MRW Issue 37

ISSUE 37
F I R S T L O O K
NEW
BIKES
R E V E A L E D
FIRST
SA TEST
MORE POWER
FIRST TEST ON BMW’S BRUTAL M1000R
MILLER
MOLDING HIS KTM RACER

EDITOR’S NOTE
Hello MRW fans and welcome to issue 37 of
SA’s only motorcycle magazine.
Whew! Qatar’s main MotoGP race last
Sunday left me still catching my breath. Can
this MotoGP season get any more intense?
It’s shaping up to be the best in the history
of the sport, with the championship taking
us on a wild ride, destined for a nail-biting
finale at Valencia. My heart goes out to
Martin, robbed of his chance to shine due
to a faulty rear tire. As he rightly expressed,
“It’s a pity the championship might be
decided by a bad rear tire.” We’ll delve into
this on our Talking MotoGP Podcast airing
live on Tuesday night. Join the conversation
on our Facebook page and YouTube
channel—it’s a dynamic show with fantastic
interaction. If you haven’t tuned in yet, you’re
missing out!
For those who can’t catch the live stream,
fret not. Full re-runs are available on both
Facebook and YouTube, standing the test
of time. Exciting news—we’ve launched a
Spotify Podcast channel for the show. Now
you can enjoy the audio while driving, on the
train, or wherever your adventures take you.
the man doesn’t even have a confirmed
ride for 2024 yet. Rumors circulate about
a possible slot in the VR46 team, filling
the shoes of the departing Marini (almost
certain for Repsol Honda). However, I can’t
shake the feeling that he might find himself
without a MotoGP paddock seat, especially
considering he held out for the Repsol ride
for so long. Unfortunately, his prolonged
pursuit may have dashed his chances for a
solid World SBK ride. It’s a tough break for
the guy, but let’s not jump the gun. While
he’s had a stellar end to the season, the
inconsistency over a full season might be
what ultimately cost him a ride.
As I write this, I’m at the Motorcycle Live
Show 2023—the UK’s largest motorcycle
show. Expect some captivating walkaround
videos showcasing the stands and new
motorcycles. Keep an eye on our YouTube
channel, and don’t forget to hit the like and
subscribe buttons—every click counts.
Off to the show now. I hope you relish the
magazine we’ve crafted for you this month,
loaded with tantalizing features and bike
tests, as always. Until next time, ride safe.
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
CONTACT
DETAILS
EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
ANYTHING & EVERYTHING
Shaun Portman
072 260 9525
shaun@motoriderworld.com
Copyright © Moto Rider World:
All rights reserved. No part of this
publication may be reproduced,
distributed, or transmitted in any
form or by any means, including
photocopying, articles, or other
methods, without the prior written
permission of the publisher.
And Digi, what a ride that was! A
commanding performance, comfortably
clinching victory over the world’s best, and
Cheers,
Rob
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KISKA.COM Photo: R. Schedl Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.
GO FASTER
FOR LONGER
Class-leading power and a massive electronic
package mean the world just got a whole lot smaller.
On pristine new asphalt or a broken-up old track,
the new KTM 1290 SUPER ADVENTURE S is ready
to rip through it all. #DARE2ADV
FIND OUT MORE AT KTM.COM/TRAVEL

NEWS DESK
EICMA SHOW 2023
NEW MODELS REVEALED
In a thrilling showcase of the motorcycle industry’s
prowess, the 80th edition of this exhilarating
exhibition took place at Fiera Milano Rho from
November 7th to 12th, 2023. The event not only
hosted present and future industry titans but also
provided endless entertainment for the hundreds
of thousands of eager guests.
More than 1,300 brands from the motorcycle
industry commanded the stage at EICMA,
revealing their current and upcoming models in
a dazzling display of innovation and power. Last
year’s event was nothing short of a spectacle,
featuring a myriad of mouthwatering new
production models alongside a collection of weird
and wonderful concept bikes that pushed the
boundaries of imagination.
In the pages that follow, we’ll delve into
the highlights of the event, exploring the
groundbreaking releases from renowned
manufacturers such as Honda, Suzuki, Ducati,
and more. From the roar of production models to
the avant-garde allure of concept bikes, EICMA
2023 was a rollercoaster ride through the cuttingedge
landscape of the motorcycle industry.

It was a very busy Eicma 2023 show for Honda
who unveiled its complete range of motorcycles
for 2024, which includes four new models,
significant updates to four other models – two of
which will be available with world-first technology
in the world of motorcycles – and a concept
version of the next all-electric vehicle destined to
join Honda’s unique, wide and varied range.
BLADES OF GLORY?
2024 CBR1000RR-R & SP
The year 2024 sees the CBR1000RR-R
Fireblade and its SP version move further up the
development curve with a series of upgrades to
the engine and gearbox; these updates lead to
a huge increase in mid-range performance and
improved throttle response. Can these changes
finally make this a Blade of Glory and bring some
much needed success to the brand and model.
Taking advantage of the huge amount of
development and HRC expertise, the 113 Nm
torque and 217hp Fireblade SP have been
substantially altered to generate even more
acceleration out of corners, along with its dizzying
top-end power. This was further reinforced by
new, shorter gear ratios as well as the primary
transmission, a redesigned middle fairing with new
fins and a revised, lighter and more flexible frame.
The addition of 2 motors to the TBW system
increases control when only partially accelerating
and gives a greater brake-engine effect. The block
crankcases, crankshaft and connecting rods, all
lighter, together with the revised camshaft and
increased compression ratio, ensure that the
CBR1000RR-R Fireblade SP delivers the best
performance with every combustion cycle, while
changes to the standard Akrapovič silencer
reduce the sound of the exhaust by 5 dB.

NEWS DESK
The SP version of the CBR1000RR-R
Fireblade is the first bike in the world to
use the new third generation Öhlins Smart
Electronic S-EC3.0 (SV) NPX 43 mm inverted
fork. There’s also a function on the instrument
panel that digitally helps us to fine-tune
the spring preload and which has been
developed so that the rider can easily set up
their Fireblade to perfection. The new Brembo
Stylema R four-piston radial brake calipers
offer consistent, high performance braking.

BACK BY POPULAR DEMAND?
2024 CBR600RR
After a six-year absence from Honda’s European
model range, the much-loved – and sharp –
CBR600RR now returns in 2024 to reinvigorate
the medium-displacement supersport category.
Time will tell if this will be a popular return or if the
supersport category is indeed no longer valid.
Equipped with state-of-the-art electronic systems
and featuring cutting-edge aerodynamics inspired
by MotoGP, the new CBR600RR is a “pearl” of fourcylinder
motorcycling, with a free-revving engine,
substantially improved over the previous version
and with a maximum power of over 120 hp at
14,250 rpm and 63 N-m of torque at 11,500 rpm.
The CBR600RR has a new and comprehensive
electronics package, taking full advantage of the
6-axis IMU unit, as found on the CBR1000RR-R
Fireblade; this mid-cylinder model has TBW
throttle, 5 riding modes, cornering ABS, HSTC
variable traction control system with 9 levels of
intervention, Wheelie anti-wheelie control, rear
wheel anti-lift control system and ESS emergency
braking flashers. The Honda Electronic Steering
Damper (HESD), an assisted clutch with slipper
function and a Quickshifter system are also
standard equipment.
Its very docile cycling offers excellent
maneuverability, with instant changes of direction
and high stability, thanks to its double-braced
aluminum frame, aluminum swingarm, Showa Big
Piston inverted front fork with 41 mm diameter
columns and Showa monoshock with Pro-Link
system, as well as front fins derived from MotoGP
prototypes.

NEWS DESK
THE NEW BIG HORNET
THE NAKED BLADE
Headlining the unveiling is the introduction of the
new head of Honda’s growing Hornet family – the
CB1000 Hornet.
The new flagship naked will be powered by
a retuned version of the in-line four-cylinder
powerplant from the 2017YM CBR1000RR
Fireblade, that delivers peak power of over 134hp
and more than 100Nm of torque.
Wrapping the engine is an all-new steel twin spar
frame that will offer a unique blend of dynamic
cornering performance and stability, via Showa
41mm Separate Function Fork Big Piston (SFF-BP)
suspension adjustable for both compression and
rebound, matched to a Pro-link rear Showa shock.
The styling is pure and aggressive. Led by the
piercing gaze of super-compact dual LED projector
headlights, the Hornet-signature fuel tank – with
wings folded forward – is broad shouldered up
front but tapers radically to the rear, mirrored by
the minimal seat unit that underlines the traditional
narrow-waisted Hornet look. The new frame is also
used as a design feature, but subtly blacked out –
like the tubular trellis-style rear subframe.
Electronic aids will run via Throttle By Wire and
allow the rider to choose between 3 riding modes,
displayed on the 5-inch TFT colour display;
connectivity is available for both Android and iOS
devices via Honda RoadSync.

NEWS DESK
NEW CB500 HORNET
The Hornet family will have a new third member in
Honda’s 24YM line-up - the CB500 Hornet, which
brings new, aggressive styling inspired by its two
bigger siblings, and aerodynamic performance that
befit the iconic Hornet name.
The CB500 Hornet’s fairing incorporates headlight
side ducts that channel air to the upper fuel tank
area, contributing to a linear steering feel with
outstanding handling agility. A new LED throws its
light out wider for increased visibility.
Power and torque for the 471cc engine meet
maximum A2 licence requirements – at 35kW
and 43Nm – while updated fuel injection settings
improve acceleration feel from low down, and the
CB500 Hornet now features HSTC for increased
peace of mind.
The high-quality chassis specification includes
41mm Showa SFF-BP USD forks, Showa rear
shock and dual discs up front with four-piston
calipers, while a new 5-inch TFT screen offers
Honda RoadSync smartphone connectivity.

NEW NX500
The iconic ‘NX’ designation returns to Honda’s lineup
in the form of the new NX500.
Meaning ‘New X-over’, the NX500 is designed to
be enjoyed on everything from a winding road to a
gravel trail or long-distance adventure. Building on
the popularity of the outgoing CB500X, it features
new styling and a range of specification and
performance upgrades.
Handling dynamics and feel are improved thanks
to a 3 kilogram reduction (1.5kg of which comes
from new lightweight 5-spoke cast aluminium
wheels) in kerb weight to 196kg, revised spring
rate and damping for the Showa 41mm Separate
Function Fork Big Piston (SFF-BP) upside down
forks, and sharper acceleration thanks to new fuel
injection settings.
Further spec upgrades come in the form of a new
5-inch TFT screen, Honda RoadSync smartphone
connectivity and HSTC. Led by a new headlight,
the styling is completely refreshed, with new
plastics from front to back mixing compact
adventure-style usability with an imposing
silhouette and solidity of form.

NEWS DESK
CB650R and CBR650R
Honda’s CB650R naked middleweight and its
sibling, the CBR650R, both receive a style refresh
and new technology for 24YM.
The CB650R’s Neo Sports Café unique look has
evolved to make it a sinuous, more dynamic and
purposeful-looking machine. Led from the front
by the new slanted LED headlight, it features new
radiator shrouds and a sharper new rear fairing
complete with new taillight.
For its CBR sibling, redesigned dual LED
headlights are matched with updated upper and
lower fairings that, along with the redesigned tail
unit, combine muscularity with slim lines and
attractive angles to ramp up the CBR650R’s pure
sporting appeal.
Both bikes feature Honda RoadSync connectivity
a new 5-inch full colour TFT screen designed for
optimal readability on bright days.
HONDA E-CLUTCH
The CB650R and CBR650R are also the first
Honda motorcycles to be available with the
innovative Honda E-Clutch technology, the world’s
first fully automatic clutch for a multi-geared
motorcycle, designed to make motorcycling,
from beginner right through to expert, even more
enjoyable and exciting.
The clutch lever is also not needed when pulling
away or coming to a stop. Becoming active as soon
as the engine is switched on, the Honda E-Clutch
system manages both scenarios smoothly, and if
the rider desires, they are able to operate the clutch
lever as normal. Should the rider want to turn off
the system for a particular ride, this is also possible
via the instrument panel.
Honda E-Clutch takes away the need to use the
clutch lever to make a shift either up or down the
gearbox. The rider simply has to operate the shift
pedal for ultra-fast, consistent gear changes,
exactly as if using a quickshifter. During the
gear change, it uses a harmonised combination
of ‘half-clutch’ operation, fuel injection cut and
ignition control to eliminate shift shock for an
ultra-smooth ride.

