MRW Issue 59

ISSUE 59

PLEASE

SANTA

NEW BIKES WE WOULD LOVE TO HAVE UNDER THE TREE

ORANGE

DOMINATION

KTM DOMINATES 2025

ROOF OF AFRICA

TESTING

2026 KICKS OFF WITH MOTOGP

& WORLD SBK TESTING

EDITOR’S NOTE

ISSUE 59 IS HERE!

Can you believe it? Just one more issue

to go until we hit Issue 60 of Motor

Rider World! It’s been a long, wild ride

— and we wouldn’t have it any other

way. Thank you for your incredible

support over the years. Please

remember to like, share, subscribe, and

follow all our social and YouTube pages

— it’s the best way to keep us going

and growing.

In Issue 59, we’ve packed things full

once again: We finally got our hands

on the CFMoto MT450, the entry-level

adventure bike taking the world by

storm. Thanks to Wheelz Online in

Boksburg — one of SA’s biggest and

most trusted CFMoto dealers — we

collected their demo unit and put it

through its paces. Check out our full

impressions inside the mag.

We also attended the Roof of Africa

for the very first time. I headed into

the Maloti Mountains to experience

the Mother of Hard Enduro up close,

bringing you a personal write-up of his

adventure as well as full coverage of

the 2025 results. And history was made

— big time. While tracking the progress

of Ian Rall, who entered the Iron Class

on KTM’s brand-new 390 Enduro R, I

witnessed something special: not only

did he finish, he took 2nd overall. This

marks the first time in Roof history that

an adventure-type motorcycle has ever

podiumed at the event. A gritty ride

from Ian and an impressive debut for

the 390 Enduro R.

As the year wraps up, we also dive into

the tasty new model releases revealed

at EICMA and Motorcycle Live, where

manufacturers showcased their brandnew

machinery for 2025 and beyond —

and yes, we drooled. A lot.

With the racing season now complete,

we also look at the MotoGP postseason

test in Valencia. Great to see

fresh faces like Toprak Razgatlıoğlu

mixing it with the big dogs, and Nicola

Bulega grabbing attention in the

absence of Marc Márquez with lap

times inside the top 10. Aprilia showed

strong form, KTM is searching for that

extra step, and Ducati is focused on

refining the 2026 package. And how

about Moto2 World Champion Diogo

Moreira? His MotoGP debut with LCR

Honda was seriously impressive — big

things are coming in 2026.

Thank you once again for the love, the

loyalty, and the miles shared with us.

Until next time — stay safe, stay on two

wheels, and keep supporting the ride!

CONTACT

DETAILS

EDITOR/OWNER

Shaun Portman

072 260 9525

shaunpotman@gmail.com

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NEWS DESK

KTM X BRABUS

UNVEIL THE 2026 1400

R SIGNATURE EDITION

– A HYPER-NAKED

MASTERPIECE

Back in February 2022, Austrian powerhouse KTM

teamed up with German luxury tuner Brabus to

create a hyper-naked motorcycle unlike anything

else. Using the 1290 Super Duke R EVO as a

canvas, the collaboration was such a hit it returned

the following year.

Now, in 2025, the duo is back with the Brabus 1400

R Signature Edition - the most powerful creation

of this partnership yet, limited to just 100 units

worldwide.

The new bike starts with the 2025 KTM 1390 Super

Duke R EVO, transformed with Brabus’s signature

Black & Bold aesthetics, exclusive Widestar

bodywork, precision carbon fiber components, and

the Midnight Veil body color. While it looks radically

different from the standard model, its core remains

familiar: the 1,250cc LC8 V-twin still delivers 190

hp and 145 Nm of torque, paired with a six-speed

manual gearbox.

NEWS DESK

Key upgrades include a dual-pipe undertray exhaust,

Brabus three-spoke Monoblock II EVO Platinum

wheels, and high-end suspension: a 48 mm WP

APEX USD semi-active fork with 125 mm travel and

a WP APEX rear linkage shock with 140 mm travel.

Braking is handled by Brembo Monobloc calipers on

320 mm front rotors and a 240 mm rear disc.

Every bike is built around a powder-coated

chromium-molybdenum steel trellis frame, combining

extreme performance with Brabus’s luxurious

finishing touches.

Pricing starts at €41,933 (around R840k), including

an exclusive accessory pack: a tailor-made indoor

cover, Brabus exhibition carpet, leather ignition key

cover, and a CNC-machined carbon fiber key box

featuring one of only 100 tabletop emblems.

NEWS DESK

A BOLD NEW ERA: MV AGUSTA

EMBRACES A FEROCIOUS 240-

HP SQUARE-FIVE

Five cylinders are a rare sight in

motorcycling, usually reserved for Honda’s

legendary, track-only prototypes that

brought home world championships

in two separate eras. So if MV Agusta

wanted to draw maximum attention to its

future ambitions, hinting at a brand-new

five-cylinder engine was a bold way to do

it. And that’s exactly what happened at

EICMA 2025 in Milan, where a strangely

shaped engine sat in a glass case—silent

but unmistakably intriguing. No press

kit, no big announcement, just a quiet

display that nonetheless sparked plenty of

questions.

Ten days later, MV Agusta finally broke

the silence, releasing an outline of the

engine’s configuration and a broad vision

for how it might be used. The details

confirmed what Italian outlet Moto.it had

already reported: the unit is indeed a fivecylinder

design, scalable between 850cc

and 1150cc, capable of up to 240 hp (179

kW), and destined for a new model still

several years away.

NEWS DESK

Honda’s five-cylinder history includes

the iconic RC149, an inline screamer

that revved to 21,000 rpm on its way to

the 1966 125cc world title, and the V5

RC211V that powered Valentino Rossi

to the first two MotoGP crowns of the

four-stroke era. MV’s engine, however, is

something entirely different - neither an

inline nor a V but what the company calls a

quadrato, essentially a compact trapezoid.

The design pairs a transverse parallel

twin behind a parallel triple under a single

cylinder head, with intakes between the

two banks and exhausts outboard. Three

camshafts manage the valves, and each

bank spins its own crankshaft in what MV

describes as a “U configuration” - a term

even the German magazine Motorrad

found puzzling, speculating that a gear

system may join the cranks at one end.

Despite the complexity, MV claims the

engine weighs under 60 kg, making it

lighter than Ducati’s Desmosedici Stradale

V4. The weight savings come partly from

electric water and oil pumps.

One of the most eye-catching numbers

is the claimed torque: 135 Nm, which

outmuscles Ducati’s slightly smaller V4.

Even more impressive, the MV’s torque

peak allegedly hits at just 8,500 rpm, while

peak power arrives beyond 16,000 rpm.

MV calls it an “engineering masterpiece,”

crediting the wide powerband to a unique

five-cylinder firing order, with no need for

variable valve timing.

justify the super-premium prices MV is

known for.

The engine is set to debut in the revival of

a “highly anticipated” discontinued model,

before expanding into supersport, naked

and even touring platforms.

MV Agusta itself has undergone major

changes in recent years. Rescued

from near-insolvency in 2016 by Timor

Sardarov, the company parted ways

with KTM in January and is now fully

controlled again by the Sardarov family’s

Art of Mobility S.A. MV says it sold 4,000

bikes in 2024 - well up on the previous

year - and boasts 99% parts availability for

models up to seven years old. At EICMA,

the brand also launched two new triplecylinder

naked bikes - the extravagant

Brutale Serie Oro and the more accessible

Brutale 800 - alongside the flagship

Superveloce 1000 Serie Oro, a 208-hp

inline-four.

If the new quadrato five delivers on

its promise, it could give MV Agusta

a truly distinctive edge in a crowded

performance market.

Compactness is another advantage. MV

says the square-five is narrower than an

inline four and shorter than a V4, giving

chassis engineers plenty of freedom.

Quiet running, balance and refinement

are also highlighted - traits that could help

NEWS DESK

BAJAJ TAKES THE WHEEL: MAJOR

SHIFTS UNDERWAY AT KTM

The news coming out of KTM lately feels

less like a steady stream and more like a

full-blown flood. The biggest headline?

