MRW Issue 33

ISSUE 33
Watch it all on our
YouTube Channel
Two
WHEELIE
Cool Bikes
NEW YAMAHA XSR900 & INDIAN FTR1200 R CARBON
MOTOGP
2024 SILLY SEASON
TECH TALK THE DUCATI WAY
SA RACING MRSSA KYALAMI

EDITOR’S NOTE
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
Hello MRW fans and welcome to issue 33
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.
Headline topics are once again from the
MotoGP paddock where the silly season is
in full force. So many big question marks up
in the air - Marc Marquez to leave Honda?
Where does he go if he does? Franco
Morbidelli to VR46 Ducati or Gresini Ducati?
Alex Rins to Monster Energy Yamaha? Joan
Mir to quit Repsol Honda? Pedro Acosta?...
I get asked these questions all the time and
honestly, I don’t know the answer. I think
the relationship between Honda and Marc
is gone and neither party are good for the
other. Honda needs a fresh approach and
needs to focus on a more long-term solution,
like Pedro Acosta, rather than Marc who is in
a rush and needs results now. Honda can’t
give that to Marc so for his own sanity and his
career he needs to move on, and quick. The
problem is, where does he go? There are no
options out there for him in MotoGP at the
minute, other than staying at Honda for the
remaining year on his contract, which again is
not ideal for both. Honestly, I am so intrigued
to see what happens with this story as it will
no doubt shock the world.
So much to digest and for sure big talking
points which I address in our Talking MotoGP
show, which you can find on our YouTube
channel. With the summer break upon us
it’s time to catch up on all the household
chores the wife, or hubby, has been hassling
you to do. But don’t worry. It’s not all doom
and gloom. We are here to keep you as
entertained as possible so keep an eye
out on our Facebook page, Instagram, and
YouTube channel for exclusive quality content
from rider interviews to special guests on our
Talking MotoGP show.
I’ve just come back from my first visit to the
famous Donington Park circuit here in the UK
and I can 100% confirm it’s one of the most
magical places I have ever been to in my life.
As a fan growing up Donington Park was
my favourite circuit to watch on TV. So many
great races by icons of the sport. Watching
World SBK there and the likes of Alvaro,
Toprak, and Rea in action was a real treat.
One of the best fan-friendly circuits I have
visited to date for sure.
Stay tuned to the MRW YouTube channel
for the Bautista and Aegerter interviews I did
over the race weekend.
Cheers for now.
Rob Portman
CONTACT
DETAILS
EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
ANYTHING & EVERYTHING
Shaun Portman
072 260 9525
shaun@motoriderworld.com
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NEWS DESK
Buell Freedom
Edition Hammerhead
Back in 1983, somewhere in Grand Rapids,
Michigan, a new motorcycle company was
born. Spawned from the mind of former
Harley-Davidson engineer Erik Buell,
the company adopted the man’s name,
and went on to live a pretty complicated
existence to our time.
Somehow, the small company survived
everything, and this year it is celebrating
its 40th anniversary. It does so with a
lineup of five distinct models, namely
the Hammerhead 1190, 1190SX, Super
Cruiser, Supertouring, and the Baja Dune
Racer.

NEWS DESK
Of all five bikes, the Hammerhead is perhaps the
most important, and that’s why it was probably
chosen by the company to be the base for a
special edition version meant to celebrate both
the anniversary and the “lifeblood of American
freedom.”
The model is officially called Freedom Edition
Hammerhead 1190, and the main (and only)
thing that sets it apart from its siblings is the paint
scheme.
Normally, the Hammerhead 1190 can be had in
a variety of color schemes, binding together in
various shapes grey, yellow, white, and red. The
Freedom Edition however goes all in to celebrate
the colors of the American flag, red, white and
blue, but also the stars that dot it.
The colors are skillfully applied directly on the
bike’s carbon fiber bodywork, and can be seen
almost everywhere, from the fairing up front to
the fender at the rear. I said “skillfully” because
this has got to be the most interesting use of the
Stars and Stripes colors and design I’ve seen on a
motorcycle.
Underneath all that patriot guise however, the
same Hammerhead 1190 can be had. The bike
is powered by a liquid-cooled V-Twin engine
72.6ci (1,190cc) in displacement. The powerplant
develops 185 hp at 10,600 rpm and almost 138
Nm of torque at 8,200 rpm.
The two-wheeler is supported by an aluminum
frame with an integrated fuel tank. Showa
supplied the suspension hardware (inverted fork
at the front and single shock at the rear).
In normal configuration, the cheapest
Hammerhead 1190 there is starts at $19,995, and
can reach up to $25,995 fully loaded. Naturally,
the Freedom Edition is a tad more expensive.
As is, customers can have a 2023 Buell Freedom
Edition Hammerhead 1190 from R525,000
($24,990). Provided some enhancements and
customizations are made, that price jumps to at
least R565,000 ($26,775).
Buell says the new iteration of the Hammerhead
will become available on July 1, shortly before
the U.S. celebrates its Independence Day. It’s
unclear how many of them will be made, but we
are informed the first 40 of them will be offered
with a special four-year warranty. Additionally, the
underside of the bikes will be signed by the Buell
factory team.

NEWS DESK
There Are Now One Million
Boxer-Engined BMW GS
Motorcycles in the World
Exactly a century ago, in 1923, another
motorcycle maker officially became a
company: BMW Motorrad. Born in a
country known for its passion for motorized
vehicles, the brand is now the only German
bike maker that matters in this world.
Given how Motorrad is celebrating its
centenary this year, all eyes are on BMW
to see what else it is up to to mark the
occasion. And BMW seems eager not to
disappoint, as somehow it managed to
reach an important production milestone
right when it needed to.
Earlier this week, BMW Motorrad
announced the production of a BMW R
1250 GS in Triple Black Style. Rolling off
the production lines at the company’s
facility in Berlin-Spandau, this particular
bike will go down in history as the onemillionth
Bavarian two-wheeler of the GS
family to be powered by a boxer engine.
The GS breed was born in the 1980s as a
“new motorcycle genre of touring enduros.”
It all started with the R 80 G/S, and then
the breed quickly grew to become one of
the most successful models in its class,
or, as BMW itself says, “the most soughtafter
touring enduros in the world to this
day.” And this week’s achievement is an
important testimony to that.
The GS saga will continue, of course,
and at the end of September, while it still
has reason to celebrate its anniversary,
BMW will reveal the latest addition to the
family, the R 1300 GS. The Germans will
pair the unveiling with the opening of the
new BMW Motorrad Welt museum in the
country’s capital.
The opening takes place on September
28, during a special exclusive event, but
two days later the place will be open to all
visitors as well.
Before that happens though, the German
bike maker will be hosting the BMW
Motorrad Days in the Messe Berlin
Summer Garden. Scheduled to take place
on the weekend of July 7, it is a gathering
expected to draw in thousands of people.
Back to the BMW GS line, until the new R
1250 GS gets here customers still have a
wide choice of models to go for. Included
in the Adventure range the bike maker
is now selling, no less than eight models
(six for the American market) take center
stage, from the G 310 GS to the R 2150 GS
Adventure. Two special edition models, the
R 1250 GS Adventure - Edition 40 Years GS
and R 1250 GS - Edition 40 Years GS are
also on the table.

NEWS DESK
are instantly recognisable thanks to their
timeless Triumph silhouettes, signature
sculpted fuel tanks and classic engine
profiles and have been designed to deliver
all of the quality, feel and presence of their
larger capacity stablemates.
Traditional touches, like the distinctive
finned cylinder head and traditional exhaust
header clamps combine with contemporary
details like the upswept silencer, bold
graphics and sensitively-incorporated
technology, such as concealed liquidcooling
and a flowing exhaust run with
hidden primary silencer. All combining to
deliver that unmistakeable Triumph modern
classic style.
The high-quality finish and elegant detailing
continues with the trademark black
powder-coated engine casings, tough gold
anodised forks, high-quality paint and logo
detailing which ensure the finish on these
new models is premium throughout.
The Speed 400’s two-tone paint schemes,
each featuring a prominent Triumph tank
graphic, reflect its dynamic roadster style,
with Carnival Red, Caspian Blue and
Phantom Black colours available.
Accentuating the Scrambler 400 X’s allroad
attitude are lots of purposeful and
practical features, including protection for
the headlight, radiator and sump, as well as
handguards, a handlebar brace with pad
and a longer front mudguard.
The Scrambler 400 X is available in three
stylish and contemporary colour schemes,
Triumph release new Speed
400 and Scrambler 400X
The Speed 400 and Scrambler 400 X: two
all-new models joining the Triumph range
in 2024. Born into a peerless bloodline,
the Speed 400 roadster joins Triumph’s
most successful modern classic line-up,
the Speed Twin 900 and 1200 while the
Scrambler 400 X takes its rugged design
cues from the Scrambler 900 and 1200,
with an off-road pedigree that goes back to
the first factory Scramblers of the 1950s.
Designed from the ground-up with a brandnew
single engine platform at their heart,
these new models are designed to deliver a
fun, agile and confidence-inspiring ride for
riders of all ages and experience levels.
Together, with class-leading capability,
rider-focused technology and categoryleading
quality and detail, and with a
high level of standard specification, long
service intervals and a comprehensive
warranty, these accessible new models
represent incredible value for money and
bring Triumph’s iconic style, quality and
performance to a whole new generation of
Triumph riders.
Conceived and designed in Hinckley, UK,
these two new additions to the modern
classics line-up have been developed with
the same exacting attention to detail as
Triumph’s most celebrated models. They

