A small detail, but
important for anyone who has put in a long day on
a bike, flapping clothing can become a distraction
and it is testament to how much detail was put
into every aspect of this build.
With the traditional adventure wheel setup of a 21-
inch front and 18-inch rear wheels, coupled with
43mm Showa front forks with 200 mm of travel
and a rear shock delivering 190 mm of travel, a
seat height of 850 mm and ground clearance of
210 mm. All built around a parallel twin 755cc
motor that delivers 90 Hp @ 9500 RPM and 75nm
of torque @ 7250 rpm, and lastly a kerb weight of
208 kgs. These numbers are all singing the song
of the adventure bike faithful. I will add a detailed

spec’s list at the end of this for everyone who
really wants to study the numbers.
The Route for the day was really well
constructed and encompassed almost every
real-world scenario you would reasonably
encounter on this bike. Urban riding, concrete
hiways, B-Roads, gravel hiways and dirt roads
that were really beat up. the first coffee break
was in Somabula Nature reserve outside
Cullinan, a beautiful property with camping
facilities, general game and most importantly
some tricky roads that we were able to test
the bikes’ ability in the kind of slow, tricky
conditions the majority of the people who buy
this bike would be likely to encounter when
venturing off the beaten track to an out of the
way destination. Predictability was the key word
here, with the suspension soaking everything
up comfortably and the low-down torque
keeping things low key. No high revving of
motors or sudden changes of direction.
The five rider modes available on the bike are
Standard, Rain, Gravel, Sport and User. With the
User setting being fully adjustable to the riders
preferred settings. ABS, Engine breaking, Power
and traction control are all fully adjustable in this
setting and it is a simple process. All modes are
able to be selected on the fly and you only need
to shut the throttle off completely for a second
for the selected mode to start functioning. It is
pretty remarkable that motorcycles have become
this advanced that suspension, brake and power
settings are so easily manipulated. In my opinion
this really adds an incredible amount of value
to the motorcycle as you can adapt the bike to
your skill levels and abilities rather than having to
just grit your teeth and hope you wrap your head
around the bike before it bites you. This kind of
accessibility and having the option to progress at
a pace comfortable to the individual user can only
bode well for the future of motorcycling.
POWER
90 bhp @ 9,500 rpm
TORQUE
75Nm @ 7,250 rpm
SEAT HEIGHT
850mm
WHEELBASE
1,560mm
TANK CAPACITY
20 L
WET WEIGHT
208 kg

Two interesting features that I really liked were the
self-cancelling indicators, a very welcome luxury to be
able to indicate your turn initially and then forget about
it, without realising ten kays down the road that your
indicator is still on, a small luxury but a very welcome
one. The second was a safety feature where the hazard
lights are automatically initiated under hard breaking. I
noticed this when a rider about 100 meters ahead of me
had to slam on anchors when a tractor towing a massive
trailer with hay bales on it pulled out in from of him
unexpectedly. Fortunately, speeds were at a sensible
level and there was no real drama. But the hazards
lighting up really drew my attention to the situation, a
quality safety feature indeed.
When you get to the 6 hour plus mark of ride time for the
day. You really get familiar with the bike and the route
does start to all blend into one. Rider mode changes
became second nature and you find the range in the
bike where it becomes comfortable to get settled in and
watch the miles and the scenery go by. On this bike 4th
gear really spoke to me, it suits my travelling style down
to the ground. On long open dirt roads I like to hang out
in the bottom of the midrange, in a high gear, but the
motor has to be able to respond positively when you
roll on the throttle and this is exactly where the Transalp
excels. As an experiment I slowed the whole way down
to 40kph in 4th on a flat road. No visible incline and
rolled on the throttle pretty enthusiastically the motor
responded really well. Accelerating smoothly until it
hit 7000rpm and the motor really lit up and I shut off
because things started happening pretty quickly and I
was on an unknown dirt road.
On dirt and on tar the bike feels very planted and stable,
hitting rain damage “ruts” on dirt roads or potholes on
tar apart from the initial bump of the impact the bike
stays true. around the corners on tar the bike held its line
perfectly. Just look where you want to go, stay positive
on the throttle and it feels like its on a rail. It’s very
typically “Honda” in how it just ticks all the boxes.
A very special treat at the end of Day 1 was a quick
spin on the red star raceway short circuit, which was
so much fun that even the most hardened and grizzly
motor journos were grinning mischievously. Fortunately,
no bikes were harmed on the track and it was a great
opportunity to really wring the Transalp’ s neck as
hard as possible in a safe setting. As far as you can
reasonably push an adventure bike on a race track, the
bike was a lot of fun to ride and handled the demands
of the track well. This is an aspect of adventure riding
that is often ignored, but comes highly recommended
by almost everyone in the industry. Riding on race tracks
with your adventure bike or commuter is very accessible,
safe and well catered for by every track day provider.

Fun and a great way to build skill I cannot
recommend it highly enough. There were also
a few Honda hornets available at the track that
we were given the opportunity to ride around the
track. Absolutely fantastic bikes that will no doubt
get a full review and feature in this magazine when
they are released for sale in SA very soon.
In conclusion, Honda have had a big gap in their
product line up for a little while now. The Old
Transalp was far more of a hard-core commuter
that could go down a dirt road if necessary. The
NC750 will go down in motorcycling history as
one of the greatest Commuters/introductory
motorcycles ever built and the CBX500 fills an
important role as an entry level Adventure/travel
motorcycle. Then on the sharp edge of the range,
the Africa twin is a proven top quality big bore
adventure motorcycle on a par with any premier
brand offering on the market. The mid-size
adventure market is growing strongly in South
Africa and world wide as market demands slowly
move away from the 150HP fire breathing animals
at the top of the adventure food chain. This bike
complements the Honda product range perfectly
fitting comfortably between the CBX500/NC750
entry point and Africa Twin pinnacle. A usable
mid-size bike, that is a legitimate adventure and
travel option, but still works really well as a daily
commuter. Another solid option for people
looking to upgrade from small CC machines that
won’t disappoint more experienced riders looking
for something a little less intense than the 1000 cc
plus machines available today.
The Honda Transalp is already available for sale
at your nearest Honda Motorcycle dealer at a
suggested retail price of R209 999.00 and there will
be a variety of all the usual accessories available
that you would expect on an adventure bike to suit
all individual needs. Ask your salesman about the
“accessories packs “similar to cars, Honda are
grouping sets of accessories that are normally
bought together into packs and will be pricing
them aggressively to get the customer sorted with
regards to your specific needs. Many thanks to
Honda SA for hosting and to Hein and his crew at
ADA for setting the route and keeping us safe.