Indian powerhouse Bajaj Auto has received

the green light from Austria’s Takeover

Commission to assume control of Pierer

Mobility AG, the parent company of KTM

AG. And Bajaj wasted no time making its

mark—its first move was to rename the parent

company Bajaj Mobility AG.

But that’s only the beginning. In an interview

with CNBC-TV18, Managing Director Rajiv

Bajaj outlined an aggressive restructuring plan:

“There is an opportunity to reduce overheads

by more than 50 percent… covering R&D, all

marketing areas—including racing—and all

operational areas.”

He also criticized KTM’s previous

leadership, revealing headcount had already

been cut from 6,000 to 4,000 but still

considered too high:

“Only about 1,000 are blue-collar; 3,000

are white-collar. That is perplexing because

the blue-collar employees make the

motorcycles.”

Bajaj signaled that future staffing cuts will

fall mostly on the costly white-collar side. His

blunt assessment:

“This problem was not caused by 99% of

KTM employees. It is a problem of the former

top management—most of whom are gone.”

The possibility of halving KTM’s white-collar

workforce has sent shockwaves through the

motorcycle world, especially given the likely

impact on KTM’s MotoGP program. With

Ducati and Aprilia pushing development

at full throttle, any slowdown at KTM risks

widening the competitive gap. The RC16

has already shown signs of stagnation this

season, with ongoing tire-related issues,

chassis noise and severe lack of front grip.

MotoGP isn’t the only area set to feel the

squeeze. KTM has also decided to end

GasGas motorcycle production in Spain,

shifting assembly to its Mattighofen facility.

A KTM spokesperson told Salzburger

Nachrichten:

“This allows us to consolidate our expertise,

optimize production processes, and

strengthen efficiency.”

Officially, only about 20 of the 300 Girona

employees will be affected, but the full

impact remains unclear—especially with KTM

production already running so far behind that

the 2025 1390 Super Duke GT won’t begin

production until 2027 at the earliest.

Rajiv Bajaj was characteristically blunt about

the underlying issue:

“To put it very simply and bluntly, European

manufacturing is dead.”

By contrast, he noted, models built and

exported from India deliver EBITDA margins

“over 30%.” Bajaj’s recent partnership with

Triumph serves as another example:

“Every single Triumph made today is built

either in Thailand or, more recently, India. If

Triumph could do this 15 years ago, why not

KTM?”

For Bajaj, the restructuring is essential

to reduce waste, restore efficiency and

bring KTM back to profitability. If the plan

succeeds, the argument for doing things

differently may disappear entirely.

But in the immediate term, KTM’s factory

riders, engineers and race teams face a lean

stretch—one in which progress will be slower,

and the price of long-term survival may be

paid on track.

NEWS DESK

Svartpilen 401

2026 HUSQVARNA PRO ENDURO

BIKES GET SUSPENSION UPGRADES

AND REFRESHED LOOKS

It’s been an exciting week for motorcycle

fans, with several major manufacturers

rolling out news on new, updated, or

returning models. Swedish brand Husqvarna

joined the fray, unveiling details on two of

its highly anticipated Pro Enduro machines:

the TE 300 Pro and FE 350 Pro, both for the

2026 model year.

Unlike many of the releases this week,

which focused mostly on aesthetics,

Husqvarna’s updates go beyond a cosmetic

refresh, offering a handful of mechanical

improvements that will appeal to pro riders.

The core of the bikes remains the same: both

continue to use their chromium-molybdenum

frames, paired with the same engines—a

2-stroke in the TE 300 Pro and a 4-stroke in

the FE 350 Pro.

The most significant upgrades are found in

the suspension systems. Husqvarna focused

on the WP XACT closed cartridge forks up

R98 699

NEWS DESK

front and the WP XACT rear shock, adding

new springs, an updated pressure reservoir,

and a one-piece hydrostop. Compression

and rebound settings have been revised

for both fork and shock, yet the suspension

remains fully adjustable by hand, keeping

riders in control of their preferred setup.

Other enhancements include radiator fans,

a simplified radiator cap, and a fuel line

protector. Riders can choose between

two pre-set engine maps using the map

select switch; on the FE 350 Pro, this switch

also manages traction control and the

quickshifter, offering tailored performance

on demand.

Visually, the bikes stick to the traditional white

frames of Husqvarna Pro Enduro models,

now complemented by all-gray bodywork and

matching seat covers, giving them a sleek,

understated new look.

Husqvarna says both the TE 300 Pro and

FE 350 Pro will hit dealerships worldwide

by the end of the month, though pricing

details have not yet been disclosed. For

more information, riders are encouraged to

contact their local dealer.

Factory-fitted components remain top-notch,

including Excel Takasago rims with CNCmachined

hubs, Michelin Enduro tires, Galfer-

Brembo brakes, soft ODI grips, and a ribbed

seat cover. Frame protectors are included

to safeguard key components from damage

during hard riding.

NEWS DESK

On the other side of the box, 2024 World

Champion Jorge Martin got to head out on

an RS-GP that was fitted with the chassis

that Bezzecchi was racing with in the last

few Grands Prix of the campaign. And it’s

safe to say that it birthed an immediate

positive feeling. After an injury-hit year,

gaining much-needed experience was a

priority ahead of the winter for the #89, but

work for 2026 was also key as Martin also

lapped with the new aerodynamic package.

It was P2 and P16 for the Aprilia Racing

stars, with the vibes high heading into the

winter break at Noale.

Speaking of good vibes, table-topping

Fernandez was pleased with his day at the

office. While there was nothing new to try in

terms of parts from Aprilia, those will come

at the Sepang Test, both Fernandez and Ai

Ogura leave Valencia with a good feeling on

board their RS-GPs.

Ogura was able to test some different

settings and try something with his riding

style, with Fernandez also able to run through

some electronic work that riders and teams

aren’t able to do during a Grand Prix. P1 and

P11 for Trackhouse, with Ogura completing

the most laps of anyone (64), spelt a

promising day for the American outfit.

FERNANDEZ AND BEZZECCHI PUT

APRILIA ON TOP, YAMAHA GO FULL

V4 IN VALENCIA

Fastest out of the blocks in 2026? Raul

Fernandez (Trackhouse MotoGP Team) and

Aprilia. The Valencian GP podium finisher

ended the Valencia Test with a 1:29.373,

with Marco Bezzecchi (Aprilia Racing)

making it a Noale 1-2 to send the factory

into the winter at the summit. P3 went the

way of Alex Marquez (BK8 Gresini Racing

MotoGP), with the top three split by less than

a tenth during a busy few hours of crucial

work at the Circuit Ricardo Tormo.

Let’s get into what we saw unfold:

APRILIA & TRACKHOUSE

MOTOGP TEAM

Brand-new front aerodynamic changes

across the board were the most obvious

parts to spot when Bezzecchi ventured out

on a black and white painted RS-GP. Front,

side and rear upgrades were tested by the

Italian, and it was quite a lot different to what

we saw Aprilia racing with in 2025.

NEWS DESK

DUCATI LENOVO, BK8 GRESINI,

PERTAMINA ENDURO VR46

Ducati’s day was solid as they began

work towards 2026; in the factory squad,

Francesco Bagnaia (Ducati Lenovo Team)

completed 32 laps and remained in the

top six for the majority of the day. At the

chequered flag, he was tenth and despite a

crash at Turn 2 with just 45 minutes to go,

Pecco was positive about the feeling he had

on the first version of the GP26. Front-end

feel on corner entry was much better, so the

double MotoGP World Champion heads into

the winter with a bigger smile on his face

than before.

With just over an hour to go, his temporary

teammate for the final two rounds of 2025

and the Valencia Test, Nicolo Bulega, briefly

went P4 and top Ducati with his fastest laps

of the Ricardo Tormo Circuit. In the end,

he finished the day in an impressive P8,

not a bad way to conclude his stint in the

team. The Italian was also feeling a lot more

comfortable on the MotoGP bike ahead of

testing duties continuing in 2026.

