MRW Issue 40

ISSUE 40
DUKE
W O R L D L A U N C H T E S T
Love Affair
TESTED
KTM 1390 SUPER DUKE R
KTM 1390 SUPER DUKE EVO
KTM 990 DUKE
KTM 390 DUKE
EXCLUSIVE SA TEST
TRIUMPH
Street Triple
MOTO2 EDITION
MOTOGP QATAR TEST | WORLD SBK ROUND 1
EXCLUSIVE
KALEX
SA TEST
MOTO2 RACER

EDITOR’S NOTE
Welcome to Issue 40 of South Africa’s
leading Digital Motorcycle Magazine,
and my inaugural edition as Editor.
My brother, Rob, has steered the ship
admirably through the last 39 issues,
and I’m committed to upholding his
legacy by keeping MRW at the forefront
of digital media, across our magazine,
social platforms, and burgeoning YouTube
channel. If you haven’t already, be sure
to engage with us on social media to stay
updated on all things motorcycling.
In this issue, we’re thrilled to bring you
exclusive tests, including a review of the
rare Triumph Street Triple Moto2 Edition
and the Honda-powered Kalex Moto2 bike,
once piloted by Sheridan Morais during his
wildcard appearances in 2018.
Additionally, we had the privilege of
attending the highly anticipated world
launch of KTM’s latest Dukes in Spain.
You’ll find a comprehensive article in this
issue, complemented by a video review on
our YouTube channel.
The final MotoGP test before the season
kicks off concluded recently, offering
tantalizing insights into what lies ahead.
While it’s still early days, Ducati seems
poised to continue its dominance, with
Francesco Bagnaia and Enea Bastianini
leading the pack in testing. Aprilia
also showed promise, with notable
performances from Alex Espargaro, Raul
Fernandez, and Maverick Vinales. With
anticipation building, we’re gearing up for
another thrilling season in 2024.
Meanwhile, the opening round of WSBK at
Phillip Island delivered exhilarating racing
action, with standout performances from
newcomers like Nicolo Bulega taking
race 1 victory, the first-ever reigning WSS
champion to do so on his debut, and the
triumphant return of Andrea Iannone who
also took a podium in race 1 on his rerun.
Toprak Razgatlioglu also managed to take
a podium for BMW in the Superpole race.
The big talking point of the weekend has to
be Jonathan Rea as he battles to adapt to
the Yamaha and find the correct setup. The
competition is fiercer than ever, promising
an electrifying season ahead.
As you delve into this issue, don’t forget
to connect with us on social media and
subscribe to our YouTube channel for
exclusive content.
Until next month, ride safe, and keep the
rubber side down!
CONTRIBUTORS
Beam Productions
Sheridan Morais
CONTACT
DETAILS
EDITOR/OWNER
Shaun Portman
072 260 9525
shaunpotman@gmail.com
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NEWS DESK
different fairings and exhaust setups. Bagnaia
and Enea Bastianini (Ducati Lenovo Team) both
left it late until they went out on the full-spec 2024
machine, and found immediate improvements in
their one lap pace.
Fabio Di Giannantonio’s (Pertamina Enduro VR46
Racing Team) hugely encouraging pre-season
continues as he took P5 to help back up his
Sepang performance, while Marco Bezzecchi
(Pertamina Enduro VR46 Racing Team) finds
himself outside the top 10 once again in P11. At
Gresini Racing, Alex Marquez claimed seventh
on the timesheets with Marc Marquez in P16. The
eight-time World Champion recorded 58 laps on
Monday, meaning he has now clocked over 280
laps aboard the Desmosedici without crashing.
MOTOGP QATAR TESTING: DUCATI
DOMINATE IN THE DESERT
The opening day at Lusail International Circuit
took a while to get going, with less-than-ideal
desert conditions hampering proceedings. Wind
played a significant role while it also took some
time to put rubber down on a freshly resurfaced
track, however, once the sun began to set, we
saw a flurry of time attacks come in. Bagnaia led
the charge though he still has a ways to go if he
wants to reach 1:51:762; Luca Marini’s all time lap
record set during QP at the 2023 Qatar GP.
Ducati Lenovo Team, Prima Pramac Racing,
Pertamina Enduro VR46 Racing Team &
Gresini Racing
Ducati’s momentum from Sepang seems
unabated, with a focused testing regime centered
on refining the new engine and evaluating

NEWS DESK
Aprilia Racing & Trackhouse Racing
Sporting their sleek 2024 livery, Aprilia can
certainly be encouraged by their performances
on Day 1. Maverick Viñales (Aprilia Racing)
spent a large portion of the day in P1 before
slipping to sixth, while it is Aleix Espargaro who
is best placed in P3.
At one stage, three RS-GPs occupied the
top three places on the timesheets, with Raul
Fernandez (Trackhouse Racing) putting in a
brilliant effort to join his factory counterparts at
the business end of proceedings before ending
the day 12th.
Red Bull KTM Factory Racing & Red Bull
GASGAS Tech3
There’s plenty of encouragement on the
timesheets for the RC16s with Binder taking
fourth, with Jack Miller (Red Bull KTM Factory
Racing) and rookie Pedro Acosta (Red Bull
GASGAS Tech3) both in the 1:52s, while the
latter spun the most laps of anyone with 73.
Augusto Fernandez’ (Red Bull GASGAS Tech3)
pre-season frustrations have continued though,
with the 2022 Moto2 World Champion placing
P20 while also suffering a crash in addition to
some technical issues earlier in the day.
Repsol Honda Team & LCR Honda
There are plenty of reasons to smile if you’re a
Honda fan, as it seems they have found several
improvements to the RC213V which have made
an early impact. Johann Zarco (Castrol LCR
Honda) is their top rider in P9, but he did his
time attack on the new aero and wings they
brought to Qatar. Luca Marini (Repsol Honda
Team) requested improved downforce and the
team have responded quickly. It also seems
the Japanese brand have settled on their
new engine while all four riders used the new,
internally constructed swingarm.
Monster Energy Yamaha MotoGP
Having claimed an opening day top 10,
Tuesday will be an intense day according to
Fabio Quartararo as the Yamaha star looks
to find a way to make the M1 smoother and
improve their grip on time attacks. That is
the major issue facing the Iwata factory,
and the 2021 World Champion believes
they still have a lot of work to do to achieve
that next step.
Day Two
Reigning World Champion Francesco
Bagnaia left his competitors with a
resounding message: catch me if you
can! The Ducati Lenovo Team’s star
performance at the two-day Qatar Test,
ending with a remarkable 1:50.952 lap
time, marks a historic moment as the first
sub-1:51 lap ever recorded on two wheels
at Lusail. The Italian’s achievement sets the
stage for an electrifying start to the season
in the desert on March 10th.

NEWS DESK
Ducati dominate in the desert
Indeed, it has proven an exceptional Test for the
Bologna bullets, with six of their seven full time
riders in Qatar finishing inside the top 10. That
includes Marc Marquez, who has started to give a
glimpse of what he can do with the Ducati on one
lap, claiming fourth on the timesheets, though he
did suffer his first crash as a Gresini rider with just
over 20 minutes left in the Test.
Prima Pramac’s Jorge Martin claimed P7, while
it proved a very positive Test at the VR46 garage.
Marco Bezzecchi didn’t enjoy the best of times in
Sepang, but on Day 2 here in Qatar, he was the
first rider to go under Luca Marini’s Official Lap
Record, while Fabio Di Giannantonio’s incredible
testing form continued with both riders sitting
inside the top 10.
Aprilia raise the stakes
The Noale factory may just prove to be the
biggest thorn in the side of Ducati machinery
in 2024 if testing has been anything to go by.
Aleix Espargaro, who hit the deck at Turn 5, was
consistently at the business end of the timesheets,
while factory teammate Maverick Viñales claimed
P6, and displayed a consistent high 1:52/ low
1:53 pace on his longer runs on Tuesday.
The emergence of Raul Fernandez (Trackhouse
Racing) in Qatar has proven a real highlight, and
the Spaniard ends the Test in P5. Teammate
Miguel Oliveira cut a dejected figure by the close
of Monday’s action, but his fortunes seemed to
have improved on one lap pace, getting into the
1:51s and finishing P12.

NEWS DESK
Factory KTMs beat the lap record
It also looks like a satisfactory couple of days for
KTM in Qatar, with both Brad Binder and Jack
Miller (both Red Bull KTM Factory Racing) going
under the lap record, while the former finished
inside the top 10 times of the Test. It wasn’t all
smooth sailing with Binder forced to stop on
his longer run with technical issues while Miller
crashed, though he came out of it relatively
unscathed.
It seems that they have also decided on their air
intake, with their RC16s equipped with the older
one on Tuesday. All in all, it’s been a strong testing
programme from the Austrian brand, but one feels
they may just have been holding something back
ahead of the start of the season proper.
Over at Red Bull GASGAS Tech3, rookie wonder
Pedro Acosta claimed P15 in just his third
MotoGP Test, while he put in a convincing
longer run where he lapped in the 1:52s. The
19-year-old has shown he certainly has the speed
to mix it with the big boys in MotoGP, and we
now wait with bated breath to see what he can do
on racing debut at Round 1.