NEWS DESK
each featuring Triumph’s distinctive
‘Scrambler’ tank stripe and triangle badge,
with Matt Khaki Green and Fusion White,
Carnival Red and Phantom Black, plus
Phantom Black and Silver Ice options.
THE ALL-NEW TR-SERIES ENGINE
Named to celebrate the historic Triumph
‘Trophy’ bloodline, whose roots can be
traced back to the racing singles of the
early twentieth century, and in particular
Six Day Trial offroad competition. This allnew
fuel-injected and liquid-cooled 398cc
single-cylinder engine combines Triumph’s
trademark modern classic style with state-ofthe-art
engineering to deliver class-beating
performance with a responsive, fun and
characterful power delivery along with an
evocative, rich and distinctive exhaust note.
Technical highlights include a four-valve,
DOHC cylinder head and a crankshaft
that has been perfectly weighted and
balanced to optimise inertia for low-speed
rideability. A finger-follower valvetrain with a
low reciprocating mass and DLC coatings
that reduce friction also contribute to this
free-revving yet tractable engine’s capacitydefying
performance.
The six-speed gearbox delivers light,
precise gear selection with ratios
perfectly spread to make the most of this
characterful and torque-rich engine.
For more information on the new 400s and
the full range of Triumph motorcycles email
info@triumphbikes.co.za

NEWS DESK
2024 MotoGP silly season:
what we know so far
As we enter the summer break, MotoGP
silly season for the 2024 campaign is alive
and kicking. So, motogp.com decided to
break down what we already know – and
what could potentially happen in the rider
market over the coming weeks and months.
was the much-talked-about destination
for the Spaniard, but those rumours have
significantly cooled in the last couple of
months. Now though, Martin has pretty
much extinguished any conversation about
him moving away from Ducati.
WHAT WE KNOW:
Let’s start with the easy stuff – who’s
going nowhere in 2024? Reigning World
Champion Francesco Bagnaia will be
riding a Ducati Lenovo Team-painted
Desmosedici next season, with Aprilia
Racing’s factory line-up of Aleix Espargaro
and Maverick Viñales also unchanged.
The same goes for Red Bull KTM Factory
Racing, they’ll be lining up with Brad Binder
and Jack Miller, while Fabio Quartararo
will remain as a Monster Energy Yamaha
MotoGP rider.
Now, we’ll take a factory-by-factory look at
what’s the latest in the 2024 rumour mill.
DUCATI:
We know that Enea Bastianini (Ducati
Lenovo Team) has a 2024 contract in place
with Ducati, but not directly with the factory
team. That being said, it would be a huge
shock to see ‘The Beast’ not racing in
Bologna red alongside Pecco next season.
Earlier on in the year, Jorge Martin (Prima
Pramac Racing) had been strongly linked
with a move away from Ducati. Yamaha
There’s a question mark over Martin’s
current teammate Johann Zarco. The
Frenchman doesn’t currently have a 2024
MotoGP contract, so he’s a name that
could potentially leave. The same goes
for premier class sophomore Fabio Di
Giannantonio (Gresini Racing MotoGP),
with fellow Gresini star Alex Marquez also
not currently signed up to Ducati for 2024 –
but there’s a reason for that.
Gresini Racing MotoGP aren’t yet
confirmed to be racing Ducatis in 2024,
but Ducati Corse Sporting Director Paolo
Ciabatti hinted that Gresini looks set to
continue being an Independent Ducati
Team. Once that is 100% confirmed by
both Ducati and Gresini, rider news should
follow shortly after.
One name that has been heavily linked
to Gresini is current Moto2 World
Championship leader Tony Arbolino (Elf
Marc VDS Racing Team). “I would love to
be there… I will sit and see in July, a long
summer break,” said Arbolino ahead of
the Italian GP. His personal manager, Carlo
Pernat, is closely linked with Gresini, with
the wise Italian also Bastianini’s manager.
Then we come to Mooney VR46 Racing
Team’s Marco Bezzecchi and Luca Marini.
The latter looks like it’s all but confirmed
that he’ll be staying in VR46 black and
yellow in 2024, but in recent weeks, talk of
title-chasing Bezzecchi moving elsewhere
in the Ducati family have gathered a bit of
pace.
YAMAHA:
We come to Yamaha next because if
Bezzecchi was to move out of the Mooney
VR46 squad, then Franco Morbidelli’s
(Monster Energy Yamaha MotoGP)
name has been mentioned as a possible
replacement. It would make sense.
Morbidelli is part of the closely knit VR46
Academy and if there’s an open seat,
Valentino Rossi and co would obviously
welcome Morbidelli with open arms.
If Bezzecchi stays put, though, then
the options for Morbidelli aren’t as
straightforward. When pressed about his
future at the Italian GP, the 2020 MotoGP
runner-up said “WHO SAYS I WANT
ANOTHER YEAR AT YAMAHA?”
Once Toprak Razgatlioglu had confirmed
he’d be switching to BMW in WorldSBK,
Morbidelli signing up for another year
with Yamaha naturally became a stronger
possibility. However, that interview raised
plenty of questions about Morbidelli even
wanting to stay at Yamaha.

NEWS DESK
Yamaha obviously have a decision to make.
Speaking to motogp.com back in Austin,
Yamaha’s Lin Jarvis said their “number one
choice” would be Morbidelli. Jarvis also
said, “All of these type of considerations,
really, happen at the end of the first half
of the season. Then we need to know, he
needs to know, everyone needs to know for
their planning for next year.”
The end of the first half of the season has
arrived, so Morbidelli is one of the big
names to keep an eye on.
KTM/GASGAS:
As we’ve already discussed, the factory
team are set. Binder and Miller aren’t going
anywhere, so that means it’s all eyes on
GASGAS Factory Racing Tech3.
One name in particular has given the KTM
and GASGAS hierarchy some headaches:
Pedro Acosta (Red Bull KTM Ajo). Acosta
and his camp have made it clear that
Moto2 “isn’t an option” for 2024, and
it’s well documented that the deadline for
KTM to offer Acosta a MotoGP seat is
June 30th. The ball is firmly in KTM’s court
on this one. Acosta will be moving to the
premier class in 2024, but will it be with the
KTM family?
With Pol Espargaro having a contract for
2024, it’s unlikely we’ll see the #44 – who
hasn’t raced so far in 2023 due to the
injuries he sustained in Portimao – not
dressed in GASGAS Tech3 red again next
year. That, then, more than likely leaves one
seat for Acosta to fill if KTM decide to keep
the Spanish starlet – and that’s the one
currently occupied by reigning Moto2
World Champion Augusto Fernandez.
Fernandez has been impressive in his
rookie premier class campaign, with the
highlight coming with a superb P4 at the
French GP. This is where KTM’s very tough
decision comes into play. Do they risk
losing Acosta to a rival manufacturer and
keep Fernandez, or do they opt to bring
Acosta into MotoGP and decide to let
Fernandez go? It won’t be long before we
know the answer.
HONDA:
The obvious, main topic of conversation
when it comes to Honda is Marc Marquez’s
situation. The eight-time World Champion
has a contract with HRC for 2024, but after
what’s unfolded in recent weeks – most
notably the five crashes in Germany and
subsequent injuries – the #93’s future isn’t
certain.
As Repsol Honda Team Manager Alberto
Puig admits, Honda are in a “really bad”
situation with their RC213V. That’s led to
Marquez being in one of his “most difficult
professional moments.” The summer break
feels like a crucial five weeks for Marquez
and Honda’s future. If a premature break
up was to happen, and that’s a big if, the
2024 silly season would rev into overdrive.
Marquez leaving Honda before the end of
2024 is a highly complex avenue. But it’s
not an impossible one.

NEWS DESK
Elsewhere, Joan Mir (Repsol Honda Team)
and Alex Rins (LCR Honda Castrol) do
have Honda contracts for 2024. With both
Spaniards sustaining injuries at the Italian
GP, we’ve not had the chance to quiz them
about where they currently sit in the 2024
jigsaw puzzle, but it would be a surprise
to see either not riding at their current
respective teams next season.
Then we come to Takaaki Nakagami (LCR
Honda Idemitsu). The Japanese rider’s
HRC contract is up at the end of 2023, so
Nakagami is one of the riders we might
not see on the grid in 2024. Ai Ogura
(Idemitsu Honda Team Asia) is the standout
candidate for that seat, but has the
Japanese rider’s serious wrist injury that
has plighted his 2023 Moto2 campaign
put a move to MotoGP in 2024 on hold?
Possibly. Does Ogura also feel like moving
to Honda – after his injury woes and given
the factory’s current situation – in 2024?
We don’t know the answer to that yet. An
interesting decision lies ahead of Honda
here.
APRILIA:
As mentioned, Aleix Espargaro and Viñales
will spearhead the Noale factory’s efforts
in 2024. Therefore, we turn our attention to
CryptoDATA RNF MotoGP Team’s Miguel
Oliveira and Raul Fernandez.
Earlier this season, speaking at Aprilia’s
All Star event in Misano, Aprilia Racing
CEO Massimo Rivola shut down any talk of
tweaks to their rider line-up being made for
2024. Both riders penned two-year deals,
so it doesn’t look like anything will change
at RNF next season.
With the summer break here, we’re going
to begin to find out where some of the
riders in question will be racing in 2024 and
beyond. Keep your eyes peeled!