NEWS DESK

Tech3 Team Manager Nicolas Guyon

confirmed that both Enea Bastianini and

Maverick Viñales were trying a new seat

configuration to help with the ergonomic

set-up of the bike, something Bastianini

in particular has struggled with in 2025.

Viñales cut a positive figure at the end of the

day, with aerodynamic work a big part of

what the Spaniard did on Tuesday. Viñales

finished the day in P6 and with a better

feeling as he returns to full fitness, while

Bastianini begins 2026 with a P17 on the

timesheets.

The fastest Ducati honours went the way of

Alex Marquez (BK8 Gresini Racing MotoGP),

who was also vital in the development of

2026’s bike. He was P3 whilst teammate

Fermin Aldeguer was fourth as the #54 got

to put the GP25 through its paces for the

first time. Notching up 93 laps between

them and both securing a spot in the top

four, it was a strong way to end 2025.

In the manufacturer’s other Independent

team, Fabio Di Giannantonio (Pertamina

Enduro VR46 Racing Team) secured

seventh but had a small technical problem

just before 3pm. With teammate Franco

Morbidelli out injured, it was a dream come

true for Celestino Vietti who got a late call-up

to replace him. Setting 21 laps, the Italian

stated that quite simply, it was “the best day

of my life” as he watched on in the afternoon

following his early festive season present.

RED BULL KTM FACTORY RACING &

RED BULL KTM TECH3

Throughout the day, Pedro Acosta (Red

Bull KTM Factory Racing) was the fastest

KTM rider on track and for plenty of it, the

#37 was sporting a new side fairing. It was

one of the main objectives from the day for

the KTM quartet on track, with Acosta’s

teammate Brad Binder also getting to try the

RC16’s new side fairing set-up too. Overall,

Acosta finished P5 on the timesheets having

completed 53 laps, with Binder ending the

day in P9 after posting 52 laps. This was

also a chance for Binder to work with his

new crew chief, Phil Marron, who has moved

from being Toprak Razgatlioglu’s crew chief

in World Superbikes to partner with Binder

at KTM for the 2026 MotoGP season. “Very

positive” was the message from Binder after

the test.

NEWS DESK

HONDA & LCR HONDA

After Aleix Espargaro’s glowing reports of

Honda’s new 2026 machine following test

days at both Sepang and Aragon, Honda’s

three factory-contracted riders had their

first opportunity to try the updated RC213V

today. A new engine, a fully reshaped and

updated rear seat unit and aero, plus some

small aerodynamic modifications to the side

fairings were just the first step on a Honda

machine that Alberto Puig is hopeful can

push the Japanese factory back into the top

five on a regular basis. Joan Mir finished the

day in 12th, 0.022 clear of Johann Zarco in

13th, who was 0.022 clear of Honda HRC

Castrol’s Luca Marini in 14th.

There were of course plenty of eyes on the

newly-crowned Moto2 World Champion

Diogo Moreira as he made his MotoGP

debut. The Brazilian was adapting to life

with the world’s best by using the RC213V

that the factory riders finished the year with.

22nd and 1.824 adrift of top spot can go

down as a successful first outing for the

number 11.

MONSTER ENERGY YAMAHA &

PRIMA PRAMAC YAMAHA

Yamaha grabbed headlines for two

separate reasons today as three-time

WorldSBK King Toprak Razgatlioglu made

his public debut and the next step in their

V4 project was taken, as mentioned. The

Turk impressed at a circuit he’d never

raced at before, managing to close out his

first day as a MotoGP rider three-quarters

of a second behind the Iwata factory’s

benchmark, Fabio Quartararo, and even

ahead of both Rins and Prima Pramac

Yamaha teammate Jack Miller.

NEWS DESK

Still yet to turn the new engine up to 100%

power, it was clear the new project is

missing top-end speed down the start-finish

straight, but they will also remain in Valencia

for a further day of testing tomorrow, with

factory boss Maio Meregalli confirming

chassis and aero parts set to be tested.

So there we go. That’s a wrap from 2025,

and we have official lift-off in 2026. Now, a

much-needed winter break arrives before

we gear up for the Sepang Shakedown and

Official Tests in February.

Quartararo’s 1:29.927 was good enough

for 15th on the timesheets as the Yamaha

engineers now head back to the factory

with a huge amount of data that they’re

hopeful they can use to fine-tune the M1

into a competitive package in 2026. The

Frenchman confirmed they’re still searching

for a base setting on the new V4-powered

YZR-M1 and have another important private

test on Wednesday in Valencia, with Rins

confirming that the day was a positive one

on board the V4.

NEWS DESK

testing bike ridden by all three of Yamaha’s

attending riders throughout the day placed,

however, ridden by Vierge who set that time,

finished in P2, clocking in 0.385s. Behind

Loka. Stefano Manzi (GYTR GRT Yamaha

WorldSBK Team) was as amped up as he

was at the last test in Jerez, running the

most laps of any rider with 95; his fastest

was a 1’39.442s effort, which saw him to P7.

BMW BACK AT FULL STRENGTH: BMW’s

2026 rider pair was able to make their 2026

debut after missing Jerez’s October test

Michael van der Mark (ROKiT BMW

Motorrad WorldSBK Test Team) showed

that, while he might now be a test rider

for the team, the #60 still has serious

pace, finishing third quickest with a time

of 1’39.043. Danilo Petrucci (ROKiT BMW

Motorrad WorldSBK Team) landed P6 on

his first day riding the BMW M 1000 RR

thanks to his 1’39.434s time. Miguel Oliveira

(ROKiT BMW Motorrad WorldSBK Team)

has a considerably steeper learning curve

than Petrucci, such as understanding the

different type of bike from the MotoGP bike

he’s used to, and per his Team Principal,

Shaun Muir, early in the day, today was

his first time riding on Pirelli tyres. Oliveira,

despite these factors, finished in P8 with a

time of 1’39.815s.

JEREZ TEST FINALE GIVES

OLIVEIRA, DIXON & CHANTRA

FIRST WORLDSBK RUN

The World SBK field returned to Spain’s

southern province of Andalucia for the final

test of the calendar year as they hope to

continue making progress for 2026.

Progress continues on the trail to 2026

as the MOTUL FIM Superbike World

Championship field flew around the track

on Wednesday, November 26th for their first

day of the second session of testing at the

Circuito de Jerez - Angel Nieto, Andalucia.

This time around, wet weather wasn’t a

factor, and while it was chilly to start the day,

temperatures got higher and lap times got

shorter, closing the day with two Yamahas

and a BMW holding the three fastest times.

BREAKOUT DAY FOR THE RIDERS IN

BLUE: Locatelli led the session, with four

Yamahas in the Top six

Andrea Locatelli (Pata Maxus Yamaha)

and several fellow Yamaha riders put the

paddock on alert as they filled out the

majority of the top positions, led by Andrea

Locatelli (Pata Maxus Yamaha) as he and

his 1’38.641s was the only time to break

the 1’38s mark. Behind him, A Yamaha

NEWS DESK

BIMOTA BUILDING UP STEAM: Fores

fought his way to a P5 finish on Day 1

Bimota test rider Xavi Fores was Bimota’s

sole representative; however, the Spaniard

represented his team well, as he and his

1’39.302 put him in P5, just under seven

tenths off P1 pace.

FINDING FORM: Honda’s rider pair of

Dixon and Chantra made their WorldSBK

debut on Day 1

In their first appearance in red and blue in

WorldSBK, Jake Dixon (Honda HRC) and

Somkiat Chantra (Honda HRC) made their

debut in the Championship on Day 1 at

Jerez. Dixon led the day as he would finish

P9 with a time of 1’40.035s, just ahead of

his new teammate Chantra, who placed P10

thanks to his best time of 1’40.285s. Behind

them in P12, test rider Tetsuta Nagashima

ran 52 laps whose best time clocked in at

1’40.839s.