NEWS DESK
Yamaha make a step forward, but is it enough?
The progress of the M1 has been closely watched
during the recent testing sessions in Qatar and
Sepang, and it appears that the Iwata factory has
taken a step forward by bringing an improved
package for Fabio Quartararo and Alex Rins.
Quartararo, the 2021 World Champion, finished in
P14 at Lusail and managed to break into the 1:51s,
while Rins secured P16.
However, despite the improvements, it’s evident
that the Yamaha camp isn’t entirely satisfied with its
current setup. Both Quartararo and Team Director
Maio Meregalli express concerns about the lack of
sufficient progress during the 2024 pre-season. They
emphasise issues with rear grip, although efforts have
been made to address this, such as testing a new
longer exhaust to enhance power delivery, with hopes
that it will optimize performance with the new soft tyre
during time attacks.
LCR take bragging rights over under-theweather
HRC
HRC faced a challenging conclusion to the pre-season
as both Luca Marini and Joan Mir struggled with illness
in Qatar, yet they persevered despite the setbacks.
Mir’s notable improvement, shaving off 1.1 seconds
from his qualifying lap in 2023, is a silver lining, though
it only secured him P19, just ahead of Marini.
LCR Honda can leave with a sense of
accomplishment over their factory counterparts, with
Johann Zarco and Takaaki Nakagami outperforming
the HRC duo, albeit being clustered together from
P17 onwards.
From a technical perspective, there is plenty of
optimism coming from their camp, particularly
surrounding the new engine and the new doublestacked
aero which has helped the rear tyre. The
Achilles heel remains rear grip though, with too much
spinning coming out of corners and then down the
straight, and that will be among the focus of their
attentions ahead of Round 1 in a few weeks.
That’s a wrap from the 2024 Qatar Test. A Bagnaia
blockbuster leads the way as Ducati delight in the
desert. Aprilia and KTM aren’t far away though as the
Japanese brands continue on their road to recovery.
The next time we see bikes on track will be at Round
1 at the Qatar Airways Grand Prix of Qatar from
March 8th.

NEWS DESK
WORLD SBK ROUND ONE: THE
ISLAND DELIVERS ONCE AGAIN
Nicolo Bulega (Aruba.it Racing – Ducati) made
MOTUL FIM Superbike World Championship
history in Race 1 of the Grand Ridge Brewery
Australian Round by becoming the first rider to
win on their WorldSBK debut since teammate
Alvaro Bautista in 2019. He led an all-Italian
podium, the first time this has happened since
Race 1 at Misano in 1993, with Andrea Locatelli
(Pata Prometeon Yamaha) and Andrea Iannone
(Team GoEleven) completing the rostrum; the
latter marking his return to competitive action by
leading the race and taking third place.
IANNONE LEADS ON COMEBACK:
stunning start from lights out
Iannone got the holeshot to lead in his first race
back after four years away from any competition,
proving ‘The Maniac’ still has what it takes to
compete at the front. Alex Lowes (Kawasaki
Racing Team WorldSBK) was able to challenge
the Ducati star an took the lead with an incredible
move through the Hayshed to move into the lead,
which he held before Iannone come through into
Turn 1 on Lap 2.
The #29 had to fight against Lowes and
Razgatlioglu to claim his first podium, his first
visit to the rostrum since the MotoGP Australian
Grand Prix in 2018, finishing only two seconds
down on Bulega out in front. Locatelli showed
strong pace in the second half of the race to
move ahead of his rivals, including passing
Iannone before he took advantage of ‘The Maniac’
running wide at Turn 4 to extend his gap. Bulega
became the first rider to win consecutive races
in different Championships, after winning Race 2
at Jerez in WorldSSP and Race 1 at Phillip Island
in WorldSBK, while only the third Italian to win on
debut after Max Biaggi and Davide Tardozzi. The
podium not featuring the ‘Titanic Trio’ is the first
since Portimao in 2021 when Michael van der
Mark (ROKiT BMW Motorrad WorldSBK Team),
Scott Redding (Bonovo Action BMW) and Loris
Baz shared the rostrum.
There was a several rider group fighting for the
top positions, including Alvaro Bautista (Aruba.
it Racing – Ducati) who surged from ninth to be
in the top three although a crash at Turn 10 on
Lap 4 dropped him out of victory contention. The
lead group exchanged positions consistently until
the pit stop phase between Laps 9 and 11, with
the order shaken out a bit following the stops to
change the rear tyres.
BULEGA’S DREAM COMES TRUE: a
debut win as Iannone takes the podium
The first leaders came in on Lap 9, with Iannone,
Bulega, Lowes, Toprak Razgatlioglu (ROKiT BMW
Motorrad WorldSBK Team), Jonathan Rea (Pata
Prometeon Yamaha) and Bautista all pitting. Bulega
came out ahead – he was in the lead prior to the
stops after passing Iannone at Turn 1 on Lap 7
– before remaining unchallenged as he claimed
a stunning maiden victory on the Panigale V4 R,
leading home an all-Italian podium. Locatelli battled
his way from sixth into second place, as he used
an alternative strategy by pitting on Lap 11, with
Iannone in third after losing ground on his outlap.

NEWS DESK
Vierge crossed the line in 11th, but Redding’s
penalty promoted him into the top ten to ensure all
five manufacturers were in the top ten.
POINTS DESPITE PENALTY: Bassani
starts with P12, Bautista 15th after
crash
Axel Bassani (Kawasaki Racing Team WorldSBK)
scored points on his KRT debut despite having to
complete a Long Lap Penalty after a collision with
Remy Gardner (GYTR GRT Yamaha WorldSBK
Team). ‘El Bocia’ and Gardner came together on
Lap 3 at Turn 10 as Bassani tried an ambitious
overtake, with the FIM Stewards penalising the
Italian with a Long Lap Penalty for the collision. He
was ahead of Sam Lowes (Elf Marc VDS Racing
Team), who dropped down the order after a
superb start, with Michael Ruben Rinaldi (Team
Motocorsa Racing) in 14th. Bautista claimed a
solitary point after his crash.
DISASTER FOR REA: no points for
Yamaha’s new recruit
Philipp Oettl (GMT94 Yamaha) had shown
incredible pace at Phillip Island both last year,
and throughout the Official Test and Free
Practice sessions this year, but was unable to
repeat his top-five performance from last year.
He came home in 16th place, ahead of Jonathan
Rea (Pata Prometeon Yamaha). The Ulsterman
has struggled throughout the weekend and
that continued in Race 1, with Rea finishing 38
seconds away from victory. Tito Rabat (Kawasaki
Puccetti Racing) was 18th ahead of PETRONAS
MIE Racing Honda Team duo Tarran Mackenzie
and Adam Norrodin, while Bradley Ray (Yamaha
Motoxracing WorldSBK Team) was 21st and the
last classified rider after he had a crash in the first
half of the race.
JUST MISSING OUT: Razgatlioglu P5 in
first BMW race, Aegerter fights back
Despite fighting for a podium, Lowes finished
the race in fourth although his pace was fast
throughout the 20-lap race, finishing only four
seconds away from victory. Razgatlioglu claimed
fifth place although he did cross the line in P4.
The 2021 Champion was given a 1.225s penalty
for a Pit Intervention Time infringement while
swapping his tyres, which demoted him to fifth
as he finished as the lead BMW rider. Dominique
Aegerter (GYTR GRT Yamaha WorldSBK Team)
was sixth. He started from P4 but dropped as low
as 14th in the first half of the race before fighting
his way back into the top six.
IN THE TOP TEN: Gerloff battles,
Redding penalised, all five
manufacturers in the top 10
The BMW’s pace was on display throughout with
van der Mark (in seventh after the Dutchman
battled his way up the grid. The #60 had been
setting fastest laps throughout the first part of the
race as he finished just a tenth behind Aegerter.
Danilo Petrucci (Barni Spark Racing Team) was
ninth ahead of Garrett Gerloff (Bonovo Action
BMW), who had battled forwards from the back
of the grid after a difficult Tissot Superpole. His
teammate, Redding, had followed him forwards
but a Pit Intervention Time penalty of 2.030s
dropped him behind Xavi Vierge (Team HRC).