NEWS DESK
Carlos Ezpeleta
reveals 2024 plans for
Concessions and more
Ahead of the annual MotoGP summer
break, Dorna Sports Chief Sporting
Officer Carlos Ezpeleta has been chatting
with Catalunya Radio about a number of
interesting topics. Most notably, potential
plans for Honda and Yamaha to receive
Concessions.
“We are working on being able to help, not
only Honda, but also Yamaha, so that they
can be competitive again in a faster way,”
said Ezpeleta.
“Honda and Yamaha were very considerate
with the concession rules in the past, and
that was vital for Ducati to be competitive
and also for Suzuki to be competitive so
quickly, and for KTM and Aprilia to officially
enter the World Championship and be
competitive as well. Dorna’s official position
is that the concessions system should be
updated,” continued Ezpeleta.
Ezpeleta also explains that having more
than 22 bikes – the current allocation – on
the grid next year “isn’t planned”, and what
that means for Marc Marquez’s Repsol
Honda Team future. In addition, Ezpeleta
touched on the potential of a Friday
Free Practice MotoGP session being
introduced into the weekend schedule.

NEWS DESK
Pirelli to become exclusive tyre
supplier to Moto2 & Moto3
Pirelli will become the official, exclusive tyre
supplier to the Moto2 and Moto3 classes
from 2024 to 2026 inclusive. This new threeyear
agreement, currently being finalised,
will see the Italian tyre marque become
an integral part of the lightweight and
intermediate classes of Grand Prix racing.
Pirelli already has a long legacy as the
sole supplier for all classes of the MOTUL
FIM Superbike World Championship and
now extends their two-wheeled portfolio to
include Moto2 and Moto3, the strongest
feeder classes in global motorsport. Pirelli
will supply their DIABLO Superbike slick
tyres to both classes, reflecting a choice in
line with Pirelli’s philosophy ‘We sell what
we race, we race what we sell’.
Thanks to this agreement, Moto2 and
Moto3 will become an important driver
for the further enhancement of the Pirelli
brand in terms of both commercial growth
and technological development. The
MotoGP paddock offers the best racing
laboratory on two wheels, ensuring the
sport continues to drive innovation in safety,
performance and sustainability that reaches
real customers on the street.
The deal also extends across the Road to
MotoGP as Pirelli become the official
and sole tyre supplier for all classes of
the Finetwork FIM JuniorGP World
Championship, the Idemitsu Asia Talent
Cup, the Northern Talent Cup and the Red
Bull MotoGP Rookies Cup, joining their
established commitment to the FIM MiniGP
World Series. Unrivalled in motorsport,
the Road to MotoGP is a global talent
promotion initiative opening doors and
widening access to motorcycle racing
across the world.
Further details on the supply and type of
tyres that will be used will be disclosed in
due course.
Aldo Nicotera, Senior Vice-President and
Head of Moto and Cycling Pirelli: “We
are proud that Dorna has chosen us to
become the new Moto2 and Moto3 supplier
for the next three seasons. This is further
recognition of our authority in motorsport
and also a clear sign of appreciation for
the work we have been carrying out in the
Superbike World Championship for 20
years. With this new supply agreement,
we will accompany the young hopefuls
of motorcycling to the top competitions,
WorldSBK and MotoGP. And, faithful to the
philosophy that has distinguished us for
years, we will do so by continuing to use
standard products on sale in the market and
available for purchase to all motorcyclists.”
Carlos Ezpeleta, Chief Sporting Officer,
Dorna Sports: “We’re super happy to
welcome Pirelli to the paddock as the sole
tyre supplier for Moto2 and Moto3. These
Championships are the best example in
motorsport of strong feeder classes that
also stand alone as high-level competitions,
in terms of both their sporting and
commercial value. So we’re very happy
to have seen such a high level of interest
from Pirelli and to reach this agreement.
Welcoming a new partner also underlines
our sport’s strong connections and
relationships with the industry, and we’re
very much looking forward to working with
Pirelli across a number of areas, including
performance, road-relevance and, of
course, sustainability.”
Dorna Sports would also like to thank
Dunlop, exclusive supplier to the Moto2
and Moto3 classes since their inception,
and the most successful tyre brand of the
previous era of 125cc and 250cc racing, for
their loyal and outstanding collaboration up
until and including 2023.

NEWS DESK
Iannone linked with Barni
Spark Ducati? “He is a great
talent… never say never!”
After stating his own claim to be on the
grid in 2024 back at Misano, could Iannone
have found a home to go to for his return to
racing?
We’re halfway there in the 2023 MOTUL FIM
Superbike World Championship; six rounds
down and six waiting in anger. As is always
the case, the rider market for the following
year is always active and looking to 2024,
that’s no different. However, it’s not just from
riders who are on the grid or are looking to
move from other paddocks, its riders wanting
to return to the sport as a whole.
MORE THAN A RUMOUR: could ‘The
Maniac’ cause the craziest jolt in the rider
market?
Andrea Iannone has been one of the names
banded around the WorldSBK paddock for
a few rounds now and was actually seen at
the Misano World Circuit “Marco Simoncelli”
in May for the Pirelli Emilia-Romagna
Round. There, he stated his aim to be on the
WorldSBK grid for 2024 and that he enjoyed
his experience within the paddock, even if
it was as a guest for the time being. Now,
after the Prosecco DOC UK Round, Marco
Barnabo has said “never say never” on the
possibility that ‘The Maniac’ joins up with his
Barni Spark Racing Team.
Speaking about the possibility of Andrea
Iannone coming to join the WorldSBK
paddock and potentially doing so with his
team, Marco Barnabo said: “He is a great
talent rider and I am sure he could be really
good in this Championship. However, now
my focus is on the work with Danilo. So, as
the project is not well defined and until we
start getting the results we set, I don’t know
if we’ll be able to do something more of this.
Never say never!”
It comes after current rider Danilo Petrucci, in
his Saturday afternoon debrief at Donington
Park, responded to a question about Iannone
being his potential teammate in a two-bike
Barni Ducati line-up, as well as his good
friendship with his ex-MotoGP rival: “He’s
already texted me! We were texting just five
minutes ago. He said ‘I wish I can be there
next year’; it would be fun! It’s not my job this
time for sure! Jokes apart, Andrea is a really
a good talent. I would like to see him in this
Championship. It would be a good step.”
BARNI BACK ON THE BOX: “We never
gave up in these five years”
It was an emotional return to the podium for
the team, with Marco Barnabo elated at the
good turn in fortune for the team in 2023
after a difficult period of time: “The project
with Petrucci started a while ago. I tried for
several years to bring him back with me after
2011. Clearly, he had great opportunities
but we always kept in contact, we trust each
other and we’re friends. When this chance
emerged, we took it.
“I am very happy; we worked a lot on the
bike as it’s very different compared to
Bautista’s, and we still have to work to adapt
it to Danilo. I’m sure if we can go on like now,
we’ll get very good results in 2023 with him.
We are very happy about this podium; it has
been missed for a long time! I’m very proud
of the team, we never gave up in these five
years and this podium is a reward for all the
sacrifices we did.”
The five years that Marco talks about have
been long; Xavi Fores taking second in 2018
during the inaugural Argentinian Round’s
Race 2 was the last visit to the podium for
the Italian team. Top ten results came with
Michael Ruben Rinaldi in 2019 but in 2020,
Leon Camier’s star-signing for the team
ended in the British rider getting injured
in testing at Aragon, never recovering and
thus retiring from the racing side of the
sport. Marco Melandri was drafted in and
achieved a top ten, but later went back to
his own retirement, as Matteo Ferrari and
Samuele Cavalieri stepped in. For 2021,
Tito Rabat’s headline signing for the team
ended in disappointment with a handful
of top ten finishes, as Samuele Cavalieri

NEWS DESK
once again returned, whilst a year later,
Sammarinese rider Luca Bernardi was
given an opportunity after an impressive
WorldSSP campaign, but later replaced by
Xavi Fores for the final three rounds.
PETRUCCI TURNS IT AROUND: after
Misano misfortune, Donington Park
delight
Already in 2023, Danilo Petrucci has returned
the team to some kind of form, regardless
of the podium achieved at Donington Park.
Two top ten finishes at Phillip Island were a
solid start, whilst a top five at Mandalika saw
the team back towards the pointy end. Assen
was consistent whilst Barcelona was difficult,
but it was perhaps Misano where it was all
about ‘what could’ve been’ for the team.
Crashing out of a podium-contending fourth
in Race 1, ‘Petrux’ salvaged a P7 in Race 2
after a crash in the Superpole Race.
The drought was almost ended in Race 1
at Donington Park but Petrucci, back at the
track for the first time since 2009, had one
clear image from Misano stopping a late,
potentially race-costing charge to Jonathan
Rea (Kawasaki Racing Team WorldSBK),
who eventually took P3: “I had a clear image
in my mind of the team owner, Marco, with
his head in his hands from Misano, and I
thought, ‘I don’t want to repeat that again!’.
So, I was on the limit. Maybe Jonny, when
I was able to catch him, made two or three
mistakes and I was able to catch him but
then, the last two laps, I said, ‘I have nothing
more to give.’ I decided, OK, maybe it is
better to score some points!”
Donington Park welcomed the 32-year-old
double MotoGP race winner onto the front
row for the first time, before a hat-trick of
top five finishes and a first podium in Race
2, with the #9 stating that he’ll “drink a lot of
beers” in celebration. It’s the first time the
Barni Spark Racing Team have achieved
three consecutive top five finishes since
Assen and Imola in 2018 with Fores, who
achieved four in a row with 5th, 4th, 5th,
4th. With Imola up next for Petrucci and
Barnabo’s team, do bigger achievements
lies ahead?