NEWS DESK
NEW SUZUKI GSX-S1000GX
BIKE OF THE YEAR CONTENDER?
With a design and product concept of the ultimate
sports crossover, the GSX-S1000GX is set to
become the benchmark in the category, as Suzuki
moves into the crossover sector of the market for
the first time.
It boasts Suzuki’s most sophisticated electronics
package to date, with a number of new and
innovative systems enabled by a six-axis Bosch
IMU and electronic suspension from Showa.
The GSX-S1000GX is the first Suzuki to adopt
Suzuki Advanced Electronic Suspension (SAES).
The GX gets 150mm front and rear suspension
travel to create an upright riding position,
broadening the rider’s field of view and providing
all-day riding comfort. The longer suspension
travel also helps the GX smooth out bumps when
riding over uneven surfaces.
There are four selectable modes of SAES: hard,
medium, soft, and a customisable user setting
which offers +/- three increments on the selected
base setting of hard, medium, or soft.
Further helping smooth out those bumps and
undulations is Suzuki Road Adaptive Stabilisation
(SRAS). An original Suzuki system, in use for
the first time on the new GX, it detects uneven
road surfaces based on input from the IMU and
wheel speed sensors, and, if required, triggers
the Suzuki Floating Ride Control (SFRC) to help
smooth out the ride. As part of the SFRC it also
adjusts the electronic throttle valve settings to
deliver softer, more controllable throttle response.

The rear suspension’s spring preload settings are
also electronically controlled, making it easy for a
rider to use a handlebar switch to quickly choose
between auto or one of the four available modes
they find best suited to their immediate needs or
preferences.
Riders can select between single rider, single
rider plus luggage, or tandem (with or without
luggage). In addition, the preload setting for auto
mode can be adjusted by +/- three increments
and the three manual modes can be adjusted by
+/- four increments to match the rider’s needs
more finely.
The GSX-S1000GX also uses an alpha version of
the Suzuki Drive Mode Selector. SDMS-a provides
three riding modes: active, basic, comfort. Those
three integrated riding modes control power
output characteristics, as well as the level of
traction control, which, on the GX, is integrated
with Lift Limiter (anti-wheelie) and Roll Torque
Control, and electronic suspension settings.
Riders can opt to use the default settings of many
of those systems or customise them to match
their needs or preferences more closely. There
are seven selectable modes of traction control –
integrated with Roll Torque Control and Lift Limiter
– and three selectable throttle maps.
Making its debut on the GX is Suzuki’s new Roll
Torque Control. Based on data received from the
IMU and wheel speed sensors, this new system
calculates the bike’s lean angle and speed to
predetermine what level of power output and
acceleration is optimal at that time, for example,
when exciting a corner. It then reduces torque
output before the motorcycle exceeds the amount
of power the system deems necessary to clear the
corner effectively. One key benefit of this system
is a smooth operation and uninterrupted drive.
With regular traction control the system is reactive,
cutting in when rear wheel slip is detected. This
can create a jerkiness or ‘on and off’ feeling as
the power comes in and out. It can also cause
the rear suspension to compress and rebound.

NEWS DESK
This is reduced significantly with the introduction of
Roll Torque Control, as the torque ceiling is set, and
then raised as the bike exits the corner and as speed
increases and lean angle decreases. It is an extra layer
of pre-emptive protection that operates silently in the
background, with its settings determined by the level of
traction control selected.
Completing the GX’s comprehensive suite of
electronics is a ride-by-wire throttle, bi-directional
quickshifter, cruise control – updated on the GX to
allow the system to continue operating when the
rider changes gear – lean angle-sensitive ABS, Slope
Dependent Control, which prevents rear wheel lift
when braking downhill, easy start, and low RPM assist.
Monitoring all of the GSX-S1000GX’s electronic
systems is done via a 6.5-inch colour TFT screen,
which also offers smartphone connectivity, allowing
riders to access maps, view contacts and make and
receive phone calls, see their calendar, and play music.
All this is done via the free Suzuki mySPIN app. A USB
socket in the side of the instrument cluster makes for
easy phone charging.

Powering the new GSX-S1000GX is Suzuki’s creamy
smooth, 999cc, inline four-cylinder, superbike-derived
engine. Known for its abundance of lowdown and
midrange power, it produces 152PS at 11,000rpm and
106 Nm of torque at 9,250rpm.
That engine is housed in a twin spar, aluminium frame
mated to a race-proven aluminium swingarm from the
GSX-R range and a lightweight subframe.
All of that is wrapped in new, aggressive bodywork,
with full LED lighting front and rear. Hand guards and a
spacious luggage rack add extra practicality. Luggage
capacity can be increased with genuine accessory
36-litre panniers.

NEWS DESK
NEW SUZUKI GSX-8R
EVERYDAY SPORT FOR EVERYONE
Immediately highlighting the R element of the
new GSX-8R is its full fairing, wind tunnel-tested to
increase aerodynamic performance and provide
weather protection for the rider. Bold 8R logos
adorn the side panels, while fairing-mounted
mirrors also aid in reducing drag.
Perched in the middle of the angular face is
the recognisably GSX series stacked LED
headlight, topped by an LED position light. The
rear combination light is also full LED, as are the
indicators.
At the heart of the new GSX-8R is the 776cc
parallel twin engine – which it shares with the
GSX-8S – with its long stroke and 270° crankshaft
design providing an abundance of low-down
torque, usability, and flexibility, while a free-revving
nature comes from a DOHC and four valves
per cylinder. Peak torque is 78 Nm, delivered at
6800rpm, with peak power of 82.9PS coming at
8500rpm.
The 270° crankshaft also provides a power
delivery, character, and rumble reminiscent
of Suzuki’s much-lauded V-twin ranges, while
a patented cross balancer design ensures a
smoothness, as well as aiding in a compact,
lightweight engine design.
A two-into-one exhaust system with dual-stage
catalytic converter keeps the 8R conforming
to Euro 5 emissions standards, and ends in a
short, underslung silencer further enhancing the
compact, slimline look.

All of that is housed in a steel frame engineered
for direct handling characteristics. Those handling
characteristics are further enhanced by low,
forged aluminium handlebars that provide positive
control and a sporty riding position, placing more
of the rider’s weight over the front wheel. Bolted
into the rear of the steel frame is a lightweight
aluminium subframe and lightweight aluminium
swingarm,
Dealing with the increased weight bias towards
the front, Showa provides the suspension, with
SFF-BP* (Separate Function Fork – Big Piston)
inverted forks and monoshock in the rear.
Mounted radially to the forks are Nissin four-piston
calipers, providing stopping power by biting
310mm discs. Tyres are Dunlop Roadsport 2s.
Aiding rideability, usability, and flexibility is a suite
of electronic systems that includes a bi-directional
quickshifter as standard, three selectable engine
power modes, and three selectable traction
control settings, plus the ability to disengage the
system entirely. There’s also Suzuki’s low RPM
assist and easy-start function.
The GSX-8R’s settings are easy to navigate via a
single rocker switch on the left-hand handlebar,
with the information displayed clearly on a colour
5” TFT screen.

NEWS DESK
NEW KTM 990 DUKE - THE NEW
DEFINITION OF NAKED BIKES?
The Duke range of two-wheelers is at the moment
one of the most successful in the portfolio of
Austrian bike maker KTM. Introduced 30 years
ago, in 1993, it rapidly grew to include at the
time of writing no less than 12 models. With the
exception of the 1290 Super Duke GT, which is
sold as a sports tourer, all the others play in the
naked segment.
As of now, you can add another naked Duke to
the list of available two-wheeled wonders: the
990. Freshly introduced into the family, just as the
world’s most prominent bike makers are in Milan,
Italy, for the EICMA show taking place there, the
bike is described as a “massive leap forward for
the KTM naked range.”
That’s because the ride targets one of the most
lucrative sub-segments of the naked segment, the
one with bikes powered by 1,000cc engines. The
990 does this with an updated version of the LC8c
engine that’s also deployed in the 890 Duke R.
The powerplant is 947cc in displacement, but
features, compared to the existing variant, new
pistons, crankshaft, and conrod. In this setup,
power ratings stand at 123 hp and 103 Nm of
torque.
The engine sits in an all-new stiff trellis frame
that’s light enough to allow the ride to tip the
scales at just 179 kg (395 pounds). That lightness
is also achieved thanks to the new closed-lattice
swingarm installed at the rear, supporting a
wheel that, just like the front one, is dressed in
Bridgestone S22 tires.

NEWS DESK
The suspension of this thing is your usual KTM
hardware overkill. The WP Apex gear comes
as a 43 mm front fork that can be adjusted for
rebound and compression, and a monotube
shock at the rear.
The bike is not only equipped to handle various
terrains but also has a lot of convenience features
to make it a solid choice as a daily. There is a new
5-inch screen up front, rocking revised graphics, a
USB-C plug, and a sort of follow-me-home system
that keeps the LED headlight lit for a few more
seconds after the bike is turned off.
The screen mentioned earlier now displays lean
angle data, and also supports an optional Track
mode complete with lap timer and telemetry.
The “ultimate mid-class naked machine,” as
KTM describes the 990 Duke, will be available
in two color choices, namely Black and Electric
Orange. The latter one has been specifically
developed to be a nod to the 30-year
anniversary of the Duke range.
The bike is already available on the KTM
configurator, but if you’re looking for pricing
information and even availability, dealers are the
way to go, as the bike maker did not reveal any of
these details.

NEWS DESK
2024 YAMAHA MT-09
Yamaha is not one to shy away from the hypernaked
segment of the motorcycle industry. In
fact, it’s one of the most present names in this
field, with no less than eight models presently on
offer. Of interest to us today is the “original hyper
naked,” as Yamaha calls it, the MT-09.
The model was first introduced a decade ago, and
has come to be known elsewhere, especially in
the U.S., as the FZ-09. The Japanese have always
called the ride a product of their country’s dark
side, a reference not only to the power of the
beast, but also to the no-nonsense appearance.
And now, for the 2024 model year, the MT-
09 gets a boost in everything, and that’s
understandable, seeing how this is the model’s
tenth anniversary year. That means the ride has
been updated both visually and mechanically, in
a bid to allow it to carry the torch into its second
decade on the market.
As per Yamaha, the new but still limited bodywork
of the ride was inspired by what’s used on the
YZ range of motocross bikes. These elements
are topped off by a new LED headlight, held
inside a newly designed cover. The design of this
element is replicated at the rear, which now shows
separate tail and brake lights.
Up on the aluminum frame the fuel tank has been
redrawn as well, showing up as a sharper version
of its former self. For a refined riding position, the
handlebar is now lower than it used to be, and the
footpegs have been moved further back.

As a departure from what we’ve had before,
the seats for the rider and passenger are now
separated.
When it comes to the engine the bike uses,
Yamaha relies on the same one as before, the
890cc three-cylinder, liquid-cooled CP3. It did
however get some revisions, made first and
foremost to make it sound a lot cooler than it
ever did.
For instance, there is now a revised airbox with
new air intake ducts that help enhance the highfrequency
sounds of the powerplant.
Mechanical bits were changed to a greater degree
elsewhere. We’ve got a new Brembo braking
system to help the thing come to a stop, the front
and rear suspension system has been revised,
and the bike has been propped on Yamaha
SpinForged wheels wrapped in new Bridgestone
Battlax Hypersport tires.
The bike can still be configured in one of three
factory-preset riding modes (Sport, Street, and
Rain), or one of two custom modes. A new
5-inch TFT screen has been added to help with
interaction between rider and bike, and there’s a
Type-C USB plug under the rider’s seat.
Yamaha says the new MT-09 will be sold in three
color schemes, namely Midnight Cyan, Icon Blue
and Tech Black. There is no mention of when
deliveries will begin, or about the price tags for the
new hyper naked.

NEWS DESK
DUCATI REVEALS HYPERMOTARD
698 MONO
If you’re gonna name a bike “Mono,” you’d better
deliver – but we’d expect nothing less from
Ducati. It’s nearly 20 years since Ducati decided
what the heck, let’s make a supermotard with a
massive sportsbike engine in it and built the first
Hypermotard.
The motorcycle world reeled in awe as the first
press images came out, showing ex-MotoGP
riding god Ruben Xaus getting heavily sideways in
a corner, knee down, smoke pouring off the rear
wheel, with one hand off the handlebar giving a
cheeky thumbs-up.
That’s how you advertise a motor sickle, people.
And Ducati certainly hasn’t decided to play
it safe and politically correct with the latest
Hypermotard either.
The new Hypermotard 698 Mono is the
company’s first-ever roadgoing single, featuring
a brand-spankers 659-cc Superquadro Mono
engine, derived from the barnstorming Panigale
1299 Superquadro engine. Its 116-mm bore, says
Ducati, is the widest ever featured on a roadgoing
production single, and as a result, it’s able to rev
up to a ridiculous 10,250 rpm, and produce a
frankly silly 77.5 horsepower in stock form, or 84.5
with a Termi pipe on the back.
Your other key metric is 151 kg without fuel –
the Mono is heavy compared to proper racing
motards, but a featherweight when lined up
against most road bikes.
There’s Brembo and Marzocchi written where
you’d expect, and the bidirectional quickshift
means you don’t have to sully your clutch fingers
once you’re moving other than to salute the sky
with your front wheel. There’s also traction control,

wheelie control and ABS braking – which can be
set in many modes, some of which you could put
your grandma on and she’d feel safe, and others
that are there chiefly to make the bike easier to
control in a back-wheel-out powerslide, making
sure the bike stays within a predetermined yaw
angle so that beginners can start throwing the
thing in sideways with merry abandon. What a
wonderful world.
Indeed, the wheelie control system appears to
be a bit of a cheat code itself, complete with a
mode you can unlock in software that’s actually
called Wheelie Assist. “In this case,” said Ducati,
“the electronics assist the rider in executing and
maintaining a prolonged wheelie, regulating the
angle using the engine torque delivered.” Um,
yes please.