NEWS DESK
race with aggressive moves on his rivals at Turn
4 and Turn 10. In just his second race with BMW,
Toprak Razgatlioglu claimed his first podium
as he battled his way P3 in a run to the line
with Alvaro Bautista (Aruba.it Racing – Ducati);
the two Champions separated by just 0.074s.
Razgatlioglu’s podium was his 116th, putting him
level with Noriyuki Haga at third in the all-time
level. Lowes, Locatelli and Razgatlioglu will start
Race 2 from the front row.
CHAMPIONS BATTLE IT OUT: Bautista
just beaten by Razgatlioglu, Gardner in
the podium mix
Bautista narrowly missed on a podium as he
bounced back from a difficult Saturday for fourth,
finishing just over a second ahead of Race 1
winner and teammate Nicolo Bulega in fifth.
‘Bulegas’ lost out at the start again but was unable
to recover as he did in Saturday’s race, coming
home in fifth. Remy Gardner (GYTR GRT Yamaha
WorldSBK Team) was sixth, but it could’ve been
more for the Australian. Gardner had fought his
way into podium contention around the halfway
mark of the race but was bundled down the order
in the closing stages.
FIGHTING BACK: Aegerter drops down
and climbs up, Rea battles to P10
Gardner’s teammate, Dominique Aegerter, had a
similar story to Race 1. After starting from fourth,
the Swiss rider dropped down the order before
battling back. He was able to recover to P7, just
two tenths behind his teammate. Sam Lowes (ELF
Marc VDS Racing Team) secured eighth place in
his first Tissot Superpole Race, ahead of Michael
Ruben Rinaldi (Team Motocorsa Racing) in ninth
with Aegerter, Lowes and Rinaldi on row three for
Race 2. Jonathan Rea (Pata Prometeon Yamaha)
fought his way to P10 in the Superpole Race after
his Saturday disaster, giving the Ulsterman hope
for a good result in Race 2 although he will start in
his original grid position.
SUPERPOLE RACE: Alex Lowes back
on top with Superpole Race win, Toprak
takes first BMW podium
Britain’s Alex Lowes (Kawasaki Racing Team
WorldSBK) ended a four-year drought to claim his
third MOTUL FIM Superbike World Championship
win during the Grand Ridge Brewery Australian
Round. After fighting with his rivals, Lowes was
able to pull out a one-second margin in the final
few laps to claim victory for the first time since
he won at Race 2 at the Phillip Island Grand Prix
Circuit four years ago, while Toprak Razgatlioglu
(ROKiT BMW Motorrad WorldSBK Team) claimed
his first rostrum for BMW with third.
A RACE TO REMEMBER: Lowes on top,
Razgatlioglu’s rostrum, Iannone
drops back
In a repeat to Race 1, Andrea Iannone (Team
GoEleven) got a superb start as lights went out,
leading the race although Alex Lowes (Kawasaki
Racing Team WorldSBK) came past on Lap 2
at Turn 1. Iannone’s race was interrupted by
a mechanical issue on Lap 6 which dropped
him out of contention, coming home in 14th.
This allowed Lowes to pull out a gap for his
first victory in four years by just over a second.
Andrea Locatelli (Pata Prometeon Yamaha) took
second after dropping as low as tenth, charging
through the field in the second half of the 10-lap

NEWS DESK
Alex Lowes (Kawasaki Racing Team WorldSBK) doubled
up on MOTUL FIM Superbike World Championship
victories on Sunday as he won a red-flagged Race 2 at
the Phillip Island Grand Prix Circuit. The race-winning
move came on the final lap at Turn 9 when the #22
stormed around the outside of Alvaro Bautista (Aruba.
it Racing – Ducati) at Lukey Heights as he started the
2024 season in stunning fashion during the Grand Ridge
Brewery Australian Round.
EARLY RED FLAG: Rea crashes at Turn 11
Andrea Locatelli (Pata Prometeon Yamaha) got the
holeshot as he went in search of a first race win. He
maintained his lead despite a challenge from Alex Lowes
(Kawasaki Racing Team WorldSBK), Toprak Razgatlioglu
(ROKiT BMW Motorrad WorldSBK Team) and Alvaro
Bautista (Aruba.it Racing – Ducati), although the latter
made his way into first at the start of Lap 4. On Lap 3,
Razgatlioglu’s charge came to an end. A technical issue
on his M 1000 RR at Turn 9 forced the 2021 Champion to
retire and caused chaos behind, with Jonathan Rea (Pata
Prometeon Yamaha) surging up to fourth. However, Rea
crashed at the end of Lap 3 at Turn 11 with the race red
flagged on Lap 4. Rea was seen being taken away on the
stretcher, but he was conscious and taken to the medical
centre for a check-up. The race was restarted over an 11-
lap race which took out the mandatory pit stop.
ON A MISSION: Rinaldi flies from lights out
The grid for the restarted race was based on the last
completed timing point for each rider, with Bautista
lining from the front row alongside Locatelli and Andrea
Iannone (Team GoEleven), who surged up the order in
the first three laps including an incredible double move
on Michael Ruben Rinaldi (Team Motocorsa Racing) and
Rea. Bautista maintained the lead, but the big mover was
Rinaldi who went from P6 to second and challenging
Bautista for the lead as they pulled away from the
chasing back.
Rinaldi stayed within half-a-second of his former
teammate, although, despite looking like he was
attempting a move into Turn 1 on several occasions,
he didn’t make a move on the #1. Behind, Lowes was
closing in on Rinaldi with the #22 passing the Italian
for second at Turn 1 at the start of Lap 8. The trio had
pulled away from Iannone, who ran wide on a couple
of occasions, while Locatelli was fighting back after
dropping down the order when the race started.
LIKE LONDON BUSES: you wait four years
for a win…
On Lap 9, Locatelli passed Rinaldi on the exit of Turn 10
as his fight back continued although it came to an end
on the final lap at Turn 4 when Locatelli crashed while
trying to pass Alex Lowes and retired from the race after
what had been an incredible performance all weekend.
It allowed Bautista and the #22 to fight for victory, and
the Brit secured his second win of the day in an almost
unbelievable move. He went around the outside of
Bautista at Lukey Heights on the final lap. Bautista tried
to re-pass the Kawasaki rider, but he was unable with the
duo separated by just 0.048s. Locatelli’s crash promoted
Danilo Petrucci (Barni Spark Racing Team) into P3,
after he battled Iannone on the final lap with less than a
tenth separating the two Italians. It completes a superb
weekend for Barni Ducati, following Yari Montella’s
double in WorldSSP.
It was Lowes’ fourth win in WorldSBK, with three of them
coming at the legendary Australian circuit. It was also the
Brit’s 36th podium, while he claimed Kawasaki’s 180th
victory. It means Lowes leads the Championship for the
first time since Australian 2020. Bautista’s second place
was his 90th podium in WorldSBK, while Petrucci’s third
place was his fourth rostrum.
FIGHTING BACK: Bulega, Aegerter climb
through the field
Nicolo Bulega (Aruba.it Racing – Ducati) recovered from
a poor start in the original race to take fifth, finishing
ahead of Rinaldi. The #21’s challenge lasted around half
the race before he dropped down the order but was still

NEWS DESK
able to claim a top six. Garrett Gerloff (Bonovo
Action BMW) climbed through the order to take
eighth, with Michael van der Mark (ROKiT BMW
Motorrad WorldSBK Team) ninth and Dominique
Aegerter (GYTR GRT Yamaha WorldSBK Team) in
tenth. The Swiss rider, in all three races, dropped
down the order in the opening stages but was able
to fight back for another top ten finish. The #77 had
initially crossed the line ninth but was penalised
with a one-place penalty for overtaking under
yellow flags at Turn 4 following Locatelli’s crash.
Gardner (GYTR GRT Yamaha WorldSBK Team)
had to start the restarted race from last, after
he made contact with Rea’s bike following the
Ulsterman’s crash which dropped him to last. Xavi
Vierge (Team HRC) was 13th ahead of Philipp
Oettl (GMT94 Yamaha) and Bradley Ray (Yamaha
Motoxracing WorldSBK Team); the Brit scoring a
point on his first visit to Phillip Island.
ENDING WITH POINTS: a strong finish to
Australia for Bassani
Axel Bassani (Kawasaki Racing Team WorldSBK)
enjoyed a strong end to his first round with
Kawasaki, showing strong pace throughout
Sunday that culminated in 11th place and just
over five seconds away from teammate Lowes.
In the fight for ninth, Aegerter, van der Mark and
Bassani were separated by just 0.031s. Remy

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vents for optimal airflow. A rear spoiler enhances
aerodynamics, ensuring stability at higher speeds.
Constructed with a polycarbonate visor, the
X-Street Helmet withstands impact and abrasion,
while a chin curtain minimizes wind circulation,
especially during colder months.
Convenience is key with the Micro-metric
fastening mechanism, allowing for easy and
secure fastening. Meeting ECE-22-05 international
safety standards, it provides peace of mind on
the road, weighing approximately 1,450 kg. In
conclusion, the Acerbis X-Street Helmet is a topnotch
choice for everyday riders seeking comfort,
style, and safety without breaking the bank.
Available in matt black or gloss white with a retail
price of R1660.
Now available from BATT Tech Specialized
Helmet Division. Contact Max on 082 897 7711
or email max@batt-tech.co.za

EXCLUSIVE
TEST
Words: Shaun Portman | Pics: Pieter Botha & Zephnie Botha
TRIUMPH STREET TRIPLE MOTO2 EDITION
UNLEASHING
RACING EXCELLENCE
For enthusiasts yearning for a taste of Moto2 glory, Triumph’s unveiling of
the Street Triple 765 Moto2 Edition was nothing short of revelatory. Drawing
inspiration from its Moto2 endeavors, this exclusive model promised more
than mere cosmetic enhancements. With a production run limited to just
765 units, each adorned with unique color schemes and Moto2 branding,
ownership became synonymous with exclusivity and pedigree.