The Top six permanent grid riders from the

Jerez Test Day 1:

1 Andrea Locatelli (Pata Maxus Yamaha)

1’38.641s

2. Xavi Vierge (Pata Maxus Yamaha) +0.385s

3. Danilo Petrucci (ROKiT BMW Motorrad

WorldSBK Team) +0.793s

4. Stefano Manzi (GYTR GRT Yamaha


5. Miguel Oliveira (ROKiT BMW Motorrad


6. Jake Dixon (Honda HRC) +1.394s

DAY 2 REPORT FROM JEREZ: Alex Lowes

sticks the landing atop the timesheet in

Jerez’s final day of testing

Riders sent 2025 out with a bang as they

partook in the final test event of 2025. With

the grid’s full-time riders provisionally set.

Teams’ focus shifts now to how they can get

every bit out of their packages as they can

before the first round of the 2026 MOTUL

FIM Superbike World Championship at

Phillip Island, kicking off on February

20th, 2026. In Jerez, once again it was a

sunny- albeit cold- day, providing teams

in attendance a full day of track time to

improve their setups. Alex Lowes (bimota by

Kawasaki Racing Team) didn’t need day 1 to

prove his speed on Day 2, and he was tailed

closest by Xavi Vierge (Pata Maxus Yamaha)

and Michael van der Mark (ROKiT BMW

Motorrad WorldSBK Team), who were each

less than four tenths behind.

BIMOTA SHOWING SIGNS OF

PROGRESS: Alex Lowes P1, Bassani P6

While they didn’t participate in Day 1,

Bimota showed again that their KB998

Rimini’s late-season form was no fluke.

Alex Lowes ran an emphatic 76 laps, tied

for the most of any rider, and his fastest

time around of 1’37.825s was faster than

NEWS DESK

Nicolo Bulega’s (Aruba.it Racing - Ducati)

fastest lap in Race 1 and Race 2 at the same

circuit in 2025. Finishing in P6, with a best

time of 1’38.584s, Axel Bassani (bimota by

Kawasaki Racing Team) welcomed a new

crew chief, Uri Pallares, into his box, the

experienced name making the move to work

with ‘El Bocia’ after the retirement of his

long-time rider, Jonathan Rea.

YAMAHA FILL OUT THE FRONT

POSITIONS AGAIN: Two Yamaha bikes in

the front four positions

Xavi Vierge (Pata Maxus Yamaha) was the

fastest on the timesheets as he continues

to adapt to Yamaha blue from his four-year

Honda stint. His 1’38.058s time placed

him P2, just under a quarter of a second

slower than Alex Lowes at the top of the

timesheets. Andrea Locatelli (Pata Maxus

Yamaha) was the second quickest rider

in blue, finishing fourth on the order, with

his time of 1’38.134s just four thousandths

slower than van der Mark as he and his

team experimented with different geometric

settings on their chassis and slight changes

to his bike’s swingarm. Additionally, Locatelli

spent the two-day test working for the first

time with new crew chief Giuilo Nava after

he moved from Aruba.it Racing- Ducati,

where he won two World Championships

with Alvaro Bautista. Stefano Manzi (GYTR

GRT Yamaha WorldSBK Team) on Day 2

didn’t run as many laps as in Day 1, but his

1’38.606s time saw him place in the same

spot as he landed seventh-fastest.

BMW CONTINUING TO FIND FOOTING:

‘Petrux’ improves to P5

Once again, Michael van der Mark (ROKiT

BMW Motorrad WorldSBK Team) flexed his

familiarity with the bike, finishing third fastest

and putting in a solid two days of work for

his team, running a total of 150 laps and

finished in third. While van der Mark’s time

of 1’38.126s was quicker than each of their

new riders, Danilo Petrucci (ROKiT BMW

Motorrad WorldSBK Team) and Miguel

Oliveira (ROKiT BMW Motorrad WorldSBK

Team) had similar times and now have more

laps under their belt atop the M 1000 RR

as they begin to mesh with new electronics

engineer Christophe Lambert, who joins

from Bimota. For Oliveira, his crew chief is

similarly new to the team, as Andrew Pitt will

hope to strike up a strong relationship in the

months to come. In their second and final day

at Jerez, Petrucci finished in P5 with a time of

1’38.470s, ahead of Oliveira who clocked in

at 1’38.890s to place eighth-fastest.

NEWS DESK

FAMILIARISATION CONTINUES FOR

HONDA: Chantra and Dixon put on similar

performances

Somkiat Chantra (Honda HRC) finished the

day as the faster of the full-time rider pair by

0.314s, as his time of 1’39.494s placed him

P9. Test rider Tetsuta Nagashima (HRC Test

Team) finished next of the Honda machines,

clocking a 1’39.609s for P10, ahead of Jake

Dixon (Honda HRC), who took home P11

through his best lap of 1’39.808s. The #96

and #35 followed a plan mainly focused on

getting to know the bike, and they will be

happy to know that their times improved

over the test.

The combined top six permanent grid riders

from both days of the Jerez Test:

1 Alex Lowes (bimota by Kawasaki Racing

Team) 1’37.825s

2. Xavi Vierge (Pata Maxus Yamaha) +0.233s

3. Andrea Locatelli (Pata Maxus Yamaha)

+0.309s

4. Danilo Petrucci (ROKiT BMW Motorrad


5. Axel Bassani (bimota by Kawasaki Racing

Team) +0.759s

6. Stefano Manzi (GYTR GRT Yamaha


Bring on World SBK 2026!

FIRST RIDE

REVIEW

Terrain

Ready for any

FIRST RIDE IMPRESSIONS ON THE NEW CFMOTO MT450

Thanks to Wheelz Online in Boksburg and their extensive

fleet of demo models, we finally had the chance to swing a

leg over the CFMoto MT450. Stefan and his team handed us

the keys with the usual Boksburg enthusiasm, and we took

the bike away for a proper couple of days to see what this

new middleweight adventure machine is really all about.

Words: Shaun Portman Pics: Shaun Portman

The MT450 arrives with the kind of intention

that has been shaping CFMoto’s recent

momentum: build a tough, versatile, modern

adventure bike that’s accessible without

feeling compromised. At the heart of the

bike sits CFMoto’s 449 cc parallel-twin - a

liquid-cooled, DOHC unit with a 270-degree

crank that gives it a smooth, characterful

pulse reminiscent of larger-capacity

adventure engines. CFMoto has revised

the camshaft and reworked the intake and

exhaust system to prioritise strong lowdown

torque. Peak torque arrives at 6,250

rpm, but what matters most is the wide, flat

delivery between 5,500 and 7,200 rpm. On

the trail, this translates to instant response,

predictable traction, and the ability to

crawl, climb, and cruise without constantly

working the gearbox. When you do need

to shift, the six-speed gearbox paired with

the CF-SC slipper clutch makes the process

slick and forgiving.

One thing that surprised me from the start

was just how much presence this bike has.

The MT450 looks and feels significantly

bigger than what you’d expect from a 450,

and that impression doesn’t fade once

you’re riding it. Parking it anywhere instantly

drew attention - riders, non-riders, curious

pedestrians… everyone wanted to know what

it was. CFMoto has nailed the proportions,

giving the MT450 that full-size adventurebike

stance without the intimidating mass.

But perhaps the most unexpected delight

comes from the sound. The parallel-twin has

a deep, throaty roar that genuinely echoes

the character of Honda’s Africa Twin. It

sounds far bigger than a 450 should, with

an exhaust note that crackles, pops, gurgles,

and breathes with real personality. It’s one of

those bikes where you blip the throttle purely

because it sounds that good. The exhaust

tone is special - surprisingly rich, surprisingly

full, and a big part of the riding experience.

The chassis continues the theme of balance

and usability. Built on a trellis-style frame

made from the same high-strength steel used

in CFMoto’s larger adventure platforms, the

MT450 feels planted and stable, yet at 185

kg in running order, light enough to manage

confidently in tight or technical terrain. The

geometry was developed with light handling

and long-distance comfort in mind, something

that becomes increasingly clear the longer

you sit behind the handlebars.

Suspension comes courtesy of KYB, with a 41

mm adjustable USD fork up front and a multilink

monoshock at the rear, both offering 200

mm of travel. The MT450’s ground clearance

of 220 mm ensures it’s more than ready to

tackle proper off-road conditions. The 21-inch

front and 18-inch rear spoked wheels come

fitted with CST tyres, and while more roadbiased,

the wheel sizes allow easy upgrades

when needed.