TECH TALK
ELECTRONIC
INNOVATION
THE DUCATI WAY
Words: Shaun Portman | Pics: Beam Productions
Every Ducati is a magical mix of beauty and
technology. A unique balance that the Bologna-based
company has been able to build up over the years,
combining attention to design with the constant work
of R&D in the field of innovation. From the Multistrada
V4 to the Scrambler, passing through the Panigale
V4, each model is designed to offer Ducatisti only
the best, thanks to sophisticated solutions capable
of giving them unforgettable experiences every time
they are on the bike.
Every Ducati is a magical mix of beauty and technology. A unique balance that
the Bologna-based company has been able to build up over the years, combining
attention to design with the constant work of R&D in the field of innovation. From
the Multistrada V4 to the Scrambler, passing through the Panigale V4, each model
is designed to offer Ducatisti only the best, thanks to sophisticated solutions
capable of giving them unforgettable experiences every time they are on the bike.
In this sense, electronics play a fundamental role, and it is for this reason that,
especially in the last 15 years, Ducati has invested daily in the development of
cutting-edge technologies.
The electronic solutions make it possible to refine the character of each bike
according to the intended use: whether it is to enable the best performance on the
track with the Panigale V4 or to provide the most comfortable and exciting journey
possible with the Multistrada V4.

Thanks to this awareness, over the years Ducati has
introduced many of the solutions that later became
standard on motorcycles in the various segments.
THE INNOVATIONS INTRODUCED BY DUCATI
In 2008, with the 1098R, Ducati was the first
motorcycle manufacturer to introduce Traction Control
on a motorcycle, moving the performance and safety
benchmarks of super sports bikes forward. Just
one year later, the LED headlight introduced on the
Streetfighter 1100 represented another Ducati world
first. In 2010, Ducati presented the first motorcycle
in the world capable of “changing character” thanks
to the presence of the Riding Modes: the Multistrada
1200 S. Other electronic innovations introduced by
Ducati include the TFT instrumentation of the Diavel,
in 2011, another example of a technical solution that
has now become a standard on motorcycles in every
segment. In 2012, the 1199 Panigale, which received
the prestigious design award, the Compasso d’Oro,
saw the introduction in the motorcycle field of the
Full-LED light cluster and electronic engine brake
management.
In addition to working to introduce new technical
solutions to the market, Ducati R&D works every
day to evolve and perfect existing bikes, improving
them year after year. This is what happened, for
example, with Multistrada V4 owners, who received
the Minimum Preload and Easy Lift systems free of
charge when they were introduced on later models,
and who continue to benefit from navigation system
upgrades. Or the evolution that the Panigale V4 has
undergone from 2018 to today.
Creating safe, high-performance and accessible
motorcycles is the basis of the development of every
Ducati, which thanks to all these innovations and the
continuous development of solutions already on the
market, today offers a range in which each model
represents a technological benchmark in the segment
to which it belongs, also in terms of safety, given that
all Ducati motorcycles are equipped as standard with
ABS Cornering and Traction Control.
Since safety is a very important aspect for Ducati,
in 2014 the Bologna-based company, together with
Dainese, introduced the first motorcycle with an
integrated system capable of communicating with
the airbag in the jacket: the Multistrada 1200 Touring
D|Air. At the time, airbag systems did not guarantee
current safety standards, while the sophisticated
Multistrada 1200 Touring D|Air system sent the
activation signal in just 20 milliseconds in the event
of a crash or slide. In 2018 Ducati introduced the
Slide By Brake system that allows controlled power
sliding under braking on the Panigale V4, while
in 2020, with the Multistrada V4, Ducati was the
first motorcycle manufacturer to introduce radars
to the world of two wheels, which allowed the
implementation of the Adaptive Cruise Control and
Blind Spot Detection systems. 2023 saw the arrival
of extended deactivation on the Multistrada V4 Rally,
a sophisticated system which, by switching off the
two rear cylinders, reduces fuel consumption and
heat. These are the innovations introduced by Ducati
in the world of two wheels, many of which are now
standard on motorcycles “over 500 cc”.
INNOVATIONS INTRODUCED
BY DUCATI AS WORLD FIRSTS:
•2008, DTC Traction Control - 1098 R
•2009, LED headlight - Streetfighter 1100
•2010, Riding Modes - Multistrada 1200 S
•2011, TFT instrumentation - Diavel
•2012, Electronic Engine Brake
Management (EBC) and full-LED headlight
- Panigale 1199
•2021, Adaptive Cruise Control/Blind
Spot Detection - Multistrada V4
•2023, Extended Deactivation -
Multistrada V4 Rally

Ducati’s approach is to develop internally the
technologies to be introduced on its motorcycles,
together with its suppliers, simultaneously
creating know-how within the Company. Concrete
examples are the close collaboration with Pirelli,
Brembo, Bosch and other suppliers with which
the Bologna-based manufacturer participates in
the development of components which are first
mounted on the Ducati bikes. This approach is
even more valuable when it comes to electronics
because it allows Ducati to have full control over
the technologies implemented, thus being able
to customize them without constraints depending
on the application, from the Panigale V4 to the
Scrambler via the Streetfighter, Diavel, DesertX
and the Multistrada V4, which represents the
maximum expression of Ducati electronic
technology.
ELECTRICAL & ELECTRONIC SYSTEMS:
DEVELOPMENT AND CREATION OF
EXPERTISE
The drive towards innovation in electronics goes
hand in hand with the growth of the Electrical &
Electronic Systems department, which has seen
its resources quadruple in just over ten years.
Through the work of this department, which
is part of R&D, Ducati studies, develops and
introduces new and often innovative systems
into series production, obviously also drawing on
experience from racing competition. The constant
work of developing and refining the technical
and technological solutions has introduced
a very broad range of functions and devices
across the entire range, which today varies from
the state-of-the-art available on the Panigale V4
and Multistrada V4, to systems such as Ride-bywire,
Traction Control, Quickshift, Riding Mode,
Cornering ABS and TFT instruments also on more
accessible models such as the Scrambler.
Ducati innovation also involves new working
methods. In addition to developing new
technologies internally, Ducati has had several
internal laboratories within the company for several
years to carry out tests during the development
phase, without necessarily having to rely on
external resources or suppliers. One of these is
Electrical & Electronic Testing which is responsible
for testing the electrical and electronic components
of the bikes in the range, putting them to the test
to measure their quality and duration over time.
The purpose of this activity is twofold: to quickly
solve the problems that may arise during the
development phases and to monitor the quality of
the already existing models.
Among the tests that are carried out by highly
specialized personnel in the Electrical & Electronic
Testing laboratory there are those for verifying the
functioning of the components in extreme thermal
and environmental conditions, made possible
thanks to the use of cells capable of replicating
temperatures ranging from –40°C to 180°C and
atmospheric events such as heavy rain or salt
mist. The components are also put under stress
by means of robots which repeat operations
thousands of times, such as, for example, the
rotation of the handlebar to check the correct
reliability of the wiring, or other operations such as
the brake lever to turn on the brake light, in order
to verify its resilience in real conditions of use.

Furthermore, inside the laboratory, we go as
far as controlling each individual chip, even
by sectioning them to analyse them under a
microscope and verify their exact composition
and consistency with the development
specifications.
Software debugging and mobile app activities
are also carried out within Electrical & Electronic
Testing. Over the years, connectivity is also
becoming an increasingly important aspect in the
motorcycle field and, given the growing number
of smartphone manufacturers and the constant
updating of the various operating systems,
the presence of a group of people within the
Company who deal with this aspect represents an
added value to always keep up with the times. An
example of this work can be found in navigation
systems: from the Phone Mirroring solution
adopted on the Multistrada V4, which makes it
possible to transform the dashboard into a colour
map navigator containing all the information
required for riding the motorbike, to the Turn-by-
Turn system which was introduced in 2023 on the
DesertX and Diavel V4. These two solutions allow
Ducati not to be bound to a specific operating
system but allow compatibility with iOS and
Android systems and the continuous evolution of
the software which is then updated free of charge
for customers.
All of this is “the Ducati way”. A working
methodology that has allowed Ducati to create
increasingly innovative products with improved
quality year after year, testifying to how the
strategic commitments of the Bologna-based
manufacturer, from racing competition to R&D,
passing through investments in experimentation,
are aimed, year after year, at giving Ducatisti the
bikes of their dreams.

FIRST
RIDE
NEW YAMAHA XSR900
Words: Shaun Portman | Pics: Beam Productions
RETRO
REVIVED
The market for modern retro or sport
heritage motorcycles as Yamaha calls them
is on the rise worldwide. Styling cues from
models of years gone by have been at the
forefront of designing these bikes for years
now, with most, if not all the manufacturers
jumping on the bandwagon to get involved
with this latest craze. Yamaha is the latest
manufacturer to update one such model,
which they released to the world back in
2016, the XSR900 and we got our hands on it.