POWER
128 bhp @
12,000rpm
TORQUE
80 Nm @
9,500rpm
TANK
CAPACITY
15 L
SEAT
HEIGHT
839mm
WET
WEIGHT
188kg
In the dynamic realm of motorcycle racing, every
shift in power and innovation is both scrutinized
and celebrated. Such was the seismic impact felt
when Honda’s departure from Moto2 reverberated
across the motorsport community in 2017. Yet,
from this upheaval emerged Triumph, boldly
stepping into the fray with their 765cc threecylinder
engine, heralding a new era in racing
history. While Triumph’s venture into Moto2
sparked fervent anticipation, questions lingered
about their absence from MotoGP. Nonetheless,
Triumph’s Chief Product Officer, Steve Sargent,
dismissed MotoGP aspirations, redirecting the
brand’s focus towards a distinct conquest: the
Street Triple Moto2 Edition.
Beneath its sleek facade lies a machine honed
for the track. Powered by a Moto2-derived inline
triple engine, churning out a formidable 128 bhp
and 80Nm of torque, the Street Triple Moto2
Edition epitomizes raw performance. Triumph’s
meticulous attention to detail extends to its
lightweight aluminum beam twin-spar frame,
2-piece high-pressure die-cast rear subframe,
Öhlins suspension, and Brembo brakes, ensuring
unparalleled handling and control.
Triumph’s commitment to track readiness
permeates every aspect of the Street Triple
Moto2 Edition. From its repositioned stance,
courtesy of Öhlins suspension and lower clip-on
styled handlebars, to its shortened wheelbase
for enhanced agility, this machine is meticulously
engineered for thrill-seekers. Advanced safety
features like adjustable cornering ABS and
Switchable cornering Traction Control offer
reassurance at breakneck speeds, while the
inclusion of a dedicated track mode and a
Bi-directional quick-shifter elevate the riding
experience to new heights, particularly on the track.

TRIUMPH HAS CRAFTED NOT
MERELY A MOTORCYCLE,
BUT AN EXPERIENCE—AN
ODE TO THE JOY OF RIDING,
WHETHER ON THE TRACK OR
THE OPEN ROAD.
Handling is where the 765 truly shines. Equipped with top-ofthe-line
Ohlins NIX30 front suspension and an Ohlins STX40
piggyback rear shock, both fully adjustable, the 765 effortlessly
glides through corners with precision and confidence. With
115mm of front travel and 131.2mm of rear travel, riders can
fine-tune their suspension to suit their riding style and track/
road conditions.
While undeniably a track weapon, Triumph hasn’t
overlooked its street credentials. Embodying the
“Street” moniker, this bike seamlessly transitions
from the racetrack to everyday roads. With Moto2
genetics coursing through its veins, every twist
and turn becomes an opportunity to unleash its
racing spirit. Triumph has crafted not merely a
motorcycle, but an experience—an ode to the joy
of riding, whether on the track or the open road.
When it comes to dominating the track, Triumph’s
Street Triple Moto2 Edition 765 is a force to be
reckoned with. With a feather-light weight of just
188kg when fully fueled, this machine is built for
precision and agility.
The first thing riders will notice is the aggressive
riding position, courtesy of the lower clip-on type
handlebars. This setup not only adds a touch
of sportiness but also allows riders to push the
boundaries, even grazing their elbows on the
tarmac in pursuit of the perfect line.
But it’s not just about posture; it’s about
performance, and the 765 delivers in spades.
The 6-speed gearbox paired with a bi-directional
quick-shifter ensures seamless and lightningfast
gear changes, leaving no room for missed
apexes. Triumph’s attention to detail shines
through, making this gearbox one of the best in
the business.

Braking power is equally impressive, thanks
to the Brembo Stylema brakes up front. Twin
310mm floating discs paired with 4-piston radial
monobloc calipers ensure unparalleled stopping
power, while a Brembo MCS radial master cylinder
provides precise modulation. In the rear, a single
220mm disc and Brembo piston caliper provide
ample stopping power to complement the front
brakes. Optimized Cornering ABS and switchable
Optimized Cornering Traction Control (with IMU),
Front Wheel Lift Control also keep you in check no
matter the conditions.
Even with such top-tier components, Triumph
hasn’t neglected safety. The ABS system works
seamlessly, allowing riders to push the limits while
still providing a safety net. For those who demand
even more control, the Track riding mode tweaks
ABS settings for maximum performance.
The 765 Street Triple Moto2 Edition offers five
riding modes: Rain, Road, Sport, Track, and
Rider. However, for this track test, Track mode
was the obvious choice. Its power delivery is
smooth and linear, with revised internal gear ratios
and final drive enhancing responsiveness and
acceleration. While sharing the same 128bhp
engine and electronics as the RS model, chassis
upgrades and a more aggressive riding position
contribute to enhanced handling and poise.
Unique features include carbon fiber bodywork,
Moto2 branding, a specialized startup screen,
and an individualized number on the top yoke,
emphasizing its distinction as the ultimate Street
Triple. Geometry adjustments include a rake from
23.2° to 23.0°, reduced trail by 1.6mm to 95.3mm,
a wheelbase from 1399mm to 1397mm, and a
seat height increase by 3mm to 839mm while
maintaining a weight of 188kg. Despite a smaller
IT’S A PRECISION
INSTRUMENT
DESIGNED TO
DOMINATE THE
TRACK AND MAKE
EVERYDAY STREET
RIDING MORE
EXCITING THAN EVER.
15.2-litre tank, providing ample legroom and a
comfortable seat, the reduced tank capacity
affects range, particularly on the track. Steering
is quicker than the RS model, yet the Triumph
remains stable, with secure handling. Overall, the
765 Street Triple Moto2 Edition offers a standout
package, with limited availability making it a rare
find for enthusiasts.
In conclusion, the Triumph Daytona Moto2 Edition
765 is not just a motorcycle; it’s a precision
instrument designed to dominate the track and
make everyday street riding more exciting than
ever. With its lightweight construction, agile
handling, and top-quality components, it’s no
wonder this machine is setting the standard
for sport bikes in its class. Whether you’re a
seasoned racer or a track day enthusiast, the 765
is ready to unleash its full potential and take your
riding experience to new heights, in a landscape
where innovation and performance reign
supreme, Triumph’s Street Triple Moto2 Edition
stands as a testament to the brand’s unwavering
commitment to excellence. From the adrenalinefueled
world of Moto2 to the asphalt of everyday
streets, this limited-edition masterpiece embodies
the thrill of racing while delivering unparalleled
joy to riders around the globe. As Triumph blazes
new trails in the world of motorcycle racing, the
Street Triple Moto2 Edition serves as a beacon—a
reminder that true greatness knows no bounds.

LOCAL RACING: SUNBET ZX10 MASTERS
BACK ON
Round 1 of the 2024 Sunbets Masters Cup was held at Redstar Raceway on
the 9-10 February. With 33 riders entered this was going to be a humdinger.
The SunBet ZX10 Masters is as always brought to you by SunBet, Red Square,
Bridgestone, and Kawasaki SA.
of the Extreme Festival but would rather be joined by
track day riders and pillion rides where competition
winners would get to experience the speed and thrill
of riding on the back of a Kawasaki ZX10 machine
around Redstar Raceway. The SAMRA NSF100
youngsters would also be joining the weekend’s action
thanks to SunBet Cares who graciously sponsored
their track time, giving the stars of the future a platform
to showcase their skills.
Words: Shaun Portman | Pics: Beam ProductionsTRACK
For this round, the SunBet ZX10 Cup wouldn’t be part

With many spectators looking on, it was time for
Saturday’s final qualifying session to take place
before the two races. Pole Position went to multiple
SA champions and newcomer to the series Clinton
Seller with a 1.53.479. Another newcomer AJ
Venter took second with a 1.55.244 while the front
row was completed by Damion Purificati with a
1.56.313. The Cup is divided into 3 categories for
different ages of riders, A being Masters(35-39),
B being Grand Masters(40-50) and C being
Veterans(51 and up). Jayson Lamb was the fastest
of the C riders in 4th overall while last year’s
champion Graeme van Breda(B) was quickest of
the Grand Masters in 5th.
The stage was set for a thrilling race 1 and it didn’t
disappoint. Seller dominated the race by passing
AJ Venter on the second lap, never looking back
and taking victory ahead of Venter in a lonely 2nd
and Purificati in 3rd. It was a disaster for David
Enticott and Jayson Lamb who both crashed out
in the same corner but in different incidents on the
first lap. Newcomer to the series AD Van Dalen (A)
also crashed on lap 2 after making a mistake going
into the hairpin. The battles throughout the field
were intense, pleasing the crowd to no end. Other
retirements from the race included Sfiso Themba
with a mechanical issue with 9 laps to go, Johan
le Roux with 7 laps to go, Reginald Seale with 6

laps to go, Ian Harwood who had a main bearing failure with
4 laps to go, Nicole Van Aswegen with a fuel pump issue
with 4 laps to go and finally Mark Newland with 3 laps to go.
At the finish Behind the front 3 Masters(A) runners, Trevor
Westman(A) took 4th, Hein McMahon(A) in fifth. Graeme
Van Breda(B) took sixth and first in class ahead of Cristian
Caravello(A) in seventh, David Veringa(B) in eighth, Appanna
Ganapathy(B) in ninth and Keith Agliotti(A) in tenth.
Teddy Brooke was first of the Veterens(C) in eleventh, Stewie
Christie in seventeenth, and Henk Schuiling in nineteenth.
Race 2 was once again all about Seller, Venter, and Purificati
who finished as they did in race 1. This time Lamb(C) made
up for his crash in race 1 by taking 4th ahead of Westman(A)
in 5th and Van Dalen(A) in sixth. Van Breda(B) took seventh
across the line ahead of Mc Mahon(A) in eighth, Nicole Van
Aswegen(A) in ninth and Cristian Caravello(A) rounding out
the top ten in tenth.
Lamb took top honors in the Veterans (C) in race 2 with
4th overall ahead of Teddy Brooke with 15th overall and
Schuiling with 21st overall.
Join us for the next round, round 2 of the SunBet ZX Masters
Cup at the Killarney racetrack on the 15-16th March as they
once again join the Extreme Festival!