A small but very welcome feature — and one

that more manufacturers should take note of -

is the easily accessible ABS switch positioned

near the left-hand mirror. Instead of diving

into menus or scrolling through switchgear,

you can disable or enable ABS with a single

press. Even better, it can be done on the

move at speeds under 20 km/h, which makes

transitioning from tar to gravel seamless. It’s a

small detail, but one that massively improves

real-world usability, especially for riders who

mix terrains often.

Braking is managed by J.Juan calipers

supported by Bosch ABS, with the rear being

switchable for off-road use. Traction control

is also Bosch-equipped and switchable.

Electronics are intentionally simple yet

modern, highlighted by a bright 5-inch TFT

with Bluetooth functionality.

The MT450 runs a 17.5-litre fuel tank, offering solid range, while the

adjustable seat height (820 mm standard, 800 mm low) broadens its

appeal for riders of different sizes.

As a complete package, the MT450 delivers far more than its

displacement suggests - in size, in character, in sound, and in off-road

confidence. If there’s one minor niggle, it’s the lack of a quickshifter and

auto-blipper. They would have added an extra layer of refinement, but

their absence is hardly a deal-breaker. Some might also point out the

lack of cruise control, but realistically, this is not the type of bike where

you’d expect or need it. The MT450 focuses on the essentials, prioritising

capability, value, and real-world adventure use over unnecessary extras.

In short, CFMoto has created a genuinely impressive middleweight

adventure motorcycle - one that offers big-bike feel, strong torque,

brilliant sound, excellent ergonomics, and the kind of value that’s

increasingly rare in the market.

The CFMoto MT450 retails for R125,900, and demo rides are available

through Wheelz Online in Boksburg. To book a test ride or for more

information, contact Stefan on (+27) 078 949 5425 or email stefan@

wheelzonline.co.za.

EICMA 2025

HIGHLIGHTS

THE BIKES THAT SET OUR HEARTS RACING

EICMA 2025 was nothing short of electric — a showcase

of tradition meeting future-forward engineering. Among

the sea of new metal, several machines stood out as real

conversation starters. Here’s a breakdown of the most

compelling bikes we saw on the floor.

CFMOTO V4 SR-RR (PROTOTYPE)

Last year, CFMoto stole the spotlight at the

EICMA motorcycle show in Milan with what

many called the hottest booth of the entire

expo. At the center of the frenzy was an allnew,

state-of-the-art liter-class V4 engine

paired with the striking “Master of Speed”

superbike concept. Fast-forward to this

year, and that futuristic display has already

evolved into a full-fledged superbike built

around that very same powerplant. Its name?

The V4 SR-R - a tongue-twister to say out

loud, but a serious machine nonetheless.

Although still officially labelled a prototype,

CFMoto has confirmed that production is

coming soon. And thankfully, we now have

real performance numbers to chew on.

At its heart is a 997cc, 90-degree V4 that

produces over 210 horsepower. Torque

figures remain a mystery, but power alone

puts the SR-RR in the same league as

the Yamaha R1M, Honda CBR1000RR-R

Fireblade, and Kawasaki Ninja ZX-10RR.

Panigale V4. An aluminum swingarm pivot bracket

bolts directly to the transmission and rear cylinder

head - another hint at its performance-focused design.

CFMoto will also offer a full titanium twin-exit

Akrapovič exhaust meeting Euro5+ regulations, along

with clip-on handlebars, twin LED headlights flanking

a central air intake, and MotoGP-style cooling ducts

feeding the front Brembo calipers and discs.

With the SR-RR - and Norton’s recently revealed

Manx R - the superbike class is about to welcome two

completely new contenders. Fresh competition in the

premium liter-bike segment? We’re all for it. If CFMoto

sticks to its schedule, we should see the production

version by the end of next year.

For now, things are looking very, very promising for

CFMoto.

Those rivals all run inline-four engines,

though - making the Ducati Panigale V4 the

more natural competitor. Direct comparisons

will have to wait until full specs drop, but

we do know this: the SR-RR weighs under

200 kg, giving it a power-to-weight ratio

north of 0.476 hp/lb. That’s proper superbike

territory. CFMoto also quotes a top speed

of over 300 km/h, right in line with the

industry’s “gentlemen’s agreement.”

CFMoto says the SR-RR will serve as a

foundation for future high-performance

models - and the bike’s details suggest serious

World Superbike intentions. In its press

release, the brand openly referenced its racing

program, and the bike’s large front wings aren’t

merely decorative: they automatically adjust

according to speed and riding conditions,

likely syncing with a semi-active, electronically

adjustable suspension system.

Other technical insights come from studying

the promo imagery. The frame layout isn’t

fully described, but the engine appears to

act as a stressed member, much like Ducati’s

providing instant torque even at low rpm. It

can ramp up or wind down at will, drawing

energy to spin its impeller on demand. No

intercooler. No compromise to component

layout. No dependence on exhaust flow or

mechanical drag.

Honda hasn’t shared much more about

how it works, but it did release a short dyno

clip of the prototype, and let’s just say the

sound alone is worth the replay. And the

timing of all this is particularly interesting:

as Honda accelerates its electric-motorcycle

strategy, it’s also investing in some of the

most advanced combustion tech we’ve

seen in years. Clearly, Honda’s 2030

roadmap isn’t EV-only - it’s EV and ICE

innovation side by side.

HONDA V3R 900 E-COMPRESSOR

(PROTOTYPE)

How many times have we watched a

manufacturer roll out an ambitious, jawdropping

concept at EICMA - only to pretend

it never existed a year later? Not Honda. Not

this time.

At last year’s show, the Japanese giant

unveiled a completely new platform: an

electronically driven, forced-induction V3

engine. It was bold, strange, and unlike

anything else on the floor. Naturally, the big

question was when - or if - that tech would

make its way into a real motorcycle.

Honda hinted that the engine’s “development

will continue towards mass output,”

calling the E-Compressor concept a new

frontier in internal combustion engineering.

They weren’t bluffing. Because this year,

Honda pulled the covers off the V3R 900

E-Compressor Prototype.

Power figures remain under wraps, but

Honda says the 900cc triple delivers

“performance comparable to a 1,200cc

engine.” And the bike wrapped around it?

A muscular, modern streetfighter wearing

stylish new bodywork, a single-sided

swingarm, a trellis frame, and Honda’s brandnew

Flagship Wing emblem. It’s early - but it

already looks like a statement piece.

From last year’s reveal, we know the

powerplant is a water-cooled, 75-degree V3,

with one cylinder pointing rearward and two

facing forward. The star of the show is the

electronically driven compressor - effectively

making this the world’s first productionintent

motorcycle using such a system. And

no, it’s not a turbo or a supercharger.

A turbo uses exhaust gases for boost; a

supercharger runs off the engine’s crankshaft.

Honda’s E-Compressor is different. Entirely

different. It uses electric power to compress

intake air independently of engine speed,

The concept also carries deep historical

roots. Japan’s Big Four were obsessed with

forced induction in the ’80s, and Honda

has played with V3 engines before. In 1985,

the NS400R featured a 90-degree V3 twostroke

with 72 hp. Two years earlier came

the 113-degree V3 S500 motocrosser and

the MVX250F road bike. And of course,

Honda’s last big-capacity sport-tourer,

the discontinued VFR1200F, squeezed

out about 160 hp from its 1,237cc V4. If

Honda can extract similar numbers from a

smaller, lighter V3? They could be sitting

on something extraordinary.

When will we see the production version?

Honda says it plans to bring a model using

this technology to Europe by 2027. So yes

- at least two more years of anticipation,

curiosity, and probably a handful of

tantalizing teasers.

But after seeing how far Honda has pushed

this concept already, one thing’s clear:

This isn’t a dream destined for the archives.

It’s a revolution in motion.

HONDA CB1000GT – SPORT TOURER

By now, it’s clear just how successful Honda’s

new CB1000 Hornet platform has become -

not simply in terms of motorcycle sales, but

in how effectively it has spawned an entire

family of models. After last month’s debut

of the retro-inspired CB1000F, Honda has

now unveiled a third Hornet-based machine:

the CB1000GT, a fully equipped sport-tourer

that blends familiar Hornet DNA with serious

long-distance capability.