The XSR900 pays homage to Historic Yamaha
models of years gone by thanks to its 1980’s
inspired design and famous racing colour
scheme, inspired by Yamahas legendary Deltaboxed
framed bikes of the 80s. It’s strange to
think that even today, motorcycle designs and the
way they perform are influenced by a different era,
in the case of the XSR, that of the 1980s with its
old-school paint job and iconic Deltabox chassis.
It’s effectively a mashup of different bikes, almost
as if someone went back in time, stole a Yamaha
in the 80s, brought it back into our time, stripped
it back, and built it up again combining the best
of modern and classic elements to bring you what
we have in front of us today.
The XSR900 is class-leading when it comes to
electronics. Let’s face it most manufacturers
don’t include fancy electronics on their modern
retro bikes as they want a true analog experience.
With the XSR900 though you get the best of both
worlds. It’s like one of those watches that are both
analog and digital, meaning you get the best of
both worlds. It uses a YZF R1-derived IMU which
allows it to have a plethora of riding aids and
electronic aids. This includes Yamaha’s Traction
Control System (TCS) with 3 settings, Slide
Control System (SCS), Lift Control System (LIF),
and Brake Control (BC). Each can be adjusted
for different levels of intervention or turned off
completely depending on rider preference. There
are also four ride modes to choose from (1,2,3 and
4)which adjust throttle sharpness and sensitivity
according to the mode selected. The 3.5-inch
TFT is rather small but does fit in with the 900’s
retro looks. It’s also easy to read and displays all
the information you could need. Other electronics
include the addition of cruise control as standard,
LED lighting, ABS brakes, and an up/down quickshifter
which add more value and convenience.
It’s a match made in heaven when you throw the
XSR’s electronic suite in with the 890cc DOHC,
liquid-cooled, inline three-cylinder; 12-valve motor.
Yamaha increased the displacement for the new
model from 849cc to 890cc which now produces
just over 117hp and 93NM of torque. The changes
internally include tweaked shorter conrods which
increase the camshaft inertia by around 6%, a
more aggressive camshaft, concave-top forged
pistons, a hydraulic cam chain tensioner that
replaces the older mechanical unit, and a more
narrow and compact combustion chamber which
aids in an increase of torque and help burn fuel
more efficiently. Further updates and changes
include that of the Airbox which now features
three tuned intake snorkels which allow the
XSR to breathe better and also create a better
and more rageful intake note. Updated throttle
bodies with a new injector angle also aid in better
combustion efficiency while 3% taller gear ratios

THE MOTOR IS FEISTY AND
THANKS TO THE CHANGES,
MORE EAGER THAN EVER TO
BE REVVED AND EXPLORED.
smoothen out the ride and jerkiness the old XSR was
plagued with at lower rpm and speeds. The motor is
feisty and thanks to the changes, more eager than ever
to be revved and explored. The addition of a bilateral
quick-shifter enhances the XSR’s theme and fun factor
as well. It’s both smooth and direct and creates the
perfect wingman for the triple motor as they both work
together in perfect harmony to create an orgasmic
soundtrack as you race through the gears. The triple
motor is a thing of beauty, silky smooth and soft when
you want it to be, and then aggressive and sporty as you
get more adventurous with it.
The handling isn’t bad either as the XSR900 shares
most of its chassis with the MT-09 but uses a bespoke
subframe, a longer swingarm, and a lower steering head.
It also uses Yamaha’s spin-forged wheels. The MT09-
derived cast alloy Deltabox frame offers the right amount
of flex and rigidity which aids in more predictable and
better handling. In addition, the 900 is lighter than its
predecessor weighing in at just 193kg. The suspension
is rather basic but at the same time gets the job done.
Up front, you have an upside-down fork that is adjustable

for preload, compression, and rebound. The rear shock
is rather basic though and lacks compression damping
adjustment. This is a place where it needs it the most as
big bumps or sudden directional changes cause the rear
travel to blow through the compression damping causing
you to scrape the footpegs unexpectedly, especially
around the track. The rebound is also a little quick
causing the rear to snap, meaning you have to tone
down your aggression more than you would like through
the corners. The riding position is comfy and upright and
that retro-designed seat unit also aids in supporting your
lower back and prevents you from sliding around on the
seat. The standard footpegs are also adjustable(2 levels)
as standard which is a nice touch to dial the ergonomics
in to suit your leg length while the 810mm seat height
makes the XSR accessible to most riders, short or tall.
POWER
117.4 bhp @
10,000 rpm
TORQUE
93 Nm
@ 7,000rpm
TANK
CAPACITY
14 L
SEAT
HEIGHT
810mm
WET
WEIGHT
193kg
The XSR900 uses dual four-piston calipers and 298mm
rotors in the front with a radial Brembo master cylinder
and a single 245mm disc and single-piston caliper
in the rear. Cornering ABS is standard and has two
modes: BC-1 is standard ABS, not utilizing the IMU data,
and BC-2 adds lean sensitivity and modulation as the
bike leans. The brakes are direct and fade-free, even
though the lines aren’t braided. The brake lever is reach
adjustable and consistent to the touch. The ABS doesn’t
interfere a lot but having the option to disable it would
have been a nice touch from Yamaha.

The LED headlight lights up the night in such a way that
Eskom could only dream of. Cars flash you, even when
set to dims which can become a nuisance but hey at
least they have noticed me riding. The LED tail light is
snuggly fitted underneath the reto-styled tail unit and fits in
perfectly and more importantly is still visible to the traffic
behind you. The fuel tank is rather small in capacity at
only 14 liters (+-200km range) but quite long and narrow,
pretty much as most tanks were back in the 80s which is
aesthetically pleasing and makes you feel like you are in a
James Dean production. The real only issue for me is that
of the nasty-looking standard underslung exhaust which
would be the first thing I change. Also, the addition of a
belly pan, seat cowl, and fly screen as standard would be
nice and finish the looks off properly in my opinion.
Attention to detail is great and it slowly seems as though
the Japs are getting this right and taking styling cues
from the Italians. No cables or wires sticking out creating
an obvious eyesore. The styling is sleek, yet sharp and
contemporary. Priced at only R219 950.00, the XSR is the
perfect blend of modern meets retro and that makes me
really happy indeed.
Keen to go for a ride? Then call 011 259 7855 and book
your demo ride on the Yamaha XSR 900, and if you do, let
us know what you think of it. Email your impressions plus
a photo of you with the bike to rob@motoriderworld.com
and we might even put it in the next issue.

Words: Shaun Portman | Pics: Beam Productions
FINE
TUNED
RACER
INDIAN
FTR1200
R CARBON
Indian Motorcycles is America’s first motorcycle company
and over the years they have created some mouth-watering
models. Perhaps the most sporty and unique of these models
is the FTR1200, first released way back in 2019. The FTR can be
seen racing in the Super Hooligan’s Class in the Moto America
Series, racing against machines like the KTM 890 Duke R,
Harley Davidson Pan America/XR1200, Energica Eva Ribelle
RS, Energica Eva Ribelle RS, BMW R nineT and the Ducati Hyper
Motard. Born from the Championship winning FTR750 Flattracker
the Indian FTR1200 is a complete rethinking of the FTR
platform from when it was initially launched. Is it a cruiser? Or a
Naked Sportsbike? Both or neither? We thought we would pick
it up, test it and see for ourselves.

The Indian FTR1200 R Carbon is
dressed to impress and it most
certainly does that. It’s a gorgeous
motorcycle, from every angle.
There are four models to grace the FTR line-up.
Namely the Standard, S, R Carbon, and Rally.
The Rally retains the dirt-track accouterments
that Indian now call the “scrambler aesthetic”
and is no doubt aimed at taking on Triumphs
and Ducati’s Scramblers. The model we had
on test was the Carbon R model. A very stylish
bike from any angle, the R Carbon incorporates
stylish aesthetics with high-tech engineering and
components. Now fitted with a 17” wheel set
as opposed to the 19” front and 18” rear and
receiving less suspension travel the FTR is lower,
meaning a lower center of gravity which aids in
better handling and a 35.5mm lower seat height
of just under 820mm, making it more accessible
to a variety of different riders. The wheelbase
is also slightly longer at 1540mm, making the
FTR stable. This does however make the FTR
nervous in tight corners and a little tricky to be
aggressive with. Front suspension is taken care
of by a fully adjustable Öhlins inverted 43mm fork
while the rear suspension is by a Cantilevered fully
adjustable Öhlins piggyback reservoir IFP shock.
The suspension works well and is adaptable and
firm, and it has to be as the FTR is no lightweight
at just over 230kg. It soaks up the bumps well,
however, is slightly too stiff for the road in my
opinion. The FTR is sure-footed and stable but
you cannot just throw it into corners aggressively.
Small mistakes are smoothed over without a
second thought by the FTR. However, with all
that weight, big mistakes can be a bit more of a
problem to correct. You have to think about your
line, be smooth and carry momentum. Other
goodies exclusive to the R Carbon include a black
Akrapovič muffler setup, an upgraded seat cover,
and lots of carbon fiber.
The seat is wide and supportive, and Indian
have kept the headers from intruding on your
legs, except at stops where the heat does get
rather hot, especially on warmer days. Without

any doubt, the FTR feels like a sportbike with
its upright ProTaper handlebars, positioned just
right for that sporty yet comfortable positioning.
The seat hugs and supports your posterior well
meaning that you don’t slide back under heavy
acceleration. The footpegs are tucked in and
sportbike positioned meaning you won’t often be
scraping them around bends. Taller riders might
find this a bit of a tight fit as the space down from
the seat to the pegs isn’t what you would call
first-class spacious but more economy-like, to
be frank. The riding position is still more naked
sports bike rather than cruiser or a blend of them
both leaning more towards the sportier side, much
like your Ducati Diavel and Triumphs
new Rocket R.
nervous rider. Rain mode is pretty self-explanatory
and delivers the lowest power and slowest
throttle response for when things get slippery.
The Traction Control works well and doesn’t limit
the amount of fun while riding and can be turned
on or switched off on the fly on the FTR’s easyto-navigate
system. Cruise Control is also a nice
addition to the FTR and works great, although
there is a slight delay and abruptness while trying
to disengage it while on the move.
The 1203cc, 60-degree V-twin produces 120hp
and 118NM of vibratious torque. Power does
seem quite low when you compare it with other
The R Carbon also shares electronic
rider aids enhancements with the S,
along with a 4.3-inch TFT touchscreen
dash that interfaces with your
smartphone via Bluetooth for phone
calls and music. You have access to
three riding modes- Sport, Standard,
and Rain. Sport mode is where I spent
most of my time in, although it can get
quite snappy at times with an aggressive
power delivery and throttle response.
Standard mode is far more laid back
with a much smoother power and
throttle delivery perfect for everyday
riding or for the more laid-back and
IT VIBRATES WITH THE
UTMOST CONFIDENCE
AND HAS THE SAME
CHARACTER YOU
WOULD EXPECT FROM
YOUR OLD-SCHOOL
MUSCLE CARS.