EXCLUSIVE
TEST
Words: Shaun Portman | Pics: Beam Productions
In the fast-paced world of Moto2 racing, where
every millisecond counts, getting the chance
to ride a genuine GP machine is a rarity.
Recently, our team at MRW had the privilege of
testing the actual WILLIRACE Moto2 machine,
the same bike Sheridan Morais rode in his
wildcard appearances during the 2018 season.
These wildcards, at Misano, Brno, and Aragon,
offered a glimpse into the intense world of
Moto2 racing and the challenges faced by
riders on less-developed machinery.
WILLIRACE KALEX MOTO2 RACER
RACING
PEDIGREE

Despite being an older machine with less
development compared to the top teams, Sheridan
Morais showcased his talent by pushing the
WILLIRACE Honda-powered Kalex to its limits. His
best performance at Brno, where he finished 24th,
highlighted the potential of the bike, lapping just 1.882
seconds off the pole position time set by Luca Marini.
However, mechanical issues plagued his wildcard
outings, resulting in DNFs at Misano and Aragon.
After its racing days, the bike found its way into the
hands of a collector who preserved it in South Africa.
Thanks to the generosity of Ricky Morais and his
team at ETR Performance, we had the opportunity
to ride and test this piece of Moto2 history. Despite
sitting in storage for years, the team prepared the
bike for our test, allowing us to experience firsthand
the thrill of riding a Moto2 machine.
One challenge we faced was the unavailability of the
special Dunlop tyres used by Moto2 teams, which
come in unique sizes. Instead, we had to make do
with the tires Sheridan last used on the bike in 2018.
These tires, coupled with the inline 600cc 4-stroke
Honda engine producing around 130hp, provided a
taste of the Moto2 experience.

During the Moto2 Honda era, teams were restricted to
using the same engine and tires provided by Honda
and Dunlop, respectively. However, the chassis
design was left to the creativity of each race team
manufacturer, resulting in a diverse field of machines
on the grid. With simpler electronic systems
compared to MotoGP, riders had to rely on their skill
and instinct, without the aid of traction control.
As we delve deeper into the heart of Moto2 history,
let’s take a closer look at our thrilling encounter
with the iconic WILLIRACE Moto2 machine. With
components boasting top-tier quality and a lineage
steeped in racing glory, this machine promises an
adrenaline-fueled journey through the annals of
motorcycle racing.
The first glance at the WILLIRACE Moto2 reveals a
lineup of premium components that leave no room
for compromise. From Öhlins Factory suspension to
OZ lightweight wheels, every detail exudes precision
engineering and performance prowess. The Kalex
frame, swingarm, and yolks form the backbone of
the machine, while carbon fiber accents add a touch
of sophistication to its race-ready demeanor. With
Brembo brakes ensuring impeccable stopping power
and a perfectly crafted RP Motorsports exhaust
system emitting a characterful roar, this Moto2 beast
is poised to dominate the track.
Stepping into the riding position, one immediately
senses the machine’s aggressive stance and
uncompromising nature. The feeling is stiff, yet
purposeful, signaling its unwavering commitment to
the pursuit of speed. Our test sessions at Redstar
Raceway, guided by the expertise of test rider George

Hadji, provided a glimpse into the machine’s
capabilities. Despite the ritual of push-starting
before each session, a reminder of its raw,
unfiltered essence, the WILLIRACE Moto2 never
failed to ignite with ease.
Navigating the tricky RSR track, it’s evident that
this machine is a force to be reckoned with.
Despite the long gearing and the absence of a
quick shifter(removed before it arrived in SA), the
WILLIRACE Moto2 displays a voracious appetite
for speed. With handling that is direct and sharp, it
carves through corners with precision, effortlessly
dancing through the twists and turns of Redstar
Raceway. However, it’s the Brembo brakes that
steal the show, offering fade-free performance
and surgical precision that instills confidence with
every squeeze of the lever.
IT REMINDED US OF
THE DEDICATION AND
PASSION OF RIDERS
LIKE SHERIDAN MORAIS,
WHO PUSH THE LIMITS
OF THEIR MACHINERY IN
PURSUIT OF GLORY ON
THE RACETRACK.
Yet, amidst the adrenaline-fueled excitement, a
sense of reverence prevails. Every component of
this machine, from the custom race fuel tank to
the modified Honda CBR600RR engine, speaks
to its bespoke nature and storied pedigree. Aware
of the irreplaceable value of this Moto2 relic, we
tread cautiously, savoring each moment while
mindful of the responsibility that comes with
handling a piece of racing history.
In the end, our encounter with the WILLIRACE
Moto2 transcends mere testing; it’s a journey
through time, a celebration of the relentless
pursuit of speed and innovation that defines the
world of motorcycle racing. With each twist of the
throttle, and each thunderous roar of the exhaust,
we were left in awe of this bike’s capabilities.
Riding the WILLIRACE Honda-powered Kalex
Moto2 was not just a test of speed, but a journey
back in time to a pivotal moment in the history of
the Moto2 class. It reminded us of the dedication
and passion of riders like Sheridan Morais, who
push the limits of their machinery in pursuit of
glory on the racetrack. As Moto2 continues to
evolve, machines like these serve as a reminder of
the legacy and excitement of motorcycle racing.

Words: Rob Portman | Pics: Francesc Montero, Sebas Romero & KTM press
30 YEARS
W O R L D L A U N C H T E S T
OF KTM DUKES
The last 30 years of the KTM DUKE
model range can be summed up in
one word: Evolution. From its humble
beginnings in 1994 to its current
status as a symbol of performance
and innovation, the KTM DUKE
nameplate has stood the test of time.

In 1994, KTM burst into the street scene with the
first motorcycle to carry the DUKE nameplate. It
featured a big-bore 609 cc single-cylinder engine,
with ergonomics and styling that straddled the
line between Supermoto and street fighter. It
brought true hooligan personality to the street,
unapologetically Naked and stripped back to the
bare essence of what a motorcycle should be.
At the time, the 1994 KTM DUKE was a radical
departure from traditional motorcycle designs.
Featuring an exposed trellis frame, minimalist
bodywork, and a single-cylinder engine, it was
an anomaly in the market. However, it instantly
captured the attention of riders seeking a raw and
unbridled riding experience.
Such was its success that KTM introduced a more
powerful DUKE II version in 1999, with sharper
styling replacing the rounded body contours of its
predecessor. Unknowingly, this would launch the
Naked segment within the KTM street motorcycle
line-up, with more engine capacities and cylinders
being added to the DUKE range.
In 2005, the SUPER DUKE nameplate was
introduced, boasting a powerful 990 cc LC8
V-Twin powerplant. The KTM 990 SUPER DUKE
quickly reached cult status, leading the way for
the KTM 990 SUPER DUKE R variant to tear into
the market in 2008.
2008 also brought the KTM 690 DUKE to market,
once again shaking up the design norms of the
times. The 2008 KTM 690 DUKE was a hunkered
down, powerful single-cylinder machine, with
an underslung exhaust and aggressive, elbowsout
riding position. This would later become the
blueprint for the DUKE attitude.
2011 saw the rise of smaller capacity DUKE
models, with the KTM 125 DUKE entering the
market. This compact and energetic machine
delivered ample power and easy maneuverability,
without sacrificing any of the DUKE personality.
This made it the ideal launchpad for future DUKE
pilots, and future middle-weight models.

In 2012, KTM introduced the game-changing KTM 200
DUKE, with THE CORNER ROCKET KTM 390 DUKE joining
the line-up in 2013. The KTM 390 DUKE became a favorite
among urban riders, thanks to its nimble handling and
punchy power delivery.
KTM then shook the Naked motorcycle segment in 2014,
with the introduction of THE BEAST – the KTM 1290 SUPER
DUKE R. With a 1,301cc V-twin engine at its core, the KTM
1290 SUPER DUKE R gained the reputation of having the
most powerful LC8 engine, which paved the way for a new
segment and the more travel-focused KTM 1290 SUPER
DUKE GT arriving in 2016.
The following year, 2017, THE BEAST received its first real
update. Dubbed THE BEAST 2.0, the 2017 KTM 1290 SUPER
DUKE R boasted power, suspension, and styling updates.
But its new electronics package took center stage, with more
refined rider aids and a new TRACK Mode setting the tone.
A turning point in the DUKE evolution came about in
2018, when KTM unleashed the KTM 790 DUKE, dubbed
THE SCALPEL. This was the introduction of a new era of
performance and style for the DUKE name, featuring a
powerful parallel-twin engine, cutting-edge electronics, and
a bold design. Moreso, it showcased the determination to
dominate the middleweight Naked bike segment.
Now, 30 years later, three-anniversary models enter the fray.
At the entry-level, the KTM 390 DUKE boasts its boldest
evolutionary step, with distinct styling, a class-leading
electronics package, and unrivaled performance.
The KTM 990 DUKE – not to be confused with the KTM
990 SUPER DUKE of old – is powered by an all-new LC8c
parallel-twin, bringing the fight directly to the 1,000 cc Naked
segment. It boasts bigger dimensions, more tech, and more
street presence.
Lastly, the KTM 1390 SUPER DUKE R and its stablemate,
the KTM 1390 SUPER DUKE R EVO, have evolved to be the
ultimate pair of hyper-naked motorcycles with immense power,
unmatched electronics, and an all-new direction in design.
To celebrate this milestone, the three aforementioned models
have dedicated 30 YEARS OF DUKE livery, inspired by the
DUKE models that came before them.