NEWS DESK
2024 DUCATI PANIGALE V4 SP2 30TH
ANNIVERSARIO 916
Three decades ago, Italian designer Massimo
Tamburini crafted the Ducati 916, a milestone
that etched its place in Ducati’s history and set
the stage for future sportbikes from the renowned
brand. In honor of the 30th anniversary of the
iconic 916, Ducati is unveiling the 2024 Ducati
Panigale V4 SP2 30th Anniversario 916, a limited
edition of only 500 units, adorned in a special livery
inspired by Carl Fogarty’s victorious ride in the
1999 Superbike World Championship.
The heart of the 30th Anniversario 916 is the
same liquid-cooled 1,103cc Desmosedici Stradale
90-degree V4 found in the Panigale V4 SP2,
boasting a claimed 210 hp at 12,500 rpm and
90.6 lb-ft of torque at 11,000 rpm. What sets this
celebratory edition apart are several distinctive
features, including the captivating tricolor fairing
and white numberplate reminiscent of the 1999
Superbike World Championship 916. The tank
cover proudly displays the laurel logo as seen on
the original 916, and a modernized 3D-like effect
adds a contemporary twist to the fairing logo.
Crafted for performance excellence, the
motorcycle features top-tier components, including
a billet aluminum racing fuel tank cap, air ducts
for front brake cooling, and wings with a doubleprofile
design. The carbon-fiber 5-spoke wheels
reduce weight significantly, enhancing overall
performance. The braking system comprises two
330mm front discs paired with Brembo Stylema
4-piston monoblock calipers, Bosch Cornering
ABS EVO, and a Brembo MCS 19.21 master
cylinder with a remote adjuster.
The Panigale V4 SP2 30th Anniversario 916,
weighing 381 lb according to Ducati, maintains
a seat height of 33.5 inches, a wheelbase of

NEWS DESK
57.8 inches, and a 24.5-degree rake with 3.94
inches of trail. The motorcycle features Öhlins
NPX25/30 43mm fork and an Öhlins TTX36
rear suspension unit, both with electronic
compression and rebound damping adjustment.
Pirelli Diablo Supercorsa SP tyres wrap around
the 17-inch wheels.
This exclusive motorcycle includes the Ducati
Quick Shift Up & Down, a Ducati Data Analyzer+
system for rider performance tracking, and comes
with a track-ready kit featuring billet aluminum
mirror caps, a license plate holder removal kit,
and an open carbon clutch cover. The single-seat
configuration is complemented by adjustable
billet aluminum footpegs.
Each bike is uniquely engraved with a billet
aluminum steering plate showcasing the model
name and number, accompanied by a certificate
of authenticity and a bike cover. The 2024 Ducati
Panigale V4 SP2 30th Anniversario 916, limited to
500 units, will be available with an MSRP of $45,995
(+/- R850k), hitting dealerships in March 2024.

NEWS DESK
NEW BIMOTA TERA; SUPERCHARGED
ADVENTURE-TOURER
In 2022, Bimota unveiled the Tera concept,
signaling a shift beyond sportbikes into the
realms of touring and adventure. Fast forward to
EICMA 2023, and the Tera has materialized in all
its grandeur. Notably, Bimota has successfully
translated its sleek and unconventional styling,
reminiscent of sportbikes like the Tesi, into the
adventurous domain of touring models.
Similar to the Bimota Tesi H2, the new Tera
incorporates technology from Japanese
manufacturer Kawasaki. At its core is a 999cc,
liquid-cooled, fuel-injected, inline-four cylinder
engine with a supercharger, delivering an
astounding 197 horsepower and 101 pound-feet
of torque. With such power at its disposal, Bimota
ensures the Tera is equipped to handle the
performance demands. The suspension features
a distinctive front end borrowed from the Tesi,
including an Ohlins TTX 36 gas-charged shock

NEWS DESK
with an external reservoir. A comparable setup
manages the rear suspension. In the event that
the Tera’s suspension needs are not met, Bimota
provides an optional semi-active suspension
system from Marzocchi, increasing wheel travel
to 145mm and 165mm at the front and rear,
respectively. The standard Ohlins system offers
114mm and 135mm of suspension travel at the
front and rear.
With nearly 200 horsepower, the Tera is designed
to come to a swift stop, boasting a Brembo
braking system equipped with Kawasaki’s
Intelligent Anti-lock Braking system (KIBS). The
setup comprises two four-piston Brembo Stylema
calipers gripping semi-floating 330-millimeter
rotors, with a single two-piston caliper at the rear.
Turning attention to the Tera’s aesthetics, it
aligns with Bimota’s distinctive design language,
featuring a unique front end and a menacing
fascia. The bike exhibits a muscular design with
visual mass concentrated at the front. The Bimota
Tera will be available in two versions – one in
red with road-focused touring tires and another
adventurous khaki version equipped with built-in
side panniers.
Given its exclusivity, the new Bimota Tera
may pose a challenge to acquire, and official
pricing information has yet to be disclosed. For
enthusiasts keen on owning this model or any
other exclusive Bimota machines, the company’s
website or authorized dealers provide avenues for
exploration.

NEWS DESK
MV AGUSTA LXP ORIOLI: THE 9.5
CONCEPT COMES TO LIFE
Two years after unveiling the Lucky Explorer
9.5 concept, MV Agusta has revealed its first
production adventure motorcycle, the LXP Orioli.
Named after four-time Dakar winner Edi Orioli, the
931cc three-cylinder bike draws inspiration from
the Cagiva Elefant that propelled Orioli to victory
in 1990. This machine is set to be the precursor
for a range of models sharing the same engine.
Limited to just 500 units, each priced around
€30,000, the LXP Orioli carries the signature of
Orioli and a certificate of authenticity, making it
more of a coveted collectors’ item than a direct
competitor to models like the KTM 890 Adventure
or BMW’s F900GS.
While sharing only a few components with MV
Agusta’s existing 798cc triple, the new 931cc
engine weighs a mere 57kg, producing 122.3bhp
at 10,000rpm and 75.23lbft of torque, with 85%
available from 3000rpm. The engine features
counter-rotating crank technology, DLC-coated
cams, and a hydraulic clutch. MV Agusta plans
to incorporate variations of this engine in other
naked and sporty derivatives.
Controlling the power on and off-road is a six-axis
IMU, offering lean-sensitive electronic aids, five
levels of on-road traction control, two for rough
terrain, and one for rain. The bike includes three
default rider modes and a ‘Custom All-Terrain’
setting. Engine braking, cornering ABS, and more
can be adjusted via a mobile-connectable 7-inch
color TFT dash and LED backlit switches.

The steel alloy perimeter frame houses the
engine, featuring a removable rear subframe and
fully adjustable Sachs front and rear suspension
with 210mm of travel at each end. The bike offers
230mm of ground clearance and an adjustable
seat height ranging from 850mm to 870mm.
Equipped with tubeless Takasago Excel rims (21-
inch front, 18-inch rear) fitted with Bridgestone
Battlax Adventurecross AX41 tires, the LXP
Orioli relies on Brembo Stylemas for braking.
The package includes aluminum side cases
with 39 liters on the left and 32 liters on the
right, accommodating the exhaust. A special
Termignoni option is available to reduce the bike’s
weight by over 4kg.

NEWS DESK
PUIG REVEALS DIABLO, HIS VISION OF
THE MOTORCYCLE OF THE FUTURE
The accessory manufacturer Puig presents a new
design concept that will mark its future products
and that aims to open the debate on the features
and accessories that the motorcycles of tomorrow
must have.
The spectacular Diablo is the first result of this
EVERFLOWING DESIGN project, created with
exclusive accessories for a riding experience and
improved aerodynamic performance.
Under the name EVERFLOWING DESIGN, Puig
has just presented its most ambitious design
project materialized in the Diablo, an exercise in
creativity without limits developed by the brand’s
design department. True to its philosophy of
improving production motorcycles both in terms
of aesthetics and performance, Puig’s designers
and engineers have let their imagination run wild
to show what the accessories of tomorrow’s
motorcycles will be like.
The Diablo is a motorcycle that leaves no one
unmoved. Developed from a Yamaha MT-09 SP,
Puig has modified the riding position after an
ergonomic study to improve aerodynamics and
rider protection. As an exercise in style of the
reference firm and specialist in accessories, it
incorporates a whole series of elements, such
as innovative mobile wings, to shape a dream
naked motorcycle that offers an improved riding
experience and performance.

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“With involvement and passion. The DNA of a
family business like ours, which today is leaded by
the second generation with the same commitment
from the beginning to be a benchmark for
motorcycle accessories worldwide”, pointed out
Joan Puig, Commercial Director of Puig during the
presentation ceremony of the Diablo.
In the words of Berta Perarnau, head of design:
“This is the first time that we have faced such a
free design project, it has been a very interesting
challenge and learning for the whole team that
has allowed us to see what we are capable of
doing and new lines of design and many ideas for
the future have emerged from it.”
For his part, Miquel Vallribera, main designer,
highlights that “we wanted to open the debate
on what the motorcycle and accessories of the
future can be like, showing how we imagine it
at Puig and the result, the Diablo, I think is the
perfect exponent, with active aerodynamics,
protection, functionality, and aesthetics as
designing principles”.

NEWS DESK
NEW TIGER 900 RANGE FOR 2024:
TRIUMPH RAISES THE BAR
Delivering more power, torque, capability and
comfort, the new Tiger 900 range from Triumph
Motorcycles is raising the bar for middleweight
adventure bikes in 2024. The new line-up
includes the Tiger 900 GT, GT Pro and Rally
Pro, each providing a significant step-up in
performance and specification.
The Tiger 900’s trademark three-cylinder engine
has received a major update, including revised
engine components, which provides 13% more
power than the previous generation, giving 108PS
of peak power and a higher peak torque of 90Nm.
The new engine also offers greater tractability
lower in the rev range. With its T-plane crank and
offset firing intervals, the Tiger 900 maintains
its characterful and distinctive performance
and sound, as well as achieving enhanced
performance throughout the whole rev range and
up to 9% better fuel economy.
All-new active safety features provide more
capability across the range, including enhanced
braking for better control and reduced stopping
distances, and a new emergency deceleration
warning system, which activates the hazard
lights when braking rapidly and automatically
deactivates when you pull away.
New marker lights provide a prominent silhouette
especially at night and in poor visibility. The new
range also features new 7” TFT instruments, with
new graphics and menu system and a new USB-C
cockpit charger, as well as My Triumph Bluetooth
connectivity as standard on all models.
The new rider seat is flatter and roomier, with
heated seats on both Pro models, designed
specifically to provide more long-distance
comfort. With 20mm adjustability on the seat
height for all models, and an accessory heated

low rider seat available which reduces the seat
height by a further 20mm. This offers GT models
with a potential seat height as low as 800mm,
which combined with the narrow stand over width,
improves accessibility.
A new damped handlebar mounting system
creates a more comfortable ride, plus the
enhanced handlebar position on the Rally Pro,
with the bars 15mm closer, facilitates a more agile
ride while sitting or standing.
Bringing even more Tiger attitude, the 2024 range
has new bodywork across the beak, cockpit
and side panels in an integrated design that
gives each motorcycle an aggressive, adventure
focused stance. New contemporary and dynamic
paint schemes and graphics complete the look.
A new Akrapovič silencer heads up the
comprehensive list of more than 50 accessories,
plus customers can choose from four tailored
accessory packs, the Performance, Protection,
Trekker and Expedition kits.

NEWS DESK
WORLDSBK’S FRESH APPROACH
AND NEW REGS FOR 2024
Race on Sunday, sell on Monday. When the FIM
Superbike World Championship started in 1988,
motorcycle sales in Europe and North America
were still dominated by sportsbikes. Back then
winning machinery on the track translated into the
sales of bikes on the roads. The world is different
now but the challenge facing manufacturers
is to find a way to showcase their speed and
development. No-one in WorldSBK disputes
that the resources Ducati has ploughed into the
WorldSBK programme deserves success but is it
what’s best for the series?
MINIMUM COMBINED WEIGHT AND FUEL
CHANGES: two major headlines for 2024
Solving a problem of a dominant team and
rider isn’t a new challenge in WorldSBK. With
Alvaro Bautista (Aruba.it Racing – Ducati) all but
confirmed as a double WorldSBK Champion,
the series has made moves to create a more
competitive field in 2024. The new technical
package for 2024 – set out by the FIM, Dorna
WSBK Organisation the MSMA and wider
members of the SBK Commission – is headlined
by the introduction of a combined bike and rider
minimum weight limit, similar to what we already
have in the Supersport and Supersport 300
classes, but there is also a collection of other
technical regulations which should help. In a bid
to increase the importance of fuel consumption
and reducing performance there has been
a reduction of three litres to fuel capacity.
Combined with the introduction of E40 fuel (40%
Ethanol) it will be an interesting engineering
challenge for teams to maintain performance for
the full race distance.

NOT ANTI-BAUTISTA: moving with the
times and needs
It’s easy to view the changes in a vacuum and
think this is an anti-Ducati or anti-Bautista shift in
ideology. It would also discount what we’ve seen
in the past. This is just the latest in a long line of
such changes. When Kawasaki had the dominant
bike, from 2012 until 2018 the green machine was
the best bike on the grid, the attention they faced
was on par with Ducati now. With the dice rolling
slightly differently, Tom Sykes could have been
a triple World Champion before Jonathan Rea
started his run of six consecutive titles.
For Sykes, the changes – which saw limits to
development of the crankshaft, fixed gear ratios
and lower revs – hurt him. He moved from being
the top dog in the series to a supporting cast
member. That Rea could still win showed his
talent and speed but year on year the ZX10-RR
was restrained more and more. It was subtle and
gradual rather than the new raft of changes.
PREVIOUS SPORTING CHANGES: not just
different on the face of it
Whilst the technical changes were gradual, the
sporting changes were where the real teeth
of regulation changes were made. For 2017,
the podium finishers from Race 1 had to start
Race 2 from the third row of the grid. Coming
through the pack would, in theory, make for more
exciting races and make it harder for one rider to
dominate. It didn’t quite work out that way and as
a result, the Superpole Race was introduced with
an extra 12 points available each weekend. It has
helped to maintain a title race for longer. The 10-
lap race has been a great success and something
that has genuinely been met by enthusiasm by
teams and riders.
LOOKING AHEAD: testing starts
immediately after Jerez
Hopefully the new technical package for 2024
will be met with similar success. The goal for
manufacturers in the series is to sell more
motorcycles. If you aren’t winning races and
showing your speed it’s harder to sell bikes. The
new package should maintain integrity, create a
more competitive balance front to back and still see
the best team and rider winning. We might have
one round to go in 2023 and a World Champion to
be crowned but I’m already excited for 2024. With
two days of testing coming immediately after the
race it will be interesting to see the testing plans
for manufacturers. It’s highly unlikely that teams
will bring full specification of machinery for 2024
but they’ll use the test to evaluate some new parts
and gear up for the full winter testing which started
straight after the final round at Jerez....

NEWS DESK
THE FUTURE STARTS NOW:
JEREZ WORLD SBK TESTING
Day one of testing at the Circuito de Jerez –
Angel Nieto turned into a bit of a damp squib
after rain fell on the MOTUL FIM Superbike
World Championship field in Spain. Running was
severely limited with riders taking to the track
only in the morning, with Remy Gardner (GYTR
GRT Yamaha WorldSBK Team) setting the pace.
Elsewhere, there were three crashes at Turn 13
with Garrett Gerloff (Bonovo Action BMW), Alvaro
Bautista (Aruba.it Racing – Ducati) and Jonathan
Rea (Pata Yamaha Prometeon WorldSBK) all
going down; two-time Champion Bautista bringing
out the red flags.
YAMAHA ON TOP: three R1s in the first four
positions as Rea makes debut
While all eyes were on the Pata Yamaha garage
for Rea’s debut with the team, the GYTR GRT
Yamaha WorldSBK Team were continuing their
impressive form from the Spanish round with
Gardner and teammate Dominique Aegerter in the
top three. The #87 led the way with a 1’39.837s
as he completed 25 laps, while Aegerter, fresh
from his double podium celebrations on Sunday,
was 0.269s back. The #77 had some new items
to try for Yamaha and also the GRT Yamaha

team, while there was also a different swingarm
available to allow for different linkages. Next door
at the factory Yamaha team, Rea was fourth after
completing 12 laps. His time of 1’40.302s was
0.465s down on Gardner as the Northern Irishman
focused on getting comfortable on his new bike
after spending so long with the Kawasaki ZX-
10RR. Brad Ray (GMT94 Yamaha) was also in
action on the YZF-R1 machine, completing 27
laps and setting a 1’42.295s.
RINALDI LEADS DUCATI CHARGE:
Independent star second, Bautista fifth
after crash
Michael Ruben Rinaldi’s future with Motocorsa
Racing was only announced on Monday
afternoon, but the #21 wasted no time in getting
on track with the team. One of the first to leave
the pits when the session started at 10am Local
Time (GMT+1), the five-time race winner was
consistently at the sharp end of the timesheets.
His best time was a 1’40.034s to take second spot
after lapping 36 times, the most of anyone. Down
the pitlane at the Aruba.it Racing – Ducati squad,
Bautista was fifth. He set a 1’40.564s but his day
was disrupted by a Turn 13 crash which briefly
brought out the red flags. Despite this, he racked
up 24 laps. His new teammate, Nicolo Bulega,
took eighth spot with a 1’41.244s, lapping around
seven tenths slower than his two-time Champion
teammate. His plan was to understand the V4
R more on Tuesday and adapt his riding style,
while also aiming for a good base setup. Tuesday
marked Andrea Iannone’s (Team GoEleven) return
to a race bike in difficult conditions, with ‘The
Maniac’ setting a 1’41.922s and racking up 26
laps. His plan was to complete a lot of laps and
rediscover the feeling, but despite completing
one of the highest totals, the weather disrupted
this plan. Also, from WorldSSP, Adrian Huertas
(Aruba.it Racing WorldSSP Team) was testing as
the first time as a Ducati rider. He completed 30
laps with a 1’44.157s on the Panigale V2.
GERLOFF HEADS BMW DUO: Redding makes
Bonovo Action BMW debut
American star Garrett Gerloff’s (Bonovo Action
BMW) recent form has been nothing short of
stellar, often finishing as the top BMW rider,
or fighting for that honour, since the August

NEWS DESK
break. He was the lead rider for the German
manufacturer on day one as he finished in sixth
place after posting a 1’41.193s. However, most
eyes would’ve have been on the rider next to him.
Scott Redding made his first appearance with the
Independent BMW outfit after his switch from the
factory team, with the Brit in a new environment
but on the same M1000RR machine. The #45 was
ninth after setting a 1’41.333s, with just two tenths
separating the teammates.
LOWES LEADS BASSANI AT KRT: the #47
makes his factory team debut
Alex Lowes (Kawasaki Racing Team WorldSBK)
heads into the new season as the de facto team
leader at KRT, and he was the faster of the two
on day. He took P7 as he completed 14 laps with
his best time, a 1’41.229s, almost 1.4 seconds
back from Gardner’s fastest time. Teammate Axel
Bassani, making his first appearance with the
team, was three places and six tenths down on his
teammate. There’s been a reshuffle of staff within
the KRT box. After working with Marcel Duinker
for four seasons, Lowes has moved into Pere
Riba’s side of the box with Bassani working with
the Dutchman for his maiden campaign.
MACKENZIE THE LONE HONDA: back on a
WorldSBK machine
After a year in WorldSSP with the PETRONAS
MIE Racing Honda Team, Tarran Mackenzie tried
out the team’s Honda CBR1000RR-R machine
at Jerez. He’s tested the bike before, notably at
Misano when he stood in for Eric Granado and
Hafizh Syahrin, as well as with Honda in testing
for the Suzuka 8 Hours. The #95 was the slowest
rider in the WorldSBK field on Tuesday as he set a
1’44.266s and completed just seven laps.

After a disrupted day on Tuesday things were
more of the same on Wednesday morning until
around midday local time, when the MOTUL
FIM Superbike World Championship riders took
advantage of a drier track to complete, for the
most part, around six hours of valuable running
time at the Circuito de Jerez – Angel Nieto. Remy
Gardner (GYTR GRT Yamaha WorldSBK Team)
was again the quickest rider as he used an SCQ
tyre to full effect, while Nicolo Bulega (Aruba.
it Racing – Ducati) and Andrea Iannone (Team
GoEleven) put in their own impressive times on
day two.
GARDNER LEADS THE WAY: #87 goes
quickest again, Rea P5
Yamaha had enjoyed a strong showing at the
Spanish Round last weekend and that’s continued
into day two of testing. Once again, Gardner was
the lead rider on the YZF-R1 machine, and the
fastest of everyone. His time of a 1’38.448s was
two tenths away from the all-time lap record and
under Bautista’s pole time from Saturday as he
led the field by 0.278s. Teammate Dominique
Aegerter was in tenth place despite his strong
pace on day one, with the #77 having a Turn 1
crash. It provided a small disruption to his day, but
he was able to return to track action on his second
bike. Jonathan Rea (Pata Yamaha Prometeon
WorldSBK) had another fruitful day on his first
appearance with Yamaha, finishing in third place
and lapping in 1’39.179s with his last lap of the
day as he continued adjusting to the R1. Brad Ray
(GMT94 Yamaha) had a quietly strong day as he
finished inside the top ten, setting a best time of
1’40.007s and lapping the Jerez venue 59 times.
Valentin Debise (Evan Bros. WorldSSP Yamaha
Team) was second in the WorldSSP field, joining
Adrian Huertas (Aruba.it Racing WorldSSP Team)
and finishing six tenths back.

NEWS DESK
ROOKIES LEADS DUCATI’S CHARGE: Bulega
impresses, Iannone shines
Bulega was one of the stars on Wednesday as
the #11, on only his second day as a factory
Ducati rider, posted a 1’38.726s using Pirelli’s
SCQ tyre. His time was only a tenth down on
teammate Alvaro Bautista’s pole lap from just
a few days ago. Both riders tested from 14:00
(Local Time, GMT+1) onwards to use half-a-day
of their allocation. In total, Bulega completed 52
laps while Bautista, who had a focus on the 2024
ruleset, was in seventh place with a best time
of 1’39.962s, which included a long run on the
SCX tyres as he racked up 48 laps. Elsewhere,
Andrea Iannone (Team GoEleven) was fifth on
his Panigale V4 R. Lapping in 1’39.335s, the
#29 had been as high as third on a couple of
occasions before other riders usurped him as
he completed 70 laps. ‘The Maniac’ was one of
the first to take to the track in the morning but
his meaningful running came in the afternoon.
Michael Ruben Rinaldi’s (Motocorsa Racing)
life back at an Independent Ducati continued
with sixth on Wednesday as he lapped 1.359s
down on Gardner’s best time, completing 69
laps. In WorldSSP, Adrian Huertas (Aruba.it
Racing WorldSSP Team) was the fastest of two
competitors. He completed 77 laps as he set a
1’42.470s.
LOWES ON TOP AT KRT: the Brit’s inside
the top four
Alex Lowes (Kawasaki Racing Team WorldSBK)
continued to be the lead KRT rider at the test as
he finished in fourth with a 1’39.211s. The #22
had some different rpm limits to test as the team
looked to 2024, while there were also what he
described as “lots of ideas” to try between now

and January ’24 before it all gets pieced together.
Teammate Axel Bassani was around two seconds
slower than his teammate as he adjusts from
the V4 R to the ZX-10RR machine, with the #47
racking up 54 laps. Between them, Lowes and
Bassani completed more than 120 laps to gain
important information heading into their next test.
REDDING THE FASTEST BMW: #45 leads
teammate Gerloff, the American crashes
Just two BMW riders took to the track during
the two-day test, with Scott Redding making
his Bonovo Action BMW debut alongside
new teammate Garrett Gerloff. It was the #45
who finished as the lead rider for the German
manufacturer as he took tenth place with a
1’40.291s, around half-a-tenth quicker than his
teammate. The #31’s day was disrupted by a
crash in the final 30 minutes at Turn 3 with the
bike brought back to the pits on a truck. His best
time was a 1’40.334s to take 11th place. The
American had hoped to work on some setup
items on day two of the test following yesterday’s
limited running.