1200cc sportbikes but that’s not what the Indian FTR
is all about. It’s more comparative to your middle
naked sportbikes with regards to those aspects.
Torque is where the FTR comes out to play at any
rpm, in any gear, the torque and pull in thunderous.
The six-speed gearbox is a bit industrial and finding a
gear can sometimes be tricky and clunky, especially
when riding aggressively, highlighted even more by
the fact that there isn’t a quick-shifter and auto blip
fitted. On an R405 000.00 motorcycle fitted with topspecced
components, this is rather disappointing.
A quick shifter, even just upwards would have
transformed the riding experience and taken it to
another level completely.
The FTR accelerates quickly from robot to robot and
has a top speed of around 235kph, although saying
this it is at its happiest just cruising along at highway
speeds or being ridden hard from robot to robot. It
vibrates with the utmost confidence and has the same
character you would expect from your old-school
muscle cars.
POWER
120 bhp @
6,000 rpm
TORQUE
117.9 Nm
@ 6,000rpm
TANK
CAPACITY
12.9 L
SEAT
HEIGHT
780mm
WET
WEIGHT
232kg

The brakes up front are 320mm discs with radially mounted
Brembo calipers and a radially mounted Brembo master
cylinder. The brakes need to be good to stop this behemoth
and that they are. They provide good feedback although do
require a firm pull of the delver to stop at their finest. The
brake pedal can be difficult to locate at times and operate
due to the exhaust header guard being in the way. The nonadjustable
ABS does interfere quicker than most bikes and
disappointedly cannot be turned off. More often than not I
used the front brake and downshifts to slow me down. The
engine braking is inconsistent and generally doesn’t exist
below 3000rpm.
The fuel tank is rather small at 12.9L so longer trips might
be few and far between with around 150km on a tank
possible. But then again this bike isn’t about long distance.
It’s a phenomenal point A-to-B bike that is guaranteed to
put a smile on your face and at the same time make those
around you envious with its top-notch build quality and
glamourous looks- ART on wheels effectively.
Overall the Indian FTR is a great package but does fall
short of 1 or 2 amenities that will elevate it to another level.
So what is it then? Well, it’s not a cruiser, nor is it a naked
sports bike. I would put it in the same category as that of
the Diavel or Rocket with a little modern retro thrown in
the mix as well. So effectively a retro naked sports cruiser
would be the best way for me to describe it.
Keen to go for a ride? Then call 011 259 7855 and book
your demo ride on the FTR 1200 R Carbon, and if you do,
let us know what you think of it. Email your impressions plus
a photo of you with the bike to rob@motoriderworld.com
and we might even put it in the next issue.

RACING
LINE
Words: Shaun Portman | Pics: Beam Productions
SA RACING MRSSA KYALAMI
PUSHING
LIMITS
Round 4 of the MRSSA(Motorcycle
Racing Series South Africa) was
recently held at many rider’s favorite
track in SA, also a track that is rare
to ride on in this country. Many riders
will be lucky if they get to ride around
Kyalami more than once or twice in one
year. It’s a track that’s hard to access
but the best track in South Africa
according to many. With only three
rounds left for the year, including the
doubleheader at Aldo Scribante in PE, a
good points hall is more vital than ever
if the riders wish to place highly in their
respective championships.

Sub 500
For the Sub 500 riders, Kyalami is one of the
fastest tracks in the country where they and their
machines are put to the ultimate test. Who out of
these future SA stars would emerge victorious at
the end of the day? We will find out soon enough,
but first, they headed out for qualifying.
Pole man with a lap time of 2.00.473 was the
talented Ryan van Nieuwkerk on his Kawasaki 400
Ninja followed by teammate, Diego De Ponte in
second, KJ Mononyane in third, Tyler Richardson
making his debut in fourth, Oratilwe Phiri after a
crash in fifth and lady rider Nicole Fourie in sixth
who was battling with some mechanical issues on
her Kawasaki.
Race 1 was dominated by over 16 seconds by van
Nieuwkerk who also set a very impressive 1.59.6
lap time on his way to victory. De Ponte had a
lonely ride into second with KJ Mononyane also
with a lonely ride into third. The battle out on the
track that everyone had their eyes on was between
young Phiri and Richardson who were glued
together the whole race. Eventually, Phiri crossed
the line in fourth, less than two-tenths of a second
ahead of Richardson in fifth. Fourie, unfortunately,
had to retire due to a mechanical issue.
Race 2 was once again won by van Nieuwkerk,
the only man to set a sub-2-minute lap time. This
time his victory would be 8.3 seconds over De
Ponte in second. The biggest battle out on track
this time was for third as Phiri found great pace in
the second race and after a race-long battle with
Mononyane took a well-deserved third place by
less than 3 tenths of a second over Mononyane.
Richardson had a lonely ride to fifth and a day to
forget for Fourie who didn’t start race 2 due to the
mechanical issue she encountered in qualifying
and race 1.
Super 600 SBK’s
The Super 600 Superbikes which were combined
with the Sub 500s for the day’s action would
put on great racing, as always. Qualifying saw a
new rider on Pole Position, with Keo Mokonyane
setting an impressive 1.52.9 lap time to take his
first Pole ahead of Clinton Fourie, Keegan Mills,
Tristin Pienaar, and Matthew Schultz, all believe it
or not on Yamaha R6s.
Lap times dropped for race 1 as the riders
fitted new, fresh rubber. Clinton Fourie took a
comfortable win, setting a PB lap time of a 1,51,7
on his way to victory. The race for second was
covered by only 2 tenths of a second but was
eventually taken by Mills ahead of Pienaar who
looked to have solved the electronic issues he
was having before the race. Poleman Mokonyane
had to settle for fourth despite improving on his
qualifying lap time. The ever-improving Schultz
took fifth also setting a PB lap time.

Race 2 was a tighter affair with the top three riders all
separated by less than a second over the line. Pienaar this time
took a fine victory ahead of Fourie and Mills, with Mokonyane
not too far behind the leading trio in fourth. Schultz took a
lonely fifth but was still super impressive and will no doubt be
one to watch in the future.
Open Superbikes Novice
Seven riders exited Pitlane for what proved to be an exciting
qualifying session. Muhammed Essop took Pole Position on
his new BMW S1000RR ahead of Donovan van der Merwe
in second, Darryl Barrington in third, Thouca Mechanicos in
fourth, Kevin Collings in fifth, Richard Wicks on his CBR600RR
in sixth and Martyn Parry in seventh.
Essop dominated race 1 by over 13 seconds and was the only
man able to dip under the 2-minute mark with a 1.59.0 lap
time. Barrington crossed the line in a lonely second ahead of
van der Merwe in third, Mechanicos in fourth, Collings in fifth,
Parry in sixth, and Wicks in seventh.
Race 2 saw lap times plummet but it was once again Essop
who took victory and the double win for the day, this time only
1.6 seconds ahead of Barrington. Mechanicos had a fine ride
to third ahead of van der Merwe, Wicks, Collings, and Parry.
Open Superbikes Premier
Seven riders headed out for the hotly contested Open
Superbike Premier qualifying session which was combined
with the Open Superbike Novice Class for the day’s action.
Pole Position went to Warren Maasdorp, the only man able to
set a sub-2-minute lap on his Yamaha R1. Jordan King took
the first runners-up spot on the grid in second followed by
Ryan Futter in third. Clive Turnbull took fourth ahead of Bradley
Rehse in fifth, Danie Koekemoer in sixth, and Nkululeko Majola
in seventh.
Race 1 saw Maasdorp dominate the race, taking victory by
over 17 seconds with a 1.55.1 lap time, ahead of King, Futter,
Rehse, Turnbull, Koekemoer, and Majola.
Maasdorp once again took the victory in race 2, this time by
only 9.8 seconds and a PB lap time of a 1.54.3 ahead of King,
Futter who just edged out Rehse for third, Turnbull in fifth,
Koekemoer in sixth, and Majola 5 laps down with an issue and
not finishing the race.

Masters
One of the largest classes for the day was the
Masters, with a 13-rider strong presence. Jaco
Gous took Pole Position on his Suzuki with a
1.52.310 lap time ahead of the ever-impressive
Bradley Dawson on his BMW S1000RR in second,
John Krige in third on his Suzuki. Tyron Piper
put his BMW into fourth on the grid and is slowly
getting back to the times and positions he is
accustomed to after a couple of troubled years.
Leon Horn took fifth ahead of Sfiso Themba who
normally races in the Sunbets ZX10 Class in
sixth, Derek Jacobs in seventh, Augustin Ntwari in
eighth, Robert Ferreira in ninth, Jacques Schutte
in tenth, Mornay Jonker in eleventh, Tim Green in
twelfth and Wayne Morgan rounding out the grid
in thirteenth.
Race 1 and it was Gous who got the best start
and used his early advantage to gap the field and
take the victory by over 6 seconds. The battle for
second was hotly contested and taken on the
last corner by Krige who edged out Dawson for
second. Piper had a great ride to fourth ahead of
Horn, Themba, Ferreira, Jacobs, Ntwari, Schutte,
Jonker, Green, and Morgan in last and thirteenth
place.
Race 2 saw the race get red flagged after only a
couple of laps after a crash by Siphiwe Tom on his
Ducati who was racing in the BOTTS class which
was combined with the Masters for the days
racing. It was a much closer affair up front after
the restart but Gous once again took victory after
a long battle with Dawson who took second and
Krige in third. Piper took fourth ahead of Themba,
Horn, Jacobs, Ferreira, Ntwari, Green, Jonker,
Morgan, and Schutte with an issue, 1 lap down in
thirteenth.
BOTTS
As he gets older, he seems to just get quicker, and
taking Pole Position in the BOTTs with a lap time
of a 1.54.7 went to Peter Bosch. Mick Landi took
second place on the grid on his return to racing
ahead of Alan Hulscher, Frans Fourie, Kaz Hauzer,
Gavin Aab, Jaco Hennings, Desmond Acutt, and
Siphiwe Tom rounding out the nine-rider grid.
Race 1 was decided over the line by less than
two-tenths of a second with eventual winner
Bosch just edging out Hulscher. Landi took third
on his return ahead of Fourie, Hauzer, Aab, Acutt,
Hennings, and Tom.
Race 2 was red-flagged due to Sipiwe Tom
crashing out at the esses. After the race was
restarted it was Landi who took top honors ahead
of Bosch, Fourie, Hulscher, Hauzer, Aab, Acutt,
Hennings, and Tom, 5 laps down after his crash.