PAINTING ALMERIA ORANGE
The commencement of KTM’s 30 YEARS OF
DUKE campaign took place at the International
Media Launch held in Almeria, Spain. Here, the
press and affiliated partners had the opportunity to
immerse themselves in the 2024 KTM 390 DUKE,
KTM 990 DUKE, KTM 1390 SUPER DUKE R, and
KTM 1390 SUPER DUKE R EVO models within
their optimal environments.
This marked a historic moment for KTM, as it was
the first time in the brand’s history that three new
models were launched simultaneously. With the
guidance of KTM Ambassador Rok Bagaros and
the presence of KTM royalty Jeremy McWilliams,
the capabilities of the new DUKE models were
showcased over two days of exploration. On day
one, we covered 115 km along Spain’s stunning
coastline and challenging passes aboard the KTM
390 DUKE, also taking on a gymkhana course - a
challenge I admittedly failed.
Day two allowed us to experience the KTM 990
DUKE on a dedicated road ride led by KTM staff,
while the new KTM 1390 SUPER DUKE R and
KTM 1390 SUPER DUKE R EVO awaited us on the
track alongside former GP star Jeremy McWilliams.
Additionally, three specially built KTM 1390 SUPER
DUKE R’s were present, equipped with KTM
PowerParts, WP PRO COMPONENTS Suspension,
and slick tires.
To conclude this epic launch, we were treated to an
afterparty befitting a DUKE, featuring dinner in the
pits and the KTM DUKE range gracing the floor.

1390
UPERDUKE R
FITTER.
FASTER.
SHARPER.
SMARTER.
In the groundbreaking year of 2014, KTM sent shockwaves through the
motorcycle world with the revolutionary launch of the 1290 Super Duke
R. Swiftly adorned with the moniker “The Beast” for its unapologetic,
rebellious, and raw character, it refused to conform to any established
norms, and therein lay the allure of the Super Duke R. Riders swarmed KTM
dealerships, eager to embrace the unprecedented thrill of this new naked
hyperbike—an experience like no other. Despite its rough edges and a lessthan-perfect
overall package, the Super Duke R found a special place in the
hearts of those who appreciated its rugged and rebellious nature.
Swiftly earning the reputation as the “outlaw” of the market, a love/
hate relationship ensued. It became the Marmite of naked bikes—some
enamored, others repelled. Recognizing the need for change and
refinement while preserving the essence of the beast, KTM embarked on a
journey to tame it over the years. The Super Duke R evolved, capturing the
fascination of a wider audience, but the burning question lingered: What
would be KTM’s next move to elevate an already exceptional package? The
saga of The Beast continued, leaving enthusiasts eager to discover the next
thrilling chapter in the Super Duke R’s evolution.

Birth of the Beast 4.0
KTM stands out as a leader in pushing limits and,
more significantly, valuing customer feedback. A
key figure at the core of the Super Duke project
for over 13 years is Jermery McWilliams, a former
Grand Prix star. With a wealth of experience,
McWilliams has played an integral role in shaping
the essence of the Super Duke.
Taking a bold step, KTM has meticulously
dissected the previous-generation 1290 SDR.
The outcome of this process is noteworthy, as
KTM asserts that 60% of the bike has undergone
transformative changes for the 2024 model year.
This commitment to evolution underscores KTM’s
dedication to innovation and responsiveness
to the needs and desires of their discerning
customer base.
If you think that KTM just added more engine
capacity and gave it a new alien like headlight, think
again. Stripping down the now previous gen 1290
SDR and KTM claims 60% of the bike has changed
for 2024.
Starting with the updated iconic LC8 V-Twin engine
which has been boosted to 1350cc, not 1390,
but 1390 just sounds better, and now producing
a monstrous 190hp and 145Nm of unapologetic
Austrian torque. Cam Shift technology has also
been introduced. This lends itself to a better spread
of power most noticeably at higher revs where the
beast now hunts for longer without running out of
steam quite so quickly.
A revised frame with new mounting points
accommodates the latest spec now more MotoGP
inspired then ever WP APEX fully adjustable
The recently unveiled 1390 Super
Duke R proudly standing with its
predecessor, the first-generation 1290
R. KTM made waves with the release
of the 1290 R, and they’ve once again
sent shockwaves through the world of
motorcycles with the introduction of
the impressive new 1390.

suspension front and rear with the electronically
controlled version featured in the EVO model.
Grippy and versatile Michelin Power GP tyres
have been fitted, while A bigger radiator, updated
electronics as well as new Brembo master
cyclinder and Brembo clutch cylinders help keep
the beast in check and elevate it’s performance
and control.
With the redesigned air intake and airbox,
designers were able to increase the size of the fuel
tank by 1.5L, pushing the total volume to 17,5L.
Redesigned tank spoilers not only add to the
overall look of the 1390 SUPER DUKE R but also
feature functional winglets to increase downforce
and reduce front wheel lift.
The most noticeable change to the naked eye is
that of the new LED headlight. Lighter and brighter
the main theme here with 700grams shaved off
and light that is brighter and more adaptable than
previously. The alien like styling has certainly
become a topic of conversation…
Shifting our focus to the dash, tech enthusiasts
are in for a treat – your PlayStation or Xbox might
gather dust as you delve into the array of features
offered by the new 1390.
Everything about the updated 5inch tft dash
is better. KTM didn’t want numbers anymore
instead replacing them with new graphics clearly
illustrating each function. There is so much tech
and adjustment available, basically settings and
adjustments to suite any riding style and level. All the
riding modes and assists you could possibly ask for,
including the revised anti-wheelie mode featuring 5
levels of lift assist from very low to very high.
It will take hours to go through all the tech – some
homework for new owners to go through but fear
not the system is now more straightforward to
comprehend and navigate than ever before.
KTM’s slogan for the revamped 1390 Super Duke
R is “#No Bullshit,” embracing a transparent
approach that asserts the new 1390 isn’t merely a
1290 with a larger name and updated headlight.
According to KTM, it’s significantly more –
precisely 60% more.
At last, the moment has arrived for me to don
my suit and subject the #NoBullshit slogan to a
thorough examination.

As we’ve consistently emphasized, the
KTM Super Duke essentially embodies
a superbike without a fairing. The
recently unveiled 1390 intensifies that
assertion, poised to instill fear among
fully-faired superbikes.
Riding The Beast
Venturing onto the track with a mix of
nerves and anticipation, the absence of
tyre warmers struck me as a bold move by
KTM. The setting was a challenging one—a
dusty track on a cold, windy morning, fitted with
brand-new Michelin Power GP tyres, challenging
the limits of the now 190hp and 145Nm of torque.
To add to the excitement, it was my maiden voyage
at the Almeria circuit.
My anxiety eased when former Grand Prix star
Jeremy McWilliams took the lead for the initial
session. Swiftly donning my gear, I positioned
myself as the first rider to follow this legendary
figure onto the track.
As we exited the pit lane, the cold, new tyres
grappled with the dusty surface, resulting in
some expected slipping and sliding. Yet, Jeremy
displayed an unwavering confidence in both the
rubber and the machine, instilling a newfound
assurance in me. After the first lap, the tyres
warmed up impressively, their feel improving with
each passing lap. Before I knew it, I found myself
pushing the beast to its limits.
Power was plentiful in every gear
at every rpm, truly mind-blowing
and a significant leap from the
already formidable 1290 SDR.
The motor, smoother, broader, and more potent, exhibited an instant and direct
throttle response, exuding vitality. The full power unleashed on the back straight
left me in awe of its relentless performance. The V-Twin’s characteristic of running
out of steam was replaced with a seamless power delivery, courtesy of the new
cam shift—a commendable addition to the beast’s heart.
Just when I thought the beast was in its full glory, it unleashed a second wind,
a power band, around the 7-8,000 rpm mark. No hesitation, just an exhilarating
surge. Cam-shift technology, you have my adoration!
With 145Nm of torque always at my disposal, navigating the tricky Almeria
circuit became effortlessly dynamic. Shifting gears became unnecessary, as the
abundant torque allowed me to stay in 3rd gear, letting the engine do the heavy
lifting. Power was plentiful in every gear at every rpm, truly mind-blowing and a
significant leap from the already formidable 1290 SDR.