At its core, the CB1000GT uses the

same 1000cc inline-four from the 2017

CBR1000RR Fireblade, tuned here for 148

horsepower and 102 Nm of torque. That’s a

touch lower than both the 150-hp CB1000

Hornet and the 155-hp CB1000 Hornet SP,

but still competitive with established rivals

like the 149-hp Suzuki GSX-S1000GX and

the 133-hp Kawasaki Versys 1100. Power

is delivered through a six-speed gearbox

with revised ratios—gears two through five

optimized for stronger acceleration, and a

taller sixth gear aimed at effortless highway

cruising. An assist/slipper clutch is standard.

Stylistically, the CB1000GT introduces

sharp, angular bodywork and full LED

lighting. The design shows a clear European

influence, which makes sense: it’s the

product of collaboration between Honda’s

Italian and Japanese design centers. The

fairing itself is notable not just for its

appearance but for its construction—it’s

made from Durabio, a plant-based biomaterial,

while the seat bases incorporate

recycled plastics. Honda says the fairing

was shaped using Computational Fluid

Dynamics (CFD) to maximize wind

protection and high-speed stability.

Underneath, the CB1000GT uses the Hornet’s

diamond-type steel frame, but with a lengthened

subframe and an extended swingarm - up from

24.3 in (619 mm) to 25 in (635 mm) - to improve

straight-line stability. Ergonomics skew firmly

toward comfort, with higher handlebars and

revised footpeg placement. A five-position

adjustable windscreen offers 3.1 inches (81 mm)

of one-handed adjustment to fine-tune airflow

on the move.

Suspension duties are handled by Showa’s

electronically controlled EERA system, which

continuously adjusts damping based on riding

conditions. A suite of five riding modes—Sport,

Rain, Tour, Standard, and User—works alongside

IMU-managed Cornering ABS. Braking is

provided by dual 310-mm front discs with radialmount

Nissin calipers, and a 240-mm rear disc

with a single-piston Nissin caliper.

Standard equipment is generous. The

CB1000GT arrives with heated grips, cruise

control, a quickshifter, knuckle guards, and

even a center stand. Integrated detachable

panniers offer 37 liters of storage on the left

and 28 liters on the right. A crisp five-inch

optically bonded TFT display supports full

smartphone connectivity through Honda

RoadSync, enabling turn-by-turn navigation,

calls, and music via a Bluetooth headset.

Honda Smart Key ignition, auto-cancelling

indicators, and an Emergency Stop Signal

system round out the tech package.

Rider aids include three levels of power

delivery, engine braking, and traction

control, all enabled by the IMU and rideby-wire

throttle. Honda Selectable Torque

Control (HSTC) is also standard and can be

switched off.

As expected from Honda, a full range of

accessories is available. The Comfort Pack

adds a taller windscreen, fog lights, and

upgraded seats; the Sports Pack offers

visual enhancements such as a belly pan,

decals, and wheel stripes; and the Urban

Pack includes a 50-liter top box, rear carrier,

and pads. All items can also be purchased

individually.

The CB1000GT will arrive in European and

UK dealerships in February 2026, priced at

£11,999 (approx. R270k). Three colors will

be offered: Grand Prix Red with extended

Graphite Black accents, Pearl Deep Mud

Grey, and Graphite Black. Details on SA

availability and pricing are still to come.

•••• ••••

FESTIVE SEASON CLOSURE

17 DECEMBER 2025 - 08 JANUARY 2026

2026 KAWASAKI ZX-10R

When Kawasaki rolled into EICMA

2025, it didn’t bring a totally new litreclass

machine - but what it did reveal

felt every bit as sharp as a full redesign.

The 2026 Ninja ZX-10R and its racefocused

sibling, the ZX-10RR, deliver

targeted but significant updates:

refined aerodynamics, enhanced

electronics, and performance tweaks

that sharpen the R’s edge without

compromising its character.

These updates make it clear:

Kawasaki’s not reinventing the wheel,

but it is redefining how that wheel cuts

through the wind.

The headline change is impossible to

miss: integrated winglets built into

the new upper fairing. According

to Kawasaki, these generate ~25%

more downforce, improving frontend

stability under heavy braking and

during aggressive cornering.

Accompanying the winglets are

subtle but important design tweaks: a

repositioned ram-air intake, compact

hybrid projector/reflector headlights,

and revised bodywork that refines

airflow while keeping the bike’s

muscular, familiar ninja silhouette.

Under the skin, Kawasaki says

they’ve adjusted chassis geometry

- including a 2 mm rise in swingarm

pivot height - to optimize how

the bike interacts with its new

aerodynamic profile.

Power continues to come from the

trusted 998 cc inline-four, tuned

for Euro 5+ compliance thanks to

a second oxygen sensor. Kawasaki

reports output at 193 hp (at 13,000

rpm) and 112 Nm of torque (at

11,400 rpm).

While those numbers don’t leap

wildly ahead of the previous

generation, Kawasaki emphasizes

that the refresh is focused less on

chasing peak horsepower, and more

on delivering clean, predictable

power delivery and better efficiency.

Kawasaki retains its high-spec

Showa Balance Free Fork (BFF) up

front and BFRC lite shock at the

rear, but both have been retuned to

match the revised frame geometry

and new aerodynamic loads.

Perhaps surprisingly, the Öhlins steering

damper, once exclusive to the RR, is now

standard on the base ZX-10R — a welcome

upgrade for street and track use alike.

Braking is handled by dual Brembo M50

monobloc calipers and 330 mm discs, paired

with a radial-pump master cylinder. The

addition of braided lines on the RR model

further underscores its track-first ambition.

Kawasaki fits Bridgestone Battlax RS12 tires

to the ZX-10R, boosting grip and confidence

for road-focused and sporty use. Times

Drive On the RR, expect more race-ready

rubber.

The 2026 update brings a 5-inch full-color

TFT display, replacing the older cluster.

It supports Bluetooth connectivity via

Kawasaki’s Rideology app, and introduces

turn-by-turn navigation and even voice

command functionality. kawasaki.eu

Kawasaki’s electronics package is

comprehensive:

• Cornering Management Function (KCMF)

• Sport Traction Control (S-KTRC)

• Launch Control (KLCM)

• Integrated Braking System (KIBS)

• Engine Braking Control

• Multiple power modes

• Quick Shifter (KQS)

• Electronic Cruise Control

All of this is now managed under the

watchful eye of a 6-axis IMU, making the

ZX-10R nimbler, more confident, and more

sophisticated than ever.

On the street, the new TFT dashboard,

voice control, and navigation make the

ZX-10R not just a mean machine, but a

smarter one — more usable for everyday

and weekend rides alike.

Kawasaki’s 2026 Ninja ZX-10R and ZX-

10RR are smart evolutions of a proven

superbike platform. Rather than chasing

outlandish power, Kawasaki focused

on realism: sharpening aerodynamics,

refining handling, enhancing electronics,

and making the bike more usable and

confidence-inspiring.

The RR keeps its race pedigree intact, with

engine internals and components that hint

at serious track potential. Meanwhile, the

base ZX-10R gains meaningful upgrades

that bridge its road-and-track identity

more cleanly than before.

The changes Kawasaki has made - especially

the added downforce from winglets -

suggest real-world gains. The increased

front grip should inspire confidence under

braking, while improved geometry and

refined suspension promise better rear

traction when exiting corners.

The RR, with its lightweight internals (Pankl

titanium connecting rods and pistons) and

braided brake lines, is clearly built to be a

serious track tool.

SUZUKI SV-7GX

At EICMA 2025, Suzuki revealed a machine

that blends heritage, practicality, and modern

electronics in a way that’s both familiar and

refreshingly new: the SV-7GX. Positioned

as a mid-weight sport-crossover, it riffs off

the legendary SV650 platform, but brings a

touring-ready attitude and a sophisticated

electronics package tailored for 2026 and

beyond.

From first glance, the SV-7GX marries the

muscular, street-oriented styling of Suzuki’s

GSX-S1000GX with crossover pragmatism.

It wears an intelligently sculpted half-cowl,

aerodynamic handguards, and a threeposition

windscreen (50 mm of travel)

that balances wind protection with sleek

silhouette.

The upright seating posture is immediately

welcoming. Suzuki has raised the handlebar

and positioned it closer to the rider, giving

a commanding feel without becoming

cumbersome.

With a seat height of 795 mm, the bike

remains surprisingly accessible, widening its

appeal to a broad range of riders.

Under the SV-7GX’s skin lies the proven

645cc, 90-degree V-twin that has powered

the SV650 and V-Strom 650XT.

Suzuki has updated the engine for Euro 5+

compliance, while retaining its characterful

pulse and linear torque delivery.

In its GX-tuned trim, the engine delivers

around 72 hp and 64 Nm of torque.

These figures may not sound headlinegrabbing,

but the V-twin’s strength lies

in its usability - strong and predictable

midrange delivery helps the GX feel

lively in everyday riding and composed

on longer journeys.

The SV-7GX rides on a steel trellis frame,

a tried-and-true architecture that offers

a solid balance of rigidity and comfort.

Up front, a 41 mm telescopic fork

provides 125 mm of travel; at the rear, a

preload-adjustable monoshock delivers

129 mm of travel.

Suzuki has fitted cast aluminium 17-inch

wheels (front and rear) shod in Pirelli

Angel GT II tyres - a clear nod to the

bike’s road-focused crossover mission.

Stopping power comes from dual 290

mm front discs with four-piston Tokico

calipers, and a 240 mm rear disc, both

equipped with ABS for confident,

predictable braking.

What really elevates the SV-7GX in its

class is Suzuki’s Intelligent Ride System

(S.I.R.S.), which brings a suite of modern

electronics designed for flexibility and

rider control.

Key features include:

• Ride-by-wire throttle provides precise

throttle response and enables the rest

of the system’s functionality.

• Suzuki Drive Mode Selector (SDMS)

- three ride modes that adjust power

delivery depending on conditions or

rider preference.

• Traction control - three levels plus the

ability to switch it off.

• Bi-directional quickshifter - shifts up

and down without clutch, adding to

sporty feel.

• Easy Starting & Low RPM Assist

- makes low-speed manoeuvres

smoother and more accessible.

Instrument-wise, the SV-7GX sports a 4.2-

inch full-colour TFT display, which integrates

smartphone connectivity via Suzuki

Ride Connect+. You can view navigation,

messages, calls, and other data right in the

cockpit — and there’s a convenient USB-C

port for charging.

With a 17.4-litre fuel tank, Suzuki claims

a touring range of over 400 km, making

the SV-7GX not just a fun commuter but a

genuine contender for longer rides.

Added practicality comes from its ergonomic

design: the seat is sculpted for comfort, the

windscreen and handguards shield you from

airflow, and the upright posture helps on

extended trips or in traffic.

The Suzuki SV-7GX is a compelling new entry

in the crossover/sport-touring space. By

combining the trusted V-twin engine from

the SV650 with modern electronics, touringfriendly

ergonomics, and smart design

upgrades, Suzuki has created a bike that

feels both fresh and familiar.

It’s not about raw power - it’s about balance.

The SV-7GX is equally at home weaving

through urban streets, carving country lanes,

or striding confidently on motorways. With

its strong spec sheet, proven engine, and

thoughtful design, it could easily become

a go-to for riders looking for a versatile,

middleweight machine that delivers

character and practicality.

If you’re looking for a bike that doesn’t

demand extremes but still gives you realworld

ability, the SV-7GX just might be

Suzuki’s most intriguing budget-friendly

crossover for the modern rider.

DUCATI HYPERMOTARD V2 & V2 SP

Nearly two decades after the original

Hypermotard launched Ducati’s wildest

motorcycle family, the Italian brand

is back with the fourth generation -

introducing two new machines: the

Hypermotard V2 and the sharper, higherspec

Hypermotard V2 SP. The formula

hasn’t changed: less weight, more power,

and plenty of superbike DNA. But for

2026, Ducati turned that mantra up to 11.

Both models get serious weight cuts:

the standard V2 drops 13 kg, while

the SP sheds a bit more, making

them the lightest and most powerful

Hypermotards ever. The secret is the

all-new 890cc V2 engine, weighing just

54.5 kg - Ducati’s lightest twin-cylinder

ever. Power rises to 120 hp, with 94 Nm

of torque and 70% of that grunt available

from just 3,000 rpm. It revs past 11,000

rpm and pairs with the latest Ducati

Quick Shift for seamless clutchless shifts

both ways. Valve checks now stretch out

to nearly 45,000 km.

The engine acts as a stressed member

of an updated monocoque frame, now

joined by a steel triangular subframe and

a Panigale-inspired aluminum swingarm,

improving rigidity and trimming even

more weight. The signature Hypermotard

silhouette remains: underseat exhausts,

narrow waist, wide bars, and a towering

878.8 mm seat height - though Ducati

offers a lower option.

Suspension and brakes separate the two

trims.

V2: Brembo M4.32 monoblocks, 46 mm

Kayaba fork, cast-alloy wheels.

V2 SP: Brembo M50 calipers, 48 mm

Öhlins NIX 30 fork, Öhlins STX 46 shock,

and forged-aluminum wheels that shave

another 1.56 kg.

Electronics are full Ducati spec:

Cornering ABS, Ducati Traction Control,

Wheelie Control, Engine Brake Control,

and a six-axis IMU powering four riding

modes - Race, Sport, Road, and Wet.

Two ABS modes are track-focused,

including Slide by Brake. Both bikes get

Ducati Quickshift 2.0; the SP adds Power

Launch and Pit Limiter. A handlebar

joystick controls the auto-dimming

5-inch TFT with three layouts: Track,

Road, and Road Pro.

The Hypermotard V2 arrives in classic

Ducati Red. The SP celebrates 20 years

of Hypermotard with a race-inspired

anniversary livery.

The SP is the weapon of choice if you

want a track-capable, high-spec hooligan

machine and don’t mind paying for

perfection. The standard V2 hits the

sweet spot for riders who want the new

engine and the lighter platform without

going all-in on Öhlins and forged wheels.

DUCATI V2 MM93 & FB63

It wasn’t long ago that the 2025 MotoGP

champions were crowned - and,

unsurprisingly, Ducati took its fourth

consecutive Riders’ Title, while Marc

Márquez claimed his first championship in

Ducati red. The Spaniard sealed the deal

on his Desmosedici GP with five rounds still

remaining, and it was only a matter of time

before Ducati celebrated in a big way. That

moment arrived this week at EICMA in Milan.

On the show floor, Ducati unveiled not one

but two special-edition Panigale V2 models.

One honors Marc Márquez; the other pays

tribute to teammate Francesco Bagnaia,

currently sitting fourth in the standings.

The Márquez edition is called the Panigale

V2 MM93, borrowing its livery from the

Desmosedici GP he rode during his first

official Ducati test. It features race number

93 and the rider’s MM93 logo prominently on

the fairing. The Bagnaia tribute, the Panigale

V2 FB63, takes inspiration from his personal

gear - helmet, gloves, and boots - and pairs

his “FB63” identifier with the GoFree motto

emblazoned on the sides.

But these bikes aren’t just about paint and

graphics. Both special editions build upon

the Panigale V2 S platform with a selection

of upgrades aimed squarely at track

performance.

They ride on five-spoke forged aluminum

wheels, identical in design to those used

on Ducati’s MotoGP machines. It’s the

first time the Panigale V2 receives this

wheelset, trimming 1.5 kg of unsprung

weight. Up front, an adjustable Öhlins

steering damper helps sharpen stability,

while a billet steering plate with low

clip-ons and a taller racing windscreen

further mirror the MotoGP cockpit. Even

the grips have been redesigned to match

those on the factory race bikes.

Ducati confirms both the MM93 and

FB63 versions will be produced in limited

numbers, though exactly how limited

remains a mystery - for now.

ITALJET Roadster 400

Italjet pulled the wraps off its all-new

Roadster 400 at EICMA - though calling it

a scooter feels like a stretch. With premium

hardware like Öhlins suspension, twin

Akrapovič pipes, and Nissin brakes, this

thing is spec’d more like a performance

motorcycle than anything you’d expect in

the scooter aisle.

Of course, Italjet has never played by the

rules when it comes to scooter design. Just

look at the wild Dragster 700 Twin - powered

by the same 692cc parallel-twin that drives

the Benelli TRK 702 and outfitted with

Brembo brakes, Marzocchi forks, ABS, and

traction control. High spec is simply part of

the brand DNA.

Power comes from a 394cc liquid-cooled

single producing 41.5 bhp at 7,500 rpm and 41

Nm of torque at 6,000 rpm. Italjet describes

the Roadster as “more than just a scooter -

Art in Motion,” blending classic silhouettes

with shapes inspired by fighter jets.

And that design influence is hard to miss.

The sculpted side panels are styled after

turbine intakes, but they’re not just for show

- they double as functional cooling ducts

feeding the twin radiators.

If Santa’s taking requests this year… well,

we’ve been very, very good.

But the new Roadster 400 marks a shift

away from the Dragster lineup (which

currently includes 125, 200, 300, and the

700 Twin) toward something fresh. Debuting

at EICMA, it introduces Italjet’s new DLAS

(Dynamic Linkage Articulated Steering)

system—an evolution of the company’s iconic

single-arm setup that promises improved

precision and unmistakable visual identity.

DUCATI DIAVEL V4 “ANIMA” CONCEPT

Custom builds often stick to familiar

formulas, even when they barely resemble

the originals. But every so often, a project

appears that feels like it was teleported

in from another world. Enter Anima, a

machine that immediatly caught our

attention at EICMA - a jaw-dropping Ducati

Diavel V4 transformation from Switzerland’s

Vtopia Design, led by Giorgio Cerrato.

What began as a standard Diavel V4 has

been completely reimagined. The first

thing that strikes you is the radical carbonfiber

bodywork - an array of razor-edged

panels inspired by video games and anime.

Every piece flows seamlessly into the next,

forming a cohesive, hyper-aggressive

silhouette unlike anything else on the road.

The tail now sits atop a custom billet

aluminum subframe built from scratch,

shifting the Diavel’s stance from muscular

cruiser to futuristic café racer. A piggyback

Öhlins shock raises the rear, while new clipon

bars transform the riding position into

something far sportier.

The braking system is equally impressive.

Vtopia equipped Anima with Brembo GP4-

MS calipers, carbon-ceramic discs, and

custom cooling ducts - supercar-grade

hardware on a motorcycle. The rear brake

remains stock, while a vertical LED strip is

neatly integrated into the tail.

Up front, multiple LED units are embedded

at varying heights in the fairing, adding to

the machine’s sci-fi vibe. The entire build

is wrapped in a striking color scheme

dominated by deep purple, contrasted

by black and white accents. The yellow

Alcantara seat pops beautifully against

it, while small red touches - like the brake

hoses - add just the right amount of flair.

In short, Anima is a Ducati Diavel V4 turned

into rolling fantasy - bold, experimental, and

unapologetically futuristic.

CNC-machined rearsets complete the

revamped ergonomics, paired with a multipiece

neoprene saddle wrapped in yellow

Alcantara. Beneath the sculpted carbon

covers sits a bespoke aluminum fuel tank

with a billet cap, while the battery and fuse

box are neatly positioned forward. Vtopia

also added fresh triple clamps and fluid

reservoirs from Italian specialist Motocorse,

who also supplied new crankcases. The

stock clutch was swapped for a dry STM

unit co-developed with Ducati Performance.

Then there’s the exhaust—an art piece in its

own right. Crafted from titanium by Spark,

it features four side-by-side tips positioned

just below the V4 engine. It looks as

outrageous as the rest of the bike.

A NEW GENERATION OF NORTON

Norton. Few names are woven so deeply

into the fabric of British motorcycling. For

127 years, it has stood for breakthrough

engineering, unmistakable design, and

performance that speaks to the soul. From

road-racing legends to road-going icons,

Norton’s story has always been one of bold

ideas—and unfinished business.

Norton returns with an all-new lineup,

starting with four fresh models (and two

more coming by 2030), new engines, new

tech, a new visual identity, a new logo - and

a lot more firepower behind the scenes.

Backed by parent company TVS, one of the

world’s largest motorcycle manufacturers,

the brand has undergone a massive

transformation: over £200 million invested,

a new factory and R&D hub in Solihull, a

25% bigger workforce, and a global dealer

and support network topping 200 locations.

It’s a reset on the scale of Volkswagen

rejuvenating Bentley - serious investment,

without losing a drop of British DNA.

Leading this new era is someone car fans

know well: Gerry McGovern OBE, the design

visionary behind Land Rover’s rise to luxury

royalty and the modern Range Rover and

Defender. Now he’s turning that creative

precision toward motorcycles.

“Cars and motorcycles differ,” McGovern

says, “but they share a core purpose: to

stir emotion. Their proportions, stance and

drama can make them irresistible.”

This crossover of worlds delivers a new

Norton defined by car-like craftsmanship,

luxury, and technical integrity - built with

the obsessive detail you’d expect from

supercar manufacturers.

First up is the Manx R - a modern missile

inspired by Norton’s TT dominance. There’s

nothing retro about it: carbonfiber

components for feel and

performance, adaptive suspension

tech, and a power-to-weight ratio

of under 1 kg per horsepower. It’s

brutally fast.

The heart of that brutality is

a new 1,200cc V4, one of the

largest engines in the supersport

class. Developed fully in-house,

it pushes 206 hp at 11,500 rpm

and 130 Nm at just 9,000 rpm -

delivering massive, usable power

where it matters most.

Its adaptive suspension constantly

reacts to throttle, braking,

cornering angle, and road surface,

making it one of the hardeststopping,

most confidenceinspiring

supersports on the

planet. Five ride modes let every

rider dial in their perfect setup.

Then comes the Manx - the V4-powered

supernaked with everyday rideability and

race-bred reflexes. Upright stance, clean

aggression, and the composure for city

streets, backroads, and everything in

between. It’s premium, it’s purposeful, and

it’s unmistakably Norton.

Norton’s comeback also taps into its longdistance

heritage with two new adventure

bikes, both powered by a new 585cc

inline-twin built for torque, toughness and

discovery.

The Atlas revives a legendary name with a

19-inch front wheel, long-travel suspension

and all-terrain capability. It’s built for riders

who navigate by compass, not postcode.

The Atlas GT brings that same adventurous

spirit to the asphalt. With 17-inch wheels,

road tyres and a lower ride height, it’s tuned

for touring, long hauls and grand journeys.

Both Atlas models feature projector LEDs,

cornering lights, an 8-inch touchscreen,

advanced rider aids, cruise control, a heated

seat and keyless access. Technology is

everywhere—but always intuitive.

Norton put its new machines through

extreme test programs across multiple

continents, gathering telemetry from

real riders to fine-tune every detail—from

throttle response to suspension behavior.

Every surface, material and component has

been designed to feel unmistakably Norton.

Norton earned its reputation by being

fearless and inventive. Today, that same

mindset powers a new generation of

motorcycles: desirable, technically

ambitious and proudly British.

You can’t live in the past—but you can build

on it. Norton isn’t recreating history. It’s

writing the next chapter.

NEW BIKE

REVIEW

Rewarding

Immensely

FIRST RIDE IMPRESSIONS ON THE NEW KTM 990 RC R

When KTM announced the 990 RC R, it quickly became one of

the most anticipated bikes in its recent history - a middleweight

supersport that blends “Ready to Race” intensity with streetlegality.

On paper, it’s everything an enthusiast wishes for: a torquey

parallel-twin, top-tier components, and an electronics package that

doesn’t feel tacked on. After spending a full day with the new RC R,

we came away impressed - this is more than just a spec sheet; it’s a

very real contender in the modern sportbike arena.

From the moment the RC R fired up, its

character was clear: this is a performanceoriented