Unlimited 1000s
The Unlimited 1000s saw Kyran de Lange take Pole
Position with a 1.49.387, on a road BMW S1000RR,
indicators and all. Luca Bertolini took second with Tiaan
Fouche in third, Tristan Mathews in fourth, and Tieme
Nankervis in fifth. Lady rider Mo Mahope wouldn’t take
part in Saturday’s action as she crashed during Friday’s
practice and her BMW couldn’t be repaired in time.
Race 1 saw Kyran de Lange improve his lap time to
a 1.48.9, mixing it with the Ultimate 1000 riders and
taking victory over Bertolini by over 4 seconds. Fouche
took third ahead of Nankervis in fourth who had a good
battle with Mathews in fifth.
Race 2 was all about de Lange again ahead of Bertolini
and Nankervis, with Mathews in fourth. Unfortunately,
Fouche couldn’t get his R1 started before the race and
therefore didn’t start the race.
Ultimate 1000 Superbikes
Marius Lloyd Racing rider Morne Geldenhuis took Pole
in the Ultimate 1000 Superbike Class with a 1.46.303
ahead of team mate Adolf Boshoff in second, Michael
White on his Yamaha R1 in third, Damion Purificati on
his BMW in fourth, AD van Dalen in fifth, defending
champion Clinton Seller in sixth and lady rider Nicole
van Aswegen in seventh.
Race 1 was a close affair but eventually won by
defending champion Clinton Seller on his King Price
Xtreme Honda, ahead of Geldenhuis, White, Purificati,
van Dalen, and van Aswegen who set her PB lap time of
a 1.49.508. Unfortunately, Boshoff had a huge high side
while exiting turn 1 and a nasty crash forced him out of
the race.
Race 2 was a tricky one. The race was red-flagged
after Seller had a huge crash coming out of Wesbank,
going down the mineshaft, forcing the marshalls to redflag
the race. This created a little bit of confusion with
regards to the results which will be announced ASAP.
The next race of the MRSSA will be held at Redstar
Raceway out in Delmas on the 18th-19th of August. See
you all there!!!

Watch it all on our
YouTube Channel
FIRST RIDE
GETTInG
STUng
FIRST RIDE
SUZUKI
V-STROM
250SX
HISTORY LESSON
HERLINGS
& KTM
TALARIA STING MX3

Words: KTM Blog (Adam Wheeler) Pics: KTM Press
RIDER
FEATURE
all orange
HERLINGS AND KTM MAKE MX WORLD CHAMPIONSHIP HISTORY

On the 25th April, 2010, at 15 years of
age, Jeffrey Herlings won the MX2 Grand
Prix of the Netherlands at Valkenswaard.
It was just his third GP and would be
the first of nine victories in the Dutch
Eurocircuit sand alone. Forward on to
May 7th, 2023, in Madrid and round six of
the current MXGP campaign, the 28-yearold
climbed the top step of a world
championship podium for the 102nd time
and put his name at the top of the record
books. Here is what he had to say about
the feat…
It’s round two of 2023 MXGP, the FIM Motocross
World Championship, in Sardinia during late
March. Jeffrey Herlings has won with his KTM 450
SX-F for the first time since the final round of his
2021 title-clinching season. The revered Dutchman
had missed all of 2022 with a broken heel and
elective surgery to improve the condition of both
of his battered feet. Sardinia brought relief but also
surprise that he had scaled the rostrum so quickly
again and after missing such a big amount of race
mileage.
The Sardinia success was also notable for
delivering Herlings’ 100th triumph. He is only the
second rider ever to ‘top the ton’ in the history of
the FIM series that began back in 1957.
One month later Herlings climbed to 101 for round
five in Portugal. In doing so he equaled the great
Stefan Everts’ record haul, set by the Belgian with
his final world championship race appearance in
France and the last event of the 2006 campaign.
Herlings did not stop. His best Grand Prix
performance in recent years came with a 1-1
scorecard just seven days later in the heat of
Arroyomolinos south of the Spanish capital on
May 7th. With 102 wins now next to his name
the #84 is the most decorated individual in world
championship history. The figures could have
been higher. Injuries prematurely ended his racing
seasons in 2014, 2015, 2019, 2020 and 2022. Put
simply though: when Herlings has raced, he has
won. Importantly, every single one of his victories
have been achieved in Red Bull KTM Factory
Racing colors and with largely the same technical
crew or management in place.
The team has watched Herlings grow from a
cheeky teenager with limitless potential to become
the best sand rider in the sport, the most relentless
and ambitious racer, a five times world champion,
a dominator (his 2018 MXGP championship raised
the level of Grand Prix) and a true ambassador of
the performance of KTM SX-F technology. He has
won in 23 different countries and at 43 different
circuits. He has conquered Italian rounds on 18
occasions and sent his home fans crazy 14 times.
On the eve of the fateful, milestone Grand Prix of
Spain and then directly afterwards we grabbed
thoughts and reactions from KTM’s motocross
talisman. A man from the Netherlands that painted
the sport in his (and KTM’s) colors in his own
words…
Is the first one the most special? I would say
‘yeah’ because it’s the moment you live for from
the time you start. When I was small – five-six years
old – the ultimate dream was to become world
champion and to win a GP. One of the things you
really fight for at the beginning is that GP, and the
first one coming for me at home in Holland in just
my third attempt, and being fifteen, was pretty
amazing.
If someone had said then: “yeah, this is the first
and you’ll have one hundred more…” I would
have said: “man, what have you been smoking?”
It wasn’t realistic. But we made it…and we are still
going strong. I also feel that I missed out on some
wins. We could have reached this point some time
ago. We’re still in a good position to win more in the
future.
“…the moment you live for from the time you start.” – Jeffrey Herlings about his first GP win; a
special one for him in front of his home crowd (Valkenswaard, NL, 2010).
One of Jeffrey Herlings’ favorite GP wins: Faenza 2012 – it brought him his very first World Championship title.

When did you first think the record might be
possible? I would say in 2018, towards the end of
that season I reached 84 wins, and I was only 23-24. I
knew I was coming up fast and I had another seveneight
years ahead. My average win rate was ten GPs
a year until then. I also thought ten championships
might be possible but that’s done now.
When things do not go well, and you have
setbacks and injuries then the motivation for
training also drops. When I start winning then it’s
like a snowball; it just gets bigger and bigger. I don’t
need to do it for the money anymore. I do it because
I’m still passionate about racing and winning. Even
though I make some huge crashes that cause me to
think ‘why the hell am I still doing this?!’ I get back
up, and for moments like in Portugal when I lead and
really dominate like I used to I’m like ‘yeah boy, this is
why I’m out here’.
I won today [Sunday in Spain] but tomorrow
morning I’ll be back on the cycle…we don’t get
time to really enjoy a win as much, that’s how racing
goes. It’s the game, but this record has been on
my bucket list for a while. I’m very happy to have
accomplished that. Stefan was one of the best ever
and he had strong opponents but so does every era.
For me I had the likes of Jorge [Prado], Tony [Cairoli],
Tim [Gasjer], [Gautier] Paulin, [Arnaud] Tonus; they
were fast guys too, especially Tony, to fight with him
was not easy. Some people say “Yeah, but you have
60 MX2 wins…” Bull***t. A GP win is a GP win.
Stefan won 500s and 125s. Everyone is in MXGP
now whereas in those days it was split because there
were good guys in 125s, good guys in 250s and
500s. Yes, a 250 win is easier than a 450 win now,
but a win is a win. I hope I can win one or two more
championships and then I will be pretty satisfied.
We’ll see where we end up.
The ‘journey’ rather than the destination? It’s
true. Especially all the hard work. On Friday morning
before Spain, I did a huge interval training session
and I was so tired but I told myself to keep pushing
because, for me, the sacrifice and the journey to win
a race and the tiredness and the training during the
week brings the satisfaction and happiness on the
Sunday.
The orange crew celebrating a big milestone – all of Jeffrey’s 102 GP wins were achieved with
the Red Bull KTM Factory Racing Team.
Of all the wins I honestly don’t have one
favourite…but if you asked me to make a list of five
or ten then I could do it! Valkenswaard and my first
one, the first 1-1 that brought me a championship
in Faenza [2012], the 1-1 in Lierop [2012, where
he lapped most of the field], the 1-1 at Assen that
brought my first championship in MXGP [2018] and
in front of so many home fans…then beating Tony at
Matterley Basin [2018] was special. There have been
plenty of nice ones, but apart from the first, not many
that standout strongly.
In Portugal I had matched the record…but
someone else had already won 101 so I wanted to
beat it! I wanted the next six days to go quickly. If I
could not make it happen in Spain, then I at least
wanted to try. 101 was a goal but I wanted to go
beyond it and 102 means way-more than 101. I think
100 was even nicer than 101.
Celebrating his first MXGP title on home ground in Assen (NL), 2018, was a remarkable
milestone for Jeffrey Herlings.