NEWS DESK
RETURN OF THE MANIAC:
ANDREA IANNONE’S WORLD
SBK TEST DEBUT
Andrea Iannone (Team GoEleven) returned to
the track as some of the MOTUL FIM Superbike
World Championship paddock remained at the
Circuito de Jerez – Angel Nieto for two days of
testing. The #29 was one of these and he enjoyed
a strong day two in Spain, running inside the top
three on occasions on Wednesday and finishing
the day in an impressive fifth place after getting
to try Pirelli’s SCQ tyre as well as being able to
complete a solid six hours of testing.
STRONG SECOND DAY: running in the top
three, finishing P5
‘The Maniac’ was one of the first to venture onto
the track when the green flags waved at 10am
Local Time, but, with wet patches still on the
circuit from rain on Tuesday, completed just an
in and out lap. His action really got underway
at around midday, as it did for the rest of the
competitors, with the sun shining and the track

getting drier as the day progressed. In the end,
Iannone put in a 1’39.335s to claim fifth, although
he was in the top three a couple of times on
Wednesday.
Discussing his day, where he completed 69 laps,
the Italian admitted he was a bit surprised about
his performance: “It was really fun, I enjoyed today
a lot. My feeling with the bike improved exit by exit
and run by run. It’s really interesting because I’m a
little bit surprised about the result, also the feeling
with the tyre and everything. We have a lot of
work in front of us, but we start from a really good
point. It’s good.”
THE GOALS FOR 2024: “we have really
big ambitions…”
The 2024 season will mark Iannone’s return
to competition after four years away and, after
Wednesday’s running concluded, discussed
his and the Team GoEleven’s potential for next
season as well as where he wants to be in the
pecking order. He also expanded on what’s
impressed him so far in his two days on the
Panigale V4 R and using Pirelli tyres as he looks
to be in the best possible shape ahead of his
racing return next year.
Discussing ambitions, potential and pleasant
surprises, ‘The Maniac’ said: “We have really big
ambitions. I want to comeback, but I want to try to
comeback at a high level. I want to achieve these
results and I want to try to arrive at the top. In any
case, I know it’s really difficult because the level
is really high. Everybody is close but, I think, for
us and the first test, it’s difficult to achieve a little
bit more. The bike impressed me on the positive
side, and also the tyres. They’re friendly. You felt
where the limits of the tyres are and the bike and I
think this is a good point.”

NEWS DESK
BAUTISTA: ‘IT’S NOT EASY IF
YOU ADD 7KG, THE BIKE FEELS
DIFFERENT…’
With the MOTUL FIM Superbike World
Championship remaining at the Circuito de
Jerez – Angel Nieto for two days of testing, it
gave some riders the chance to evaluate the
new 2024 regulations. One of these was Alvaro
Bautista (Aruba.it Racing – Ducati) with the
double Champion looking at next year’s rules,
including adding weight to his Panigale V4 R.
After Wednesday’s action had concluded, the #1
explained how his team were working with the
additional weight and how it impacted him on
track.
A NEW CHALLENGE: “the bike feels different
especially in the fast corners”
The newly-announced rules for 2024 include
a new weight system, where riders under the
reference weight of 80kg have to add 50% of the
difference. The reigning double Champion said
previously that he would like to try the new rules,
especially when it comes to weight, and he was
able to start that on the second day of Jerez test.
The Spaniard finished the day in seventh place
after setting a best lap of 1’39.362s, 1.5s slower
than Remy Gardner’s (GYTR GRT Yamaha
WorldSBK Team) fastest time, as he completed
58 laps.
Expanding on how he and Ducati worked towards
the new regulations, Bautista said: “Today, we
were focused on the 2024 regulations especially
with the weight. We tried many solutions with the
weight. Putting some weight on some areas of the
bike, also trying inside the engine, and did many
tests to understand how the bike’s working. It’s
not easy because when the bike’s working well,
if you add 7kg, the bike feels different especially
in the fast corners. We made some distribution
to have more data and we got that data for this
winter to try to work and try to see what could be
the base for starting 2024.”
WHERE THE DIFFERENCE COMES: fast
corners, but anywhere else?
With the Ducati star now able to talk about the
difference the additional weight makes, he spoke
about the differences he felt on the Panigale V4
R compared to when he was riding without it. In
his first answer, he alluded to feeling different in
fast corners and he was later asked where else
on track he might feel a difference, such as under
acceleration, or if it makes bringing updates and
changing the setup more difficult.
Discussing this, he said: “I didn’t feel a difference
on acceleration, I think it’s more the inertia I feel
on the fast corners. Especially here at Jerez,
the fast sector, I felt it was more difficult. But on
acceleration, there’s not a big difference. Also
under braking, there’s maybe more inertia to stop
the bike but, for me, I struggled more in the fast
corners. At the moment, there are no updates
from Ducati. We are focusing on this. They now
have a lot of data from today and they have to
analyse and play with the setup of the bike. We
didn’t touch anything on the bike, just put the
weight and changed the area where we put the
weight. Now we have to start to think about the
setup to have a better feeling with the bike.”

TYRE TALK
TP

POWERED BY
YRE
RESSURES
How often should we check tyre
pressure? What time is best to
check? Should we follow the different
manufacturer recommendations? Is it
the same for all motorcycles?

The only contact between our motorcycles and
the surfaces they travel on is its tyres. And unlike
cars, which have four wheels and are supported
on a flat surface, motorcycles only have two and
the area of contact with the road is curved so that
we can tilt them on turns and other manoeuvres.
That’s why safety while riding a motorcycle
depends not only on the state of the tyres but on
their respective pressures, which for the majority
of bikes isn’t the same for the front and rear
wheels.
On top of that, the tyres’ area of contact with
the surface we’re riding on is quite small, so it’s
fundamental that they have the proper pressure.
And at the same time, they should be adjusted
depending on the type of bike, the usual speed,
and the total weight of the bike and rider. We
should also consider additional factors like
passengers, luggage, and other approved
accessories added to our bike. In that regard, we
always have to take into account the maximum
load of the vehicle, which should appear in its
technical data sheet and which should never be
surpassed. To calculate this, we should consider
the total weight of the rider, passenger, luggage,
and any accessory installed on the bike such as
tail bags, panniers, security elements, etc.
What happens if the tyre pressure is lower
than recommended levels?
If we ride our motorcycle with improper pressure,
it could cause us to lose control of the bike
and possibly get into an accident, so it’s very
important that we don’t let this important aspect
slip. If we ride with a low front tyre, we may notice
that the bike understeers, or in other words,
that it’s difficult to stick to the inner curve when
making turns and the bike tends to hug the
outside of lines on the road before it should.
When it’s the back tyre that’s low, the sensation
of struggling to manoeuvre the bike on turns will
be even more obvious; and it will be hard to tilt
the bike and balance it from one side to another
on turns.

And, of course, if the pressure are low on both,
the bike will generally be difficult to ride and will
feel like it’s braking, even when pushing it with the
engine off.
And if the tyre pressure is too high?
In the event that we drive with higher-than-ideal
tyre pressure, it’s most likely that we won’t have
trouble when it comes to handling turns or leaning
the bike from one side to the other. What we will
notice is that bumps and other irregularities in the
asphalt will be felt more intensely, which is to say,
we lose driving comfort, directly affecting our own
comfort.
On the other hand, we have to keep in mind
that riding with incorrect pressure could cause
improper wear on the tyres. If the pressure is low,
the sides of the tread will wear more than they
should; and if the pressure is high, the centre
of the tread will wear first. Additionally, low tyre
pressure increases petrol consumption since
there is greater friction.
How often should we check tyre pressure
on our bikes?
To keep our bikes healthy, it’s typical to read in
the owner’s manual that tyre pressure should be
checked before every use and always adjusted
when necessary, but in reality that’s not necessary
if we use our bike daily and with great care. If
that’s the case, checking tyre pressure every 10
to 15 days should be sufficient. If we only ride on
weekends, then yes, it’s recommended that we
have a look each time before we hop on. And if
the time between one use and another is even
greater, that’s even more reason to verify that the
pressure is correct every time we plan to take a
ride. It’s not unusual that a sitting motorcycle’s
tyres deflate faster than one that’s used daily.

How can we measure the
pressure of
our tyres?
Not everyone who rides has an
air compressor at home with a
good quality pressure gauge
to ensure proper pressure.
Many of us need to check
our tyre pressure at service
stations or at a trusted shop.
If we do it at a gas station,
many times the machines
aren’t so easy to use, so
it’s recommended that you
over-inflate them, then adjust the
pressure manually with your own pressure gauge.
These instruments, which cost around R200 from
Bike Tyre Warehouse, are small in size and weigh
little. There are analogue and digital versions;
and they’re usually pretty simple to use. They can
decrease pressure, but they don’t increase it, so
you have to be careful not to release too much air
than you should.
It’s true that on some bikes, getting
to the valves can be tricky, given the
wide-diameter brake disks and the
design of the wheels. To make this
task simpler, you can install some 90
Degree Valve Extensions, R60 each,
which are angled to the outside of the
tyre and help us to check the pressure
easily and reliably. To avoid spending too
much money putting them in, just have
them installed the next time you change
tyres.
How should motorcycle tyre pressure
be measured?
Tyre air pressure should be checked and adjusted
when tyres are cold, that is, when they are at
ambient temperature. If we have no other choice
and need to check the pressure when the tyres
are hot, we should always keep in mind that the
pressure may be increased by between 0.2 and
0.3 kgf/cm2, which means we should inflate them
just over the proper pressure.

Once you’ve
compared the
pressures, you
should also check
to see if the valves are leaking. We
can do this just by listening, but it’s
more reliable if you wet them a little
with water, or if you don’t have any, with
some saliva. If we detect a leak, it’s most likely
we can stop it by pushing the valve core with a
special key. This simple tool takes up very little
space and costs around R60, so you should
definitely have one on hand. A similar and
even easier solution is a cap that has two small
pins for pushing or loosening the valve cores.
Regardless, we should tighten the caps well
on each valve to avoid dust from getting in and
losing air from the centrifugal force that the valve
core suffers when the wheel spins at fast speeds.
Today, there are bikes that have valve sensors
that constantly control the pressure and transmit
information to the instrument panel so they
we are always aware of it, even in gear. In the
event that our bike doesn’t have this feature,
there are wireless systems on the market with
two valve caps that have a sensor and a small
LCD screen that lets us know the air pressure
at all times. It alerts us when they are lower than
recommended and also when there is a rapid
loss of air. These “plug and play” systems are
fast and easy to install.
Should we follow manufacturer
recommendations for air pressure?
If so, what is the ideal pressure for
motorcycle tyres?
The most common manufacturer pressure
recommendations are 2.5 kgf/cm2 for the front
wheel and 2.9 kgf/cm2 for the back. These are
ideal pressures for travelling at high speeds on
fast roadways and with the maximum allowed
load. However, if we plan to be on the motorcycle
alone without constantly travelling at high speeds,
we can play with the pressure a bit. If we’re going
to stick to curvy roads and our bike is medium
displacement or not excessively heavy, then we

can lower the pressure up to 2.3 kgf/cm2 for the
front and 2.5 kgf/cm2 for rear. That way, we’ll
ensure that the contact area of the tyre with the
asphalt is greater so the tyres can reach their
optimal operation temperature sooner, thus
improving their grip when tilting the bike on curves
and building traction when speeding up.
When it comes to bigger and heavier bikes like
off-road or Grand Touring, we can lower the
pressure slightly, but no lower than 2.4 kgf/cm2
for the front and 2.7 kgf/cm2 for the rear. It’s
also true that when you ride an off-road bike on
sandy or wet terrains, we can lower the pressure
just a little more, but we shouldn’t forget to
increase it when we get back on the road. For
sport scooters, we can lower the pressures to
2.2 and 2.5 kgf/cm2, and if we’re talking about
even lower displacement bikes, we can decrease
the pressures up to 2.0 and 2.2 kgf/cm2. These
are ideal pressures if we’re going to ride alone
and with little extra load. If that’s not the case, we
should inflate them more and follow manufacturer
recommendations.
If we don’t have our hands on the owner’s manual,
we can follow recommendations from the tyre
manufacturer, which are typically indicated on
the side of the tyre, along with the rest of its
characteristics.

Are they the same for all motorcycles?
Depending on the characteristics of each bike
and the type of tyres it has, tyre pressure can vary.
If we’re going to lower the pressure more than
recommended, we should do it slowly and keep
trying it out to see how our bike responds. This is
easier than it sounds. We just need to find out the
manufacturer recommendation and keep testing it
out from there.
On the other hand, sports tyres that have been
designed to be used on asphalt circuits can
have pressures below 2.0 kgf/cm2 given their
carcasses are designed to support pressures
this low. If we must follow tyre manufacturer
recommendations, the rear wheel should be
inflated higher than the front, unlike on the road.
In this case, we can use pressures of around 1.5
kgf/cm2 for the rear and 1.9 kgf/cm2 for the front.
An interesting fact is that in MotoGP, per
regulations, minimum pressure limits are 1.9 kgf/
cm2 for the front tyre and 1.7 kgf/cm2 for the
rear. These limits are set to avoid teams from
lowering pressures more than they should and
causing major safety issues for riders. In fact, in
the past there have been some high-speed rear
tyre blowouts when riding straight, which forced
a change in the regulations and random pressure
checks at the end of races.

FIRST
RIDE
Words: Shaun Portman | Pics: Ryno Albrecht & George Hadji
BMW M1000R
BRUTALLY
BEAUTIFUL

BMW, a renowned name in the automotive realm, is synonymous with
performance, thanks to its iconic M acronym. In 2021, the German brand
expanded its line of supersport bikes with the introduction of the M1000RR,
designed as the cornerstone for the World Superbike championship. This
groundbreaking model marked a historic moment as the first motorcycle ever to
proudly bear the distinguished M emblem.
Fast forward to the close of 2022, and BMW had once again made waves by
unveiling the world’s inaugural naked bike adorned with the coveted M. Embarking
on dodgy JHB roads, we undertook the exhilarating challenge of unleashing the
full potential of this hypernaked marvel.

POWER
210 bhp @
13,750 rpm
TORQUE
113 Nm
@ 11,000rpm
TANK
CAPACITY
16.5 L
SEAT
HEIGHT
840mm
WET
WEIGHT
199kg

The aggressive looks instantly grabbed my attention
with the new M winglets, which BMW claims not only
enhance aesthetics but also generate aerodynamic
downforce to prevent the bike from taking flight. At
a speed of 220 km/h, these winglets increase the
front-wheel load by 11 kg, providing maximum riding
stability, reducing the tendency for the front wheel to
lift off the road surface, and enabling later braking
and earlier acceleration when cornering.
We previously tested the new spec S1000R a few
months ago and were thoroughly impressed with
the bike as a whole. Thus, our expectations for
BMW’s flagship naked bike were sky-high. The
S1000R, introduced in 2021, shared the 163hp 999cc
inline four-cylinder engine with BMW’s S1000RR
superbike. Some riders found it relatively tame, but
the anticipation grew when BMW announced the
M1000R variant, boasting close to 210hp—a gamechanger
that left enthusiasts, including myself,
grinning from ear to ear. Despite the increased
power, the S1000R and M1000R retained real-world
usability, smooth power delivery, and a comfortable
riding experience, distinct from the overly aggressive
nature of other 200hp-plus bikes in its class. Similar
to the S1000R, the M1000R also features cruise
control and heated grips, enhancing its versatility for
everyday use.
When BMW adorns a vehicle with the M badge, you
can be rest assured you’re in or on the very best.
The 2023 M1000R, BMW’s second M bike, takes the

ADORNED WITH THE
WIDENED EMBROIDERED
TUBULAR HANDLEBAR AND
BAR-END MIRRORS, THE
M1000R IGNITED A GENUINE
DESIRE TO ATTACK. THE
M LOGO IS PROMINENTLY
DISPLAYED EVERYWHERE,
EMPHASIZING THE
UNIQUENESS OF THE RIDE.
S1000R to new heights. Featuring M winglets,
carbon enhancements, lighter wheels, M rear
sets, brake and clutch levers, and a standard
Akrapovic exhaust, the M1000R stands out as one
of the most complete out-of-the-crate packages
in its class. The bike’s aesthetics, coupled with
attention to detail, include the highest-spec blue
M calipers, a Nissin front master cylinder, and the
exquisite Blackstorm metallic paint finish, earning
it a perfect 10/10.
While the ideal testing ground for the M1000R
would be the track, BMW SA’s insurance
constraints led us to the road. Despite this
limitation, the engine’s smoothness and gear
changes with the bi-directional quick shifter were
notable. The increase in power, though not as
dramatic as expected, showcased the M1000R’s
remarkable smoothness. During a test with a
Ducati Streetfighter, we ran side by side, even
edging ahead at stages.
The overall feel was reminiscent of the S1000R,
featuring an aggressive yet comfortable and
upright riding position. Adorned with the
widened embroidered tubular handlebar and
bar-end mirrors, the M1000R ignited a genuine
desire to attack. The M logo is prominently
displayed everywhere, emphasizing the
uniqueness of the ride.

WHILE IT EXCELS IN MANY
ASPECTS, INCLUDING SHARP
BRAKES, A SMOOTH AND
ADDICTIVE MOTOR, AND TOP-
NOTCH QUALITY AND FINISH,
IT DIDN’T DELIVER THE
SIGNIFICANT IMPROVEMENT
OVER THE S1000R THAT WAS
ANTICIPATED.
The M1000R not only produces around 44bhp more than
the S1000R but is also revvier, with peak power delivered
at 13,750rpm. The ShiftCam technology ensures a smooth
power delivery, making it equally easy to ride at low and high
revs. Despite slightly less torque, the M1000R’s engine is
adaptable and easy to manage throughout the rev range,
a rarity for a 200bhp-plus superbike and super naked. The
claimed top speed is 280kph, slightly less at 260kph in our
test, with an impressive 0-200kph time of just over 7 seconds.
The M1000R offers two riding mode worlds: for the road and
the racetrack. With various traditional and additional riding
modes, electronic rider aids, and adjustable slip settings,
the M1000R provides a customizable riding experience. The
electronic suspension and chassis are based on the S1000R,
featuring an aluminum bridge frame, upside-down fork, and
Dynamic Damping Control (DDC). The M1000R handles well
around bends, but some stability issues were noted during
acceleration out of bends to higher speeds. The steering,
particularly at high speeds, felt overly light, causing a subtle
headshake that was consistent across different riders, road
conditions, and wind levels. Despite investigations into
potential causes, including winglets and adjustable steering
damper settings, the issue remained unresolved.
In conclusion, the M1000R is a masterpiece of art and
engineering. While it excels in many aspects, including sharp
brakes, a smooth and addictive motor, and top-notch quality
and finish, it didn’t deliver the significant improvement over
the S1000R that was anticipated. Priced from R377,050.00,
it still offers excellent value for money. Just one look, and it’s
hard to deny its allure.

2ND OPINION: RYNO ALBRECHT
M1000R VS S1000R (23) AND
COMPARED TO MY PERSONAL 2021
DUCATI V4S STREETFIGHTER
I will be honest: When Shaun called me and
asked if I would be keen to go for a typical
Hartbeespoort dam ride with him on a Sunday
morning, I was rather excited because the bike he
would be bringing would be the (relatively) new
BMW M1000R “super” naked.
He arrived at my place, and I got to check the
machine out. At first, I was somewhat sceptical, as
having seen loads of pictures and watched tons
of video reviews, the one thing I did not like on the
bike was the wings.
I can tell you it looks GREAT in person, and those
concerns soon vanished.
I rode the first stage of our ride on my Ducati, as I
had just returned from a deployment abroad for a
few months. I just wanted to get the feel of riding
again on something I knew. Shaun threw me the
keys to the BMW at our first fuel stop and told me
to have at it.

Given I tested the new gen S1000R for the mag
and owned a 2015 S1000R and 2021 S1000RR
for quite some time, I was HAPPY too. The bonus
was that I would be riding the same roads I did
when I tested the S1000R about 2 years ago.
From the start, I noticed how “at home” I felt on
the BMW. The instrument cluster and controls
are similar to my current 1250GS and what I had
on my 1000RR. The riding position was quite
comfortable, even for my unique physique.
We had some open roads, so I decided to
investigate the performance of the M1000R
(within legal limits, I promise!).
I found the bike to have a lot of torque, and she
loved to launch from stops and traffic lights.
The now basically standard quick shifter on the
M1000R was BUTTER smooth, with no missed
shifts, false neutrals or anything nasty. However,
on the test bike we had, I had some issues getting
my big left foot under the shifter now and then, but
luckily, said shifter is adjustable, and if it was my
bike, it would have been set up for me.
The Akrapovic slip-on on the bike gave her a
beautiful inline 4 scream, but not to the extent that
you would go deaf after about 30 minutes of riding.
The machine’s handling was perfect, as you
come to expect from BMW. The bike went where
I wanted to go when I wanted it to. With the riding
we were doing on what was not the greatest of
roads, the suspension soaked up the bumps and
road surfaces while still giving a good feel and
great support under braking.

In the handling department, I picked up a few
points that had me wondering about the M1000R.
Firstly, I noticed quite some vibrations coming
through the handlebars into my hands, which was
odd, as I had nothing like that on the S1000R.
Secondly, the front end felt relatively “light and
loose” at speed, which, again, I find odd given
it has those enormous wings that most modern
performance bikes now come with.
From a comfort standpoint, the bike was
extremely comfortable for being a super naked
sports bike. The bars are in just the right place,
and you don’t have that hunched-over weight on
your wrists superbike thing happening.
The M seat on the bike was also rather plush, and
my behind thanked me after the ride.
The other interesting thing I noticed was, FOR
A NAKED BIKE, the wind buffeting on the chest
and helmet, and thus tensing the neck muscles
to exhaustion, was not as bad as on some other
naked bikes I have ridden in the past.
In conclusion, I find the M1000R to be a great bike,
as you would expect from a premium brand such
as BMW Motorrad. The M looks AMAZING in the
black we tested and made for gorgeous photos.
The dilemma I was left with, and battled for a
week after riding the bike, is whether I would have
the M, or the standard S1000R. I would still go for
the S1000R, but this is purely personal bias.
On the other side of this dilemma, would I sell
my current Ducati Streetfighter V4S and get a
M1000R? I don’t think so.

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Words: Shaun Portman | Pics: Beam Productions
RACING FEATURE
LUMI DUCATI
TEAM LAUNCH

It’s always exciting to witness the launch of new
racing teams, a rarity in the South African scene in
recent years. MRW had the privilege of attending the
unveiling of the Lumi Ducati Racing Team at Ducati
South Africa. This Factory Ducati initiative is the
brainchild of Siphiwe Tom, a passionate motorsport
enthusiast and successful businessman.

Siphiwe’s journey in motorcycling began in 1998,
took a hiatus, and resumed in 2020. He hit the
track in 2021, participating in occasional track
days. In the 2022 MRSSA series, he showcased
his skills on a BMW, securing impressive
results despite missing events due to business
commitments. In 2023, he made the switch to a
Ducati Panigale V4, leading to the inception of the
Lumi Ducati Racing Team.
For a racing outfit’s success, strong partnerships
are essential, and the Lumi Ducati Racing Team
is well-supported by Ducati South Africa, Sigba
Capital, Freckle Eyewear, and more. Geared up for
the 2024 MRSSA racing series, this professional
team is set to make its mark.

The team will feature two riders for the 2024
season. Siphiwe Tom, competing in the fiercely
contested BOTTS class, and Themba Khumalo,
making a return to competitive racing in both the
BOTTS class and the Ultimate Superbike 1000
Class.
Themba Khumalo’s journey is an incredible
tale of success, starting in 2007. From pocket
bike champion to international wildcards, he
has made an impact both locally and abroad.
Despite setbacks, including injuries and funding
challenges, Themba has persevered and
contributed to motorsport as a rider coach.
In 2022, Themba dominated the Zwartkops
Thunderbikes series, winning every race on a
600 against 1000cc Superbikes. Now, he’s set to
officially return to high-level racing with the Lumi
Ducati Racing Team’s Panigale V4S, aiming to put
Ducati back on the podium in South Africa.
As the team embarks on their 2024 campaign,
MRW will keep you updated on their progress
throughout the year. Best of luck to the Lumi
Ducati Racing Team!

Words: KTM Blog (Adam Wheeler) | Pics: Polarity Photo & KTM Images

RACING FEATURE
MOLDING A
MOTOGP BIKE
Red Bull KTM Factory Racing’s Jack Miller is reaching
the end of his first term with the KTM RC16 in
MotoGP. The 28-year-old Australian has now ridden
and taken podiums with three different bikes in the
premier class. What exactly goes into shaping and
creating a race ‘package’ that can top 360 kmph?

Jack Miller provided a shocking sight at the first
round of 2023 MotoGP in Portugal. #43 was
using his new RC16 to leap down the hill like it
was a KTM SX-F, was performing ‘stoppies’ and
bending the motorcycle to his will around the
Algarve International Circuit like a KTM ‘veteran’.
In fact, Miller had only accrued six full days on
the bike before he had to enter the fierce heat of
MotoGP competition, where aerodynamics and
other prototype innovations are still squashing
the best riders in the world together by slithers
of a second. His level of comfort and familiarity
and therefore speed opened the eyes of many
watching, and he’s been a regular at the front of
the MotoGP field ever since.
ack is a talented rider, a multi Grand Prix winner
with 23 podium appearances and a skilled
motorcyclist regardless of the smoothness of
the tires but this adaptation to the character and
idiosyncrasies of a brand new bike was amazingly
quick. Was it just about ergonomics? Was it also
other customization factors? It’s no secret that
Miller and his crew have been chasing the final
tweaks of setup (electronics, balance, chassis)
to convert from a top 7-8 campaigner to a more
consistent podium challenger. “Yeah, that’s been
the story for some GPs this year: I need more, and
how do I get the feeling to be better?” he says to
us, slightly wistfully. “The level is so high, and the
level is always being pushed so you are always
searching for that extra ‘bit’.”

‘Syncing’ with the RC16 was a fresh task this
year and Miller quickly accomplished 80-90% in a
matter of days and weeks. He has been working
and searching for the rest and, of course, it can be
a tricky and drawn-out process of trial and error.
Today we’re interested in the 80-90%, which is
already staggering when you consider the faith
that Jack needs in his motorcycle to explore the
limits of risk.
Jack, the first job with a brand-new race bike
must be ergonomics, right? You need to find
your position and ‘place’ with it…
Yeah, because you are hopping on something
that someone else has ridden. You make it yours
in terms of that first contact by feeling the bars,
levers and pegs. But, to be honest, I don’t like to
make many changes at first and like to roll out and
understand how the bike is…because there are a
number of reasons why it is set up like it is. Then
you start to make changes as you see fit. A lot of
people may have demands; like the seat being
at a certain height or the levers at a certain angle
but I think those settings are usually from another
motorbike. I think you have to swallow your pride a
bit and understand how the bike feels and works
before you start to mold it.
Being that open-minded must be quite a
discipline…

Sure, but you do that early in your career. I learned
this approach during my years in MotoGP and the
importance of looking in all areas for improvement. If
you don’t then you can overlook a lot of things and miss
stuff.
Is there much scope for personalization with
the race bike?
You
wh
any
Pretty much, and you get down to the nitty-gritty. On
a motocross bike there is not all that much you can
really change. Something like bar bend is, for us, the
angle that we’ll have the clip-ons. I think we have the
freedom to play around a lot more than those guys
[motocrossers] do. They might play with footpeg heights
and it’s the same for us but then we go further than
where the pegs are and the lever positions; we have the
location of the buttons, the dash and then it gets a bit
more complex like where your knees sit in the fuel tank.
Do you get a feel for what you need after just
a few laps?
Definitely. When I rolled out in Valencia [2022 and the
one-day post season test] I felt like I was sat on top of
the front tire! That’s not so much about ergonomics but
the way the bike was setup to be very short and tight.
I told the guys that I could not use the full power of the
brakes like I’m used to or accelerate like I’d want to.
What about saddle and tank shape?
We’re still playing with that now and perhaps now more
than ever. That’s the stuff you refine once you are comfy.
You maybe want a little bit more grip here or support
and contact area there. You never know until you actually
go racing where you ‘are’…I think that’s the same in any
sport when it comes to preparation. If you are putting on
an act then it will soon disappear when it comes down to
the racing; the same if you have been sand-bagging! It’s
just about being as comfortable and as confident as you
can. I find that I talk to myself: “this feels a little better”
or “that doesn’t work” or “I can’t brake here” and you
mentally make notes as you are riding. Your senses are
on high-alert I guess, and you are picking up every little
thing the bike is doing and being as precise as you can.
You then need to remember it and be able to give that
feedback to the boys in the box.

never know until you actually go racing
ere you ‘are’…I think that’s the same in
sport when it comes to preparation.

It must be cool to have something that
advanced and specialized created
specifically for you…
It’s a sick relationship to have. It can be a blessing
and a curse because you can jump on someone’s
else’s bike and think ‘this is a piece of s**t’ or ‘oh,
this is alright’ but when you’ve built a bike yourself
then you have to stick with it and it’s about taking
responsibility. Obviously, we are only as good
as the stuff we are given but that’s when your
feedback and your comments are taken onboard
– and it depends on how good the factory is – then
you should be able to ride and race what you want.
The quality of the bike is also a reflection of
your ability…
You try not to think about that too much…but
obviously it is always there. If you have done
your job properly then there should not be any
questions to ask. You should feel right with your

ike and if you are not then you shouldn’t be able
to pass the blame to somebody else; you are the
one telling them what to do.
By the same token, it must be very rewarding to
develop something that can do the job…
Exactly. It is another one of those satisfying things.
You might not be going great in the races at some
points but you have to remember ‘big picture
things’. When you look back and reflect then it
is pretty cool to have had that opportunity to be
in that position and be at one with a bike and
work on it as much as we do. We have so many
things we can change, tinker and touch. You can
get lost pretty quickly but then that’s when you
have to surround yourself with the right crew. At
the end of the day you are paid to be a rider and
not an engineer. All you can do is give your best
feedback and hope to Christ that the boys can
interpret it right. It is cool to look back and think
‘this thing is f**king fast…and we’ve done that’.

FIRST LOOK
Legend
Status
R1250GS TROPHY

Watch it all on our
YouTube Channel
PRODUCT REVIEW
SCORPION
ADF 9000 AIR
FIRST RIDE
HUSQVARNA
E-BIKES

Words: Shaun Portman | Pics: Beam Productions
FIRST
RIDE

Legend
Status
The BMW GS has always been a giant in the
adventure motorcycle segment, both physically
and metaphorically speaking. By far the most
popular bike in its class, since its release way
back in 2004, and is only getting more popular
by the day. Forty-three years. That’s how long
it’s been since BMW released the first R 80 G/S
to the public- can you believe it? With BMW
having recently released their all-new R1300GS
we thought we would take one last look at the
1250GS, with the revised R1250GS Trophy. The
last revision before the next generation of 1300cc.

I say this every time about the GS, but it’s a
bike you generally always mock or abuse until
you ride it. It is one of the most, if not the most
versatile and adaptable motorcycles on the
market today. You can argue this point all you
want but the facts simply don’t lie. In 2022 alone,
close to 60,000 units were sold worldwide of
the GS and GSA. If that does tell you all that
you need to know about the popularity and cult
following of the GS, then I don’t know what will.
The GS Trophy sets itself apart from a normal
GS with its bright work which is rather eyecatching
and if you were to park a Trophy next
to a standard GS you would instantly see the
difference. The colour you get with the Trophy is
Gravity Blue Metallic, but there’s much more to it
than just paint.
The GS Trophy pays homage to the firm’s GS
Trophy Rally or GS Challenge as it’s better known,
is the ultimate test of man and machine which
puts teams from countries around the globe
against each other in a series of challenges using
BMW’s R1250GS. The ever-popular liquid-cooled
1254cc flat-twin boxer motor with ShiftCam
remains the same, with 136hp and 143NM of
torque. BMW has perfected the motor on the
GS with years of development and adjustments
and the 1250 motor is the best of them to date.
(Not taking the 1300 into account of course).
The Trophy has a wide spread of torque, from
down low to up high in the rev range. The GS
and GSA Trophy are the last iteration of BMW’s
1250GS. The Trophy, which we have on test here
comes standard with spotlights, handguards,
heated rider, and passenger ergo seats as well
as that special livery. In addition, the Trophy is
also equipped with cross-spoke wheels, a sports
windshield, radiator protectors, frame protectors,
and enduro footpegs.

The riding experience is typical GS, and what I
would imagine riding on a cloud would feel like.
The upright riding position and wide handlebars
are extremely well-suited for short or long
distances, in all terrain. The two-section frame,
front- and bolted-on rear frame with the loadbearing
engine has the perfect amount of rigidity
and flex to optimize performance and comfort. We
all know that the GS isn’t the lightest of adventure
bikes, starting at 249kg, but most of the time it
discusses that fact quite well. It is surprisingly
nimble and agile for its weight and handles like
snot sticking to a rug, thanks in part to its frame
but also its electronic suspension which works
wonders and is adaptable to varying conditions.
Speaking about electronics, there is a plethora to
keep you in check on the Trophy as with all the
GS models. LED lights all around, including the

indicators which also double as daytime running
lights, increasing road presence and your
visibility to others while riding. Tarmacked roads,
wet roads, or unpaved gravel roads: Up to seven
riding modes are available on the R 1250 GS to
ensure optimum grip and superior handling at
all times. When the vehicle is stationary, you can
pre-select up to four riding modes individually in
the menu, which you can then select quickly and
conveniently during the journey using the riding
mode button by simply selecting the desired
mode and closing the throttle. The new dynamic
engine brake control provides more stability
and easy control of the bike in the Pro riding
modes; it prevents the rear wheel from slipping
or jerking. And in the new standard ECO Mode,
you get the maximum range from every tank of
fuel. The Enduro mode on the Trophy allows you
to bring the best out of your GS and yourself
off-road by reducing rear wheel slip without
compromising on performance and acceleration.
In addition, it also has ABS Pro and Dynamic
Traction Control, making riding safer under
changing riding conditions.

The R1250GS Trophy is built to last with some
of the best build quality out there. The 7” TFT
dash is easy to navigate using BMW’s navigation
wheel. On the TFT display, the BMW Motorrad
Connected App gives you a clear view of
your navigation and all your data. The large
windscreen can be adjusted using the knob and
offers you protection from changing weather
conditions and the wind in general. Thanks to
the USB charging socket, your cellphone or
electronic accessories will always have charge.
The cruise control works well and is easy to
operate. I also love the quick shifter and auto-blip
which becomes addictive to use and is smoother
at higher revs than lower in the range.
As BMW says: “The R 1250 GS Adventure lives
up to its name. It is robust and easily masters the
challenge, no matter how great. The extensive
equipment options provide you with everything
you need for your journey. Now it’s on you: Make
it your GS.” Starting at just R322 900-00 you too
could own one of the best all-round bikes, ever
produced.

NEW PRODUCT REVIEW
SCORPION
ADF 9000 AIR
Introducing the latest addition to Scorpion’s lineup
of off-road/adventure helmets, the Scorpion ADF
9000, a cutting-edge touring adventure motorcycle
helmet. Alongside its off-road counterparts like the
Scorpion ADX-2, we’ll explore how well this helmet
performs on the open road! Pics & Words by Ryno Albrecht

As a recently converted meerkat, I have been on
the hunt for a decent helmet, trying to figure out
what I like and what works best to protect my
precious little grey matter.
I had an Arai TX4, widely ranted and raved about
as one of the best Adventure helmets on the
market, but it was not cutting it for me. More on
that a little later.
One morning a couple of weeks ago, I got a call
from the team at Henderson Racing Products,
the importers and distributors of Scorpion
helmets. The gentleman on the other side of the
phone prompted me to come and visit and have
a red bull, which I graciously accepted.
On Arrival, the Henderson Racing team, noting
my enthusiasm for being a meerkat “adventure
rider” offered me the opportunity to test the
brand new and soon-to-be-released Scorpion
ADF-9000 Air helmet. This is an opportunity I
GLADLY accepted, as I love trying and testing
new bits, be it bikes, parts, gear, or even routes.
What follows are my impressions of living with
this helmet for quite some time, and riding
dirt, road, highways and byways, commuting,
breakfast runs, adventure runs with mates and
just generally what a new owner of one of these
FANTASTIC helmets can expect.
Firstly, let us cover what you get in the box:
As with ALL premium Scorpion helmets, you
get the helmet itself, the clear visor, a dark
smoke visor and one pin-lock, with the usual
chin curtain, manual, and helmet bag. The
other REALLY lovely thing I found out is that this
helmet has the option (all bits included in the
box) to fit an action camera mount straight to
your chin! That is a pretty cool little feature, as it
means you don’t have to mess about with these
cheap after-market chin mounts, tape, glue,
adhesives and other nonsense!
Now for the details on the ADF-9000 air:
This incredible helmet is Scorpion’s flagship to
their adventure line. It is the sister to their top-ofthe-line
R1 Air, FIM homologated helmet that you

see on race tracks every weekend and features
quite a few of the same things.
The construction of the helmet is done with
Scorpion’s proprietary TCT Ultra process, which
Scorpion describe as: “Scorpion’s next evolution
of TCT fibreglass shell technology. Pre-Preg is
a sophisticated process that places pre-infused
fibre mats in moulds at precise temperatures and
pressures, resulting in a lighter, stronger shell that
provides superior durability and performance.”
For the plain guy riding in the mud, this translates
to a strong, safe, durable outer shell that is SAFE,
light, and comfortable. The Kwikwick III liner
keeps the rider dry and cool on the inside. I can
honestly say the padding in this helmet is some
of the most comfortable I have ever had the
honour of experiencing.
During the LOVELY summer weather we are
experiencing, it wicks the moisture away and
cools nicely with the venting system.
The helmet is well-ventilated, keeping you cool,
with 2 vents on the head and a large chin vent.
Even when working on the slower stuff.
The first GREAT feature on the safety side of
the ADF-9000 air is the titanium double D rings.
Coming from track riding and as someone in
the medical field, I feel these are a must on
all helmets. They are extremely strong and
robust, keeping the helmet in place even during
significant shunts.
Additionally, the ADF is also ECE 22.06 safety
rated from the EU. In meerkat language, it is
tested to a better standard to ensure your IQ
does not drop every time you do.
ECE 22.06 is a comprehensive change that
spans multiple tests, the entire range of sizes
and shells per model, and all the variations in
between. Plus, it’s not just the impact attenuation
or the shell thickness that will be tested, but also
the helmet design, which includes stuff like the
visor, sun visor, chin bar, fasteners, and even the
labels on the helmet.

Both a safety and comfort feature is the weight of
the helmet. The model I tested weighed in at 1550g
with the pin-lock fitted. That’s 100g lighter than
a competitor (which I also own and is NOT ECE
22.06 certified), and you can feel the difference on
your neck and shoulders on longer rides.
One of the other significant factors with
adventure helmets is the peak and the vibration
that comes off it. I can hand on heart say, of all
the ADV helmets I have ridden with and own, the
Scorpion stands head and shoulders above the
rest. The peak is fastened by three thumb screws
for ease of removal.
The vibration on the peak, even at speeds that
would make you buy cool drinks and lunch, is a
non-event. It’s so minimal you can’t notice it.
The other factor that really stood out for me,
even in the first 15 minutes of riding with the lid,
is the fact that the peak does not catch the wind

at all, whereas on a leading competitor (which I
own), if you by accident come out behind your
ADV bike’s screen, and that peak catches wind,
it wants to snap your neck. This impressed me
and made riding at higher highway speeds much
more fun and comfortable.
One of the lovely little details that Scorpion
added to the ADF 9000 air is the drop-down sun
visor for those sunny days. You can keep your
clear visor in place if you plan to get home late.
It also features grooves if you want to ride with
glasses or sunglasses.
The visor has a great quick-release system where
you line it up with tabs on the side of the helmet.
It just pulls off, so there is no fiddling with plastic
screws and catches if you want to put on your
goggles or slip that sexy dark smoke visor.
The action camera mount I mentioned earlier is
PERFECT for capturing those epic rides or just
recording your morning commutes. It is stable
and robust and does not hamper the wearer’s
line of sight.
The ADF-9000 also has pre-cut inserts for
the comms system of your choice. I fitted my
old Cardo Freecom 4 system to it in about 15
minutes. This brings us to the noise factor.
The helmet is pretty damn quiet wind wise, sure
like any adventure helmet, there will be some. Still,
the excellent visor sealing system and great fit
limits wind noise. I enjoyed long rides listening to
my favourite tunes without any issues. I also had
to take some phone calls, one of which was WITH
Mr Henderson himself, and he did not believe I
was doing 1**km/h on a highway at that point.

The ADF 9000 Air, as the name suggests, also
features Scoprion’s proprietary AirFit system,
which gives you inflatable cheek pads for that
ultra-customized fit. “AIRFIT® CHEEKPAD
INFLATION SYSTEM: ScorpionEXO®
revolutionized the helmet market with the
introduction of our AirFit® cheek pad inflation
system. Riders have differently shaped
cheekbones. Using the inflation ball, you can
achieve a snugger fit with fewer pressure points,
so the helmet vibrates and lifts less at higher
speeds. Developed for the everyday rider but
requested and used by world-class MotoGP
racers.”
In conclusion, The Scorpion ADF 9000 Air is one
AMAZING helmet, PACKED with features you
would be really hard-pressed to find elsewhere in
an adventure helmet or beat.
I love this helmet so much that I have gotten rid
of my Arai TX-4, and I have not missed it one bit
in all my time spent riding with the Scorpion.
The Scorpion is lighter, quieter, more
comfortable, offers more to the rider, comes
with a GREAT 5-year warranty (longer than some
premium bikes), and spare parts will be readily
available.
The other highlight of the Scorpion ADF 9000 Air
is the price point. You get ALL of this I mentioned
at the staggering R9500 (recommended retail
price) Incl VAT.
That is a LOT of bang for your hard-earned
rands, and most probably the last ADV helmet
you will buy for a good couple of years.

Words & Pics: Shaun Portman
FIRST RIDE
HUSQVARNA
E-BIKES
Electric bikes are rapidly gaining popularity in the motor industry, and the trend hasn’t
stopped there. Over the past few years, electric power has infiltrated the cycling world,
giving rise to the phenomenon of E-bikes. While E-bikes may not be as prominent in
South Africa, they have become the latest trend in the cycling world, especially in Europe.
In some regions, they’ve even outpaced the popularity of their traditional, humanpowered
counterparts. In this feature we put the new Husqvarna E-Bikes to the test.

One of the most popular and oldest motorcycle
brands, Husqvarna has decided to dip its feet
in this ever-growing pond with its all-new range
of Husqvarna E-bikes. And finally, they are
available here in South Africa, so we decided to
do something a little different and take them for
a spin. Available in a few different variants here
in SA, namely the LC2, MC2, MC4, MC6, and
HC4, they are poised, primed, and ready to mix
it with the very best of them in SA. Chart new
routes and discover new rides on the Light Cross
2. Intuitive handling from the light and agile
aluminium frame and 120mm suspension travel
helps deliver joyful rides on mellow to mediumtype
terrain. The LC2 is fitted with the Shimano
EP6 motor and a Core S1+ 630Wh battery.
The MC2 is an All-Mountain 150mm travel eMTB
that knows no boundaries. A dynamic, aluminium
chassis supports superb handling on every
trail surface with the MC2 coming equipped
with the new Shimano EP6 motor, creating a
powerful but natural ride feel. Intended to elevate
your eMTB experience, the MC4 is at home in
the mountains. Benefitting from the Shimano
EP801 motor upgrade, the carbon frame design
houses the EP801 in an upstanding position to
improve passive cooling and boost performance
capabilities. A new charging port location makes
it easier than ever to charge the 720Wh battery.
The Mountain Cross 6 is the flagship of the
Mountain Cross fleet. Re-designed from the
ground up, it’s Husqvarna’s vision of what
an All-Mountain eMTB should be. A uniquely
formed, full-carbon frame offers an incredibly
intuitive and balanced riding experience, for both
descending and climbing. Now improved further

with the new Shimano EP801 motor, it’s more
responsive and capable on the trails than ever
before. A new charging port allows seamless
charging of the 720Wh battery. And finally, the
HC4. A top-flight E-Enduro bike, with the right
geometry numbers in all the right places, the
HC4 helps build rider confidence when tackling
the steepest and most technical terrain. Mixed
wheel sizes make for dynamic cornering, and the
burly 180/170mm suspension platform soaks up
the biggest jumps. The Shimano EP801 motor
and 720Wh battery ensure all-day fun either in
the bike park or on the mountain.
For this test though I would be riding the MC2,
in Large. Completely stock standard except for
the cleated pedals and I wouldn’t be alone as
I was joined by Sheridan Morais who amongst
motorcycles is also an avid cyclist. Having not
cycled for ages and having never ridden an
E-bike, I was excited to tackle the Wolwespruit
MTB and Trail Park out in Pretoria. The first thing
that struck me about the E-bike was the weight,
especially when comparing it to a normal MTB.
I was baffled as to how I was going to get this
thing up hills and through the trails, not yet aware
of the assistance the E-bike would offer me.

As far as looks go, I am sure that you will agree
that these bikes are a looker! Painted in the
traditional Husqvarna blue and white, they
definitely stood out with their aggressive stance.
The MC2 I had for the morning also benefitted
from Lumo Yellow accents, further highlighting
the aggressive appeal and stance. My own
MTB is also fitted with 27.5“/584mm wheels
so I was eager to compare notes between the
two. The 27.5 wheel is notorious for being a
great compromise between agility and speed.
Since the 27.5 wheel is smaller than a 29 but
larger than a 26, this makes the bike easier to
maneuver, accelerate, and corner. Not that you
can’t do any of this on a 29er, but it’s genuinely
easier to do with a smaller wheel size. A 29er
does roll better though with the main advantages
being a noticeable increase in stability and
rollover ability. At higher speeds, you’re still in
control and you’ll have a smoother ride. Though
these bikes do have slower acceleration, once
you’re there, it’s easier to maintain speed.
Eager to see if these principles would apply and/
or make a difference on an eMTB, we hit the trails.
The frame is a 27.5”, Alloy 6061 with an integrated
Core S1+, 630 Wh, 36 V, 17.5 Ah battery.
Battery life and range vary and depend on use
and rider weight, with 3 riding modes or rather
assistance levels to choose from: Eco, Trial, and
Boost. Eco mode draws the least assistance
from the Shimano EP6, DU-EP600, 250 W, 85
Nm motor, allowing you to maximize your range
with the least assistance. Perfect for those long
flat, boring sections. Trial mode offers way more
assistance and this is where I kept the bike for
most of the time. You can feel the power and
assistance it provides all the way up to the limit
of 25kph(European E-bikes are restricted). You
barely have to pedal and I found myself pedaling
with minimal effort as the silky smooth motor
assisted me perfectly creating barely any rolling
resistance. When we needed to tackle steep and
sometimes rocky inclines, I selected Boost mode
which should be renamed to Beast mode. It was
actually cheating, that’s how easily the MC2
tackled rough and steep inclines. We passed
normal MTBs as if they were going backwards,
without even trying!

The modes are displayed on a Shimano SC-
EN600 LCD-Display(Bluetooth) which also gives
you important information like assistance and
battery level, time, distance, speed, and a service
warning to name a few. You can toggle and
navigate this display by using the Shimano SW-
EN600-L mode switch, mounted on the LH side
of the handlebar. Charging time from empty to
full is around 3.5 hours and the range on a single
charge is over 60km. The larger 720 Wh battery
fitted to some of the models will obviously give
u more range, whereas the smaller 630 Wh
versions will give you less.
Despite being rather heavy ‘for a bicycle’, the
Husqvarna MC2 is rather well-balanced. It’s
stable and pinpoint-accurate making it fun to
jump and rip through the trails. The RockShox 35
Gold RL, DebonAir, Air, 150 mm, tapered fork,
and RockShox Deluxe Select+, Air, 230x62.5 mm
rear shock work in perfect harmony and are both
plush and robust. I would definitely stiffen them
up for my weight, especially the front which I did
bottom out quite often. This can be easily done

and set up according to your weight, etc. The
geometry of the frame is ideal with the perfect
blend of aggression and precision.
The brakes were good considering the extra
weight they have to keep in check, bike and me
included! On the front and rear, you have a SRAM
DB8, 4-piston, Hydraulic disc brake with a SRAM
Centerline, 200 mm, 6-hole rotor. The front brake
isn’t as snatchy or aggressive as you would find
on a normal MTB, maybe something to do with
the extra weight but it does get the job done and
more importantly, is consistent and fade-free!
As you would expect the group set is also top
quality with a SRAM SX Eagle 12-S rear derailleur,
SRAM PG-1230 11-50 T cassette, SRAM SX
Eagle chain, SRAM X-Sync Eagle, 34 T chainring,
Shimano FC-EM600, Aluminum forged, Shimano
EP24 crank arm and SRAM SX Eagle, Single Click
shift lever. The group set works together in perfect
harmony and is both direct and smooth making
shifting gears up and down a breeze with no
notchy moments to worry about.
The Husky MC2 is so easy to ride and adaptable.
I was pleasantly surprised at just how agile and
nimble it was- more than I was expecting! Priced
at just R99 999.00 the MC2 is good value for
money in the E-bike world. So whether you are
a pro or just getting into cycling, the range of
Husqvarna E-bikes are the perfect tool. And
wouldn’t you know it, just in time for Christmas!
Starting from just R89 999.00 the range of
Husqvarna E-bikes are now available at selected,
authorised Husqvarna dealers nationwide.