The new 1390 SDR
quickly dispelled any
doubts, proving its
significant adaptation
and evolution. The
handling was more
direct and assured
than ever before,
effortlessly handling
fast and slow corners,
even on standard
suspension settings.
The EVO model is a true plug-and-play machine.
There is no need to have a degree in engineering
and suspension setup. There’s a MotoGP level crew
chief built into the bike as standard.
Transitioning to the handling, the SDR models had
come a long way since their introduction in 2013.
The evolution was evident—the beast had become
more agile, direct, and, most importantly, smarter.
Having spent ample time on 2nd and 3rd gen 1290
models, the handling always fell slightly short. While
assured at slower speeds, it struggled to maintain
composure in high-speed corners—a common
trait for naked bikes lacking the front-end stability
of fully faired Superbikes. The new 1390 SDR
quickly dispelled any doubts, proving its significant
adaptation and evolution. The handling was more
direct and assured than ever before, effortlessly
handling fast and slow corners, even on standard
suspension settings. The updated MotoGP-inspired
WP Apex suspension showcased its prowess, with
the electronically controlled adaptable suspension
in the EVO version standing out as the best
electronic suspension I’ve ever encountered on
the track. Although the standard preprogrammed
track 2 mode felt great, being a former racer,
the need to complain and make adjustments
kicked in. With McWilliams’ assistance, we made
some adjustments to the suspension settings, an
easy process using the left handlebar switches
to navigate the dashboard’s extensive settings.
Exploring various settings, including the second
preprogrammed track 1 mode and a custom Pro
1 mode, each setting offered a unique experience.
While I enjoyed every setting, the Pro 1 mode,
with its stiffer settings, provided the most support
during aggressive riding.
Contributing to the improved handling and
feel were the new Michelin Power GP tyres—
following the same theme as the new SDR in

terms of development: lighter, faster, refined. These tyres offered
exceptional grip and feel at every angle, leaving no uncertainty
in their performance and providing the required support for both
bike and rider. Despite enduring punishment from my throttlehappy
right wrist and the immense power, the rear tyre remained
solid, offering unwavering support to go faster. As anticipated,
there was a subtle shift under hard acceleration, but it was
impeccably controlled—attributed not just to the rider’s skill but
to the adept synergy of the new 1390 SDR package and the
Michelin Power GP tyres.
The Mona Lisa of the
motorcycle world. The
new 1390 SDR all dressed
up in KTM Power Parts. A
true masterpiece.
Just when I believed the bike couldn’t surpass its brilliance, it
did. The braking power, feel, stability, and assurance were simply
sublime. Like the rest of the bike, the braking system exuded
confidence, as if it could do no wrong.
Addressing past concerns, the gearbox now shifted better than ever,
eliminating false neutrals and skipped gears. Despite retaining a raw,
industrial feel, the gearbox shifted smoothly, instilling confidence and
leaving no room for worries about false neutrals. The quick shifter,
both up and down, operated flawlessly, allowing me to focus on
attacking without the dreaded interruptions of false neutrals.
While time constraints limited my exploration of the myriad
electronic features, the bits I experimented with worked seamlessly,
bringing noticeable changes. There’s a seamless integration of
riding aids that operates in the background, allowing you and
the beast to freely express yourselves and revel in the enjoyment
without any noticeable interruptions.
The 1390 gave me a Brad Binder-like sensation.
Unfortunately, it’s not a miracle worker, and it couldn’t
transform me into a track doppelgänger of him.
Currently, amplify all the praise I’ve given about
the exceptional qualities of the new 1390 SDR,
and then multiply that experience by an additional
10-20% – that’s the level of excellence achieved
by the Michelin slick shod fully equipped, officially
KTM PowerParts-enhanced 1390 SDR that I had
the privilege to test. Every aspect was heightened
to a remarkable degree - from the overall aesthetics
to performance. The incorporation of the complete
Akro race pipe expanded the breathing capacity
of the beast, facilitating increased airflow to
the core, resulting in a power surge from the
standard 145Nm and 190hp to an astonishing
150Nm of torque and 198hp – it was an
unadulterated, euphoric frenzy! This bike exhibits
an extraordinary blend of power and precision,
reaching unprecedented levels of performance. It’s
unbelievably phenomenal from front to rear. Trying
to grasp the sheer brilliance of the new 1390 Super
Duke R is an exercise in sheer insanity. It’s nothing
short of mind-blowing!
CONCLUSION
KTM has managed to create a bike that blends
raw, aggressive, unapologetic brutality renowned
and loved by SDR fans, but with refinement and
calmness. The Super Duke has evolved into a
complete package, catering to riders seeking
a composed and accommodating ride, as well
as those desiring a raw, naughty, and violent
experience. It’s meticulous yet erratic, Jekyll and
Hyde—truly the best of all worlds.

Amidst the adrenaline rush, the toughest
challenge was containing the excitement and
resisting the urge to act like a complete kid in
a candy store. Every second on the 1390 was
a thrill, marking a paradigm shift for the Super
Duke R—smooth, refined, disciplined, assured,
polished—qualities one would have never
associated with KTM until now.
It’s an incredibly impressive overall package, and
having dedicated an entire day to admiring the
bike, I can genuinely declare my affection for its
overall appearance—even with the new and quite
controversial headlight. It seamlessly aligns with the
machine’s DNA and has bestowed upon the 1390
version of the SDR its own distinctive identity.
As I contemplate searching for discrepancies
in the new Beast 4.0, no particular issues come
to mind. Granted, my experience on the track
provided only a brief taste. There’s a multitude
of features and situations I haven’t had the
chance to explore, and a lingering
question remains: how does this all translate to
the road, and is it too much for everyday street
use? My honest assessment would lean towards
a yes, considering the current congestion and
restrictions on our roads. While the track is the
optimal place for unrestrained enjoyment, the
bike, undoubtedly a naked street machine, can
find its place on the road. It might feel somewhat
confined, eliciting a sense of frustration for both
rider and machine. However, the new bike exhibits
a level of maturity and composure like never
before, suggesting an easy adaptation to everyday
street conditions.
Departing the Almeria circuit left me with a tinge of
sadness. Bidding farewell to the 1390 Super Duke
R proved challenging, especially knowing that it
wouldn’t be gracing my garage anytime soon—a
realization that was difficult to accept. The price
tags of R389,999 for the R version and R419,999
for my preferred choice, the EVO, emphasize that
owning the now even more sensational Beast
comes at a considerable cost. The prospect
of affording one in the near future is,
regrettably, not within the realm of
possibility. It leads me to ponder, now
more than ever, the question: “Do I
really need two kidneys?”

990
DUKE
MORE
DUKE.
LESS
BULLSHIT.
KTM’s parallel twin-cylinder Duke naked bike has evolved
significantly. Initially introduced in 2018 as the 790 Duke,
boasting a shiny new engine that outshone its competitors
in terms of sharpness and playfulness, it continues to be
available as the budget-friendly option in KTM’s lineup.
In 2020, it transitioned into the 890R, followed by the base
890 in 2021. Fast forward to 2024, and it has grown
again, now a 990. However, this isn’t just a Duke with a
larger engine; it exudes the no-nonsense attitude of a
super naked, aligning in size (minus 52cc) with the
formidable 2005 V-twin Super Duke 990.
The 990 Duke boldly ventures into super
naked territory, delivering exhilarating thrills
at road speeds, particularly with rider aids
disengaged. Before this launch, I, like many,
overlooked the 990 Duke, assuming it was
merely an 890 with bigger pistons and a

offering a docile and friendly demeanor around town
while delivering explosive performance on B-road turns.
The new 990 Duke introduces a more robust, race
bike-like direct feel, primarily attributable to its revamped
chassis. The steel trellis frame is now 8% more laterally
and 5% more torsionally robust, with frame rails
positioned outside the new swingarm for added rigidity.
The enclosed lattice construction, lighter by 1.5kg
and 35% less rigid, enhances feel and grip in corners.
The banana-shaped frame accommodates the new
underslung pipe.
Talk about evolution – the classic 990 Duke and
its modern counterpart, the new 990 Duke. Both
remarkable creations destined to etch their names
in the annals of naked street bike history.
Steering geometry is refined, with a reduced head angle
from 24.3 to 24.2 degrees, and a shortened wheelbase
from 1481mm to 1476mm. A new cast aluminum
subframe houses an enlarged airbox, and Super Duke-
new headlight. My focus was primarily on the 1390,
but upon delving into the 990, I discovered it to be
a headline-worthy revelation.
My initial misconception was unprofessional,
rooted in the “bigger is better” mindset.
However, during the 990 Duke briefing, I was
astounded by the multitude of changes and
the thoughtful execution that transformed it
into a new model, with 96% of its components
revamped from the 890 to the 990. Let’s explore
the key changes without succumbing to the
“death by PowerPoint” approach.
The 990 Duke is touted as 96% new, beginning
with its parallel twin-cylinder LC4c engine. Capacity
expands from 889cc to 947cc through a larger
bore (92.5mm, up from 90.7mm) and an extended
stroke (70.4mm, up from 68.8mm). It incorporates
new pistons, crank, conrods, exhaust, racier cam
timing, a wider radiator, and more flywheel effect
for a controllable power delivery, upping the power
from 114bhp to 121bhp.
This power output positions the 990 Duke ideally
for a lightweight naked road bike, providing
a perfect balance between excitement and
manageability on the road. It proves versatile,

esque wheels are fitted with Bridgestone S22
tires, while new front brake disc carriers reduce
unsprung weight by a kilo.
In terms of the riding position, the 990 Duke
features a redesigned seat for 2024. Compared to
the 890 Duke, the 990’s seat tilts 2 degrees upward
in the front section to prevent rider sliding, with an
overall height of 825mm. The passenger seat is
elevated by 0.8 inches for an improved view and
enhanced comfort. Aluminum footpegs with a
rubber insert are strategically placed for a sporty
riding experience, and for 2024, the shift lever is
moved closer to the footpeg for easier reach.
The 990 Duke is equipped with a 43mm WP Apex
inverted fork providing 5.5 inches of travel, utilizing
split function technology for separate compression
and rebound damping. Rear suspension features a
The 990 Duke also
introduces a Demo ride
mode, providing access
to all optional software
for the first 1,500
kilometers at no charge,
allowing riders to explore
Performance and Track
modes, Quickshifter+,
and other options before
making a purchase.
WP Apex Monotube shock with adjustable rebound
(five clicks) and manual preload adjustment.
Tech wise, the 990 Duke continues the trend of
advanced features, including all-LED lighting, a color
5-inch TFT display, and multiple ride modes. The
TFT dash is scratch and glare-resistant, featuring
new graphics and a redesigned menu structure.
It includes a USB-C connection and a favorites
area for preset preferences. Standard ride modes
include Rain, Street, and Sport, with optional
Performance and Track modes. The latter offers
extensive customization, including traction control,
throttle control, anti-wheelie control, launch control
(optional), and cruise control.
The 990 Duke also introduces a Demo ride
mode, providing access to all optional software
for the first 1,500 kilometers at no charge,
allowing riders to explore Performance and Track
modes, Quickshifter+, and other options before
making a purchase.
Styling-wise, the 990 Duke receives an upgrade
aligning it closer to the 1290 Super Duke, with
two all-new colorways to celebrate 30 years of the
Duke. The 14.8-liter steel fuel tank and angular
“Alien-like” LED headlight design, similar to the
1390 SDR, contribute to its aggressive appearance.

LET’S GO FOR A RIDE
Examining the new 990 Duke in person, it’s difficult
to dispute its status as a genuinely attractive
machine. It exudes the unmistakable KTM Duke
identity, showcasing that assertive yet inviting
stance characteristic of the Duke and Super Duke
series from the moment you settle onto the saddle.
The riding position is impeccable, extending from
the handlebars to the pegs. It offers a comfortable
street attack posture with no undue pressure on
any part of the body, making it easy to settle in
and prepare for the ride. The position is inviting,
providing ample legroom and space; even my
slightly portly 5-foot-8-inch frame found a snug fit
on the bike.
Ten minutes into the road ride, we finally
encountered some twisty turns heading up the
mountain. I’ve always been a cautious road rider,
but the 990 Duke instilled confidence in me to
aggressively tackle the turns. It pulled me along,
providing the necessary feel and control to push
harder and faster. The chassis was remarkably
direct and firmly planted, with the suspension
adeptly handling bumps and imperfections,
adapting itself to every challenge.
Firing up the 990 Duke, and once again, it
embodies the true essence of a Duke. The iconic
raw, industrial rumble emanating from the paralleltwin
motor stimulates the senses. As a Duke ritual,
I swiftly adjust all rider aids to low, switch ABS
into Supermoto mode, and activate sport mode.
Instantly, there’s a fantastic response from the
throttle. At this point, my excitement to ride the new
990 Duke soared from 60% to 110%.
Engaging first gear, we set off on a nearly 160km
road ride, eager to assess if the #NoBullshit slogan
translated to this new machine, akin to the 1390
SDR. Right from the start, the 990 Duke showcased
its elevated Dukeness. Throttle response is direct
and pure, without a hint of hesitation.
Unable to resist, I pushed it hard on the exit from
the Almeria circuit onto the road. I wasn’t alone in
this enthusiasm. Glancing in my rearview mirror,
it was a spectacle of 990 Dukes with their front
wheels in the air. In just a few minutes, we were
already reveling in the joy of life and the new 990.
Shifting through the gears and rev range, it was
an unrelenting surge of awesomeness. The 890
Duke was enjoyable and swift, but the 990 received
a shot of adrenaline. It’s challenging to think of a
more entertaining engine for experiencing pure,
unadulterated fun at road speeds. It might not
be excessively fast in top gear, but that’s not the
essence of the 990 Duke.
The 890 Duke was
enjoyable and swift,
but the 990 received
a shot of adrenaline.

Laughing inside my helmet, I cherished every
second on the 990 Duke – and this was just after
15 minutes. I craved more, but unfortunately,
Mother Nature had other plans. My time on the 990
Duke was curtailed due to adverse weather, but
the 15 minutes of dry weather riding were sufficient
to impress me and showcase its potential. Even
the time spent in pouring rain, snow, and icy roads
proved worthwhile as it demonstrated the bike’s
capabilities in those demanding conditions. The
bike was well-equipped with all the necessary
riding aids and modes to navigate the tricky
conditions safely, with the dashboard warning me
of the unwelcome weather. So much for sunny
Spain – it felt more like the rain in Spain.
I hope to spend more time on the 990 Duke soon,
as it’s undoubtedly a case of unfinished business.
But, like any true love affair, it didn’t take long for
me to fall in love. It was love at first ride, and there’s
no doubt that love will only grow stronger when we
meet again.
With the 990, KTM has crafted the perfect Duke
for everyday street riding. Priced at R264,999, you
get a powerhouse of a machine equipped with
everything needed and more for street riding. Its
blend of precision and the raw, rebellious nature
of the Duke is perfectly balanced, creating an
everyday riding experience that will be cherished
by all. I have no doubt that all this awesomeness
will translate even better on the track, something I
must put to the test one day.

390
DUKE
WHERE
LESS
BECOMES
MORE.
If you’re a dedicated follower of MRW and have perused our free monthly
digital magazine, you might feel you’ve already delved into the intricacies
of the new KTM 390 Duke. A few months ago, our team in South Africa
tested the bike, providing it with a stellar 5-star review. However, this
would mark my initial encounter with the new 390, and as the saying
goes, a second opinion is always valuable.
Without delving too deeply into the exhaustive details of the changes that
make the new 390 remarkable, as we’ve thoroughly covered that, I’d like
to emphasize that I’ve never been particularly captivated by the KTM 390
Duke or any smaller-capacity machines of its kind. Don’t misunderstand
me—I enjoy riding them and comprehend their purpose and significance
in the market. However, until now, my experience left me merely satisfied
rather than truly impressed.
The new 390 convincingly demonstrates that less can indeed be more,
justifying all the changes and updates implemented by KTM. But why
invest time and resources in enhancing a “baby Duke”? The previous
390 seemed to fulfill the role of an everyday street hustler perfectly, with

numerous satisfied customers worldwide. So, what
prompted the need for an elevated experience,
inevitably accompanied by a higher price tag?
Engaging with the KTM team at the world launch
clarified that the 390 is a significant seller,
particularly on the Indian subcontinent. While
the previous-generation 390 Duke served its
purpose well, owners desired more. Upon closer
inspection of the spec sheet and experiencing the
ride on the new model, it became evident just how
straightforward the previous iteration was.
The 390’s buyer demographic extended beyond
new, young riders embarking on their motorcycle
journeys. Instead, it attracted more experienced
riders aged 30-45 who sought a sporty daily
commuter. It was perceived more as a tool than
an experience, yet these riders demanded more
from their tool, and KTM is adept at meeting
customer demands.
KTM heeded this feedback and elevated the 390
Duke experience to what I had the privilege of
testing on 112 km of picturesque Spanish roads.
Before the launch, I spoke with Shaun, who had
previously tested the new 390 in SA, read his
magazine review, and watched his video review on
our Youtube channel. He couldn’t stop raving about
the bike, noting a stark contrast between the new
390 and its predecessor. I had my reservations—
after all, it’s just a 390. How could it surpass a
superbike enthusiast like Shaun? Well, it did then,
and it did for me. Within minutes, I realized I wasn’t
just astride a little 390; I was on a mature, superior
machine that demanded respect.
With 90% of the bike revamped from the previous
model, I could feel a 90% improvement in
performance. Everything was elevated— from
the sharper, more responsive, and more mature
suspension to the instant, confident power delivery.
The 390 swiftly asserted its place alongside
Talk about meeting expectations. The 390 used to
grapple with living up to the standards set by its
elder siblings in the Duke family, but those days
are over. It has now earned the respect of both its
riders and its fellow Dukes.
the 1390 SDR and 990 Duke in the KTM family,
refusing to be overshadowed.
After every corner, through every gear change,
and during every braking point, all I could do was
smile in wholehearted approval of the outstanding
qualities of the new 390 Duke. It is now, more than
ever, a quintessential Duke. I have no doubt it will
garner the respect of both new and seasoned
riders alike, just as it did with me.
The 390 convincingly demonstrated to me that
KTM has elevated the Duke experience to a
new echelon for the 2024 range. The new 390,
990, and 1390 models offer more power, more
sophistication, more interactivity, more support,
more customization, and, more importantly, less
nonsense. In 2024, the KTM Duke family stands
more united than ever, exuding maturity and
assurance. Long live KTM Duke!
After every corner,
through every gear
change, and during
every braking point, all
I could do was smile in
wholehearted approval
of the outstanding
qualities of the new
390 Duke. It is now,
more than ever, a
quintessential Duke.