Words: Shaun Portman | Pics: Black Rock Studio & Chris Kunn
FIRST
RIDE
SUZUKI V-STROM 250SX
making
a splash
While out in Durban on the recent launch of Suzuki’s new
DL1050DE V-Strom, they surprised us by bringing in the
brand new and only V-Strom 250SX in South Africa for us
to sample. Now, although we wouldn’t get to spend much
time on the 250, it did in fact leave a positive and lasting
impression on us. The addition of the 250SX to Suzuki’s
line-up means there will soon be four capacities available
in the V-Strom range, the 250, 650, and soon-to-bereleased
800, and the big bruiser 1050 which we also have
on test in this issue. So one for every rider wherever they
are on their riding journey or financially.

“Weighing in at a
mere 167kg the
lightness and
therefore nimbleness
of the 250SX really
does shine through
especially when riding
the 1050 V-Strom
back to back.”
POWER
26 bhp @ 9,300 rpm
Let me start with the price, which is by far the
most impressive thing about the 250SX. R58
900.00!! No, that is not a typo, you did in fact read
that correctly. That is by today’s standards the
same price as a mid-level mountain bike(bicycle).
And if you think that it is no good because of how
well-priced it is, then think again.
I only did around 40-odd kilometers on the 250
but right from the moment I sat on it for the first
time, I knew I was going to be in for a treat and
be pleasantly surprised. Weighing in at a mere
167kg the lightness and therefore nimbleness of
the 250SX really does shine through especially
when riding the 1050 V-Strom back to back. The
little V-Strom is as well-balanced as it is polite.
Powered by the same 4-stroke, single-cylinder,
4-valve, SOHC motor which is found in the Gixxer
SF250, it’s not what you would call aggressive
but it is rather peppy and exuberant with 26.5HP
and 22.2NM of torque. It just loves to be revved
through its 6-speed constant mesh gearbox to
a top speed I achieved of 154kph. It will happily
cruise at legal highway speeds all day long, even
on long highway commutes.
The 835mm seat height makes it adaptable and
user-friendly, so even if you are held down by
gravity you should have no problem getting your
feet firmly on the ground. The tank is rather slim,
meaning plenty of space for your knees, even if
you are a Yetti. The riding position is upright and
comfy and both seats are thick and plush. I would
have liked a more anti-slip material to be used on
them, but that is just me nitpicking. Now it’s no roughand-tumble
adventure bike with its 205mm ground
clearance and fitted with 19” Front/ 17” inch rear
tubeless mag wheels but it can hold its own when
things get dirty and a little bit rough much like your
smaller cousin when you wrestle and play rough. As I
said before it’s adaptable! Suzuki themselves market
the 250SX as a ‘Crossover’ bike. The front telescopic
forks spring are non-adjustable and the rear swing
arm, coil spring, and oil-damped suspension are very
basic and do bottom out when you ride the 250 with
enthusiasm, but this doesn’t matter. It all adds to the
charm and charisma that captivates you when you
ride the SX.
TORQUE
22.2Nm @ 7,300 rpm
SEAT HEIGHT
835mm
WHEELBASE
1,440mm
TANK CAPACITY
12 L
WET WEIGHT
167 kg

The fuel tank is large enough at 12 Litres, not
that it matters as the V-Strom 250SX isn’t thirsty
at all. You should see around 250km on a tank
or more if you ride normally and weigh less
than, well I do. The maintenance will be low
and reliability will be legendary as with most
Japanese small-capacity motorbikes. The build
quality is also typically Japanese with everything
well thought out and bolted on properly. The
controls are basic and so is its electronic suite
or lack thereof should I say. The only modern
addition is that of the Dual-Channel ABS which
cannot be turned off and it is rather strict
interfering quite a lot as does a boarding school
headmaster. The modern dash is digital and
very hard to see when dusty or in direct sunlight.
However, it’s still a nice touch and still better
than most in its class displaying all the important
information you need like time, gear indicator,
speed, rev counter, warning lights, ABS, odo,
fuel gauge, trip, and a RPM shift light.
The V-Strom 250 is made by Suzuki India, a
subsidiary of Suzuki Japan. As with most Jap
brands, Suzuki is very popular in India both with
their two-wheeled and four-wheeled product.
This means that they churn out millions of units
per year and generally sell all of them and I can
see why. Affordable quality is what you get in
abundance with the new Suzuki V-Strom 250SX.

Words: Shaun Portman | Pics: Beam Productions
FIRST
RIDE
TALARIA STING MX3
GETTInG
STUng
Im sure that you’ve seen them on videos all over the
internet, not bicycles and at the same time not a
motorcycle. In fact, they are the perfect blend of both
and are becoming more popular worldwide daily thanks
to them offering freedom in a simplistic, yet quiet and
efficient way. Electric bikes are taking the world by storm
and have finally hit SA shores thanks to Cadenz Electric
and the ever-increasingly popular Talaria Sting MX3. We
took the opportunity to see what all the fuss was about
and took the Sting to Benoni Country Club for the day to
put it through its paces.

Featuring top-of-the-line components and expert
craftsmanship, the Talaria Sting MX3 is a bike you
can rely on and have fun on. Its strong lightweight
aluminum frame(forged by over 6000 tons of
pressure) and responsive adjustable(Compression,
pre-load, and rebound adjustment) suspension
system provide a smooth, comfortable ride, while
the high-capacity 60v 38amp battery delivers
hours of uninterrupted fun and combined with
the 3000-6000W(Eco or Sport mode) of power
delivered by the silent but powerful LPMSM motor
(linear permanent magnet synchronous motor).
With a range of up to 100km on a single charge,
a quickly changeable battery pack, and a charge
time from empty to full of only 3 hours, the Sting
ensures minimal intervals in between riding fun.
But the Talaria Sting MX3 isn’t just about
performance - it’s also about style. With its sleek,
modern design and attention to detail, this bike
turns heads wherever you go as it did with us
while riding around the outskirts of a golf coursetry
doing that on a motorcycle!
The Sting is a powerful toy but is suitable for
the young and inexperienced as well as the
seasoned rider and can be ridden in either Eco or
Sport mode. It’s easy to maneuver and handles
surprisingly well for a 63kg mass thanks to its stiff
frame, fully adjustable suspension, 19” wheels,
and grippy tyres. The model we had on test
was standard except for a change in gearing/
sprockets and wider, grippier tyres which made
a huge difference in the terrain we were riding in. We
also had access to a spare battery pack which we
managed to change in less than 1 minute, meaning
we were back out, enjoying the trails in no time. The
ground clearance of 280mm is adequate but you do
need to be careful over obstacles to ensure you don’t
ding the thin metal bash plate. Seat height isn’t really
an issue and it actually feels lower than the 870mm
claimed.
The thing about an electric vehicle is that you always
have the maximum torque on hand, always and
without hesitation. The 34NM of torque as standard
on the Sting propels you to a top speed of 80-85kph.
While accelerating though you can be certain that
the front wheel will point skywards more often than

not. The Sting also boasts a 4-level regen system,
adjustable in the Speedometer ensuring that
you can get the most out of your battery life.
The speedometer is small but visible, displaying
all the important information you would need
such as your speed, battery level, voltage, cycle,
and odometer. For added security, the Sting
also has an ignition and key, which is handy for
those parents who wish to keep an eye on their
grounded children and prevent joyrides.
Overall build quality is great and you can be rest
assured that the Sting can handle any or most
abuse thrown its way, even when things get wet.
All of the electric points are sealed off, watertight,
and for the most part, will prevent water from
damaging the electronics, meaning that it can be
easily washed or dirtied through river crossings.
The hydraulic brakes(much like those fitted to
modern bicycles) are good and do their job,
however, you can tell that they take strain. I do feel
that the front brake especially could be better, but
that’s the joy of the Sting. You can add, upgrade
and customize it to your heart’s content.
So the standard Sting is impressive but Cadenz
Electric had a little surprise in store for us with
a modified Sting, fitted with a conversion kit
consisting of an upgraded controller unit, 72V
57Amp battery, 21” front and 18” rear wheel fitted
with wide and grippy MX tyres and seat brackets.
What this does is take an already electrifying bike
and put it on steroids. The whole bike is taller
thanks to the wheels and seat brackets(needed
to accommodate the larger battery) and this
just aids in increased comfort, ergonomics,
aggression, and increased ground clearance.
This combined with the astronomical increase in
power(10 000W-15 000W) is a match made in
heaven and around a 200% increase over stock.
The bigger wheels and grippier tyres now make
sense and come into their own. The conversion
kit transforms the Sting into a take-no-prisoner
electric monster capable of speeds in excess
of 120kph and makes it possible to wheelie all
the way up to those speeds while you hang on
for dear life. So with the updated controller, you
get 3 riding modes as well as a reverse(Yes you
heard correctly).
The standard hydraulic brakes at this point
take serious punishment and don’t cope well at
all with this increase in power and speed and
would also definitely need to be upgraded, as
with the suspension if you are going to ride it
aggressively. Have no fear though as Cadenz
Electric is working on these upgrades as we
speak on both the suspension and brakes, so
stay tuned as we at MRW will revisit the Sting
when pimped out in all her glory.
Priced from just R89 900.00 the standard Sting
is great value for money, for yourself or your
child whether you live on a farm or in an estate,
and that’s the joy about owning an electric bike
like this. It’s a go-anywhere-at-anytime piece of
kit. When I say go anywhere, it’s not road legal,
not yet anyways!
For more information on the Talaria Sting and
the conversion kits or to arrange a test ride, you
can call Cadenz Electric on 063 896 0626 or
email them at jethson9@gmail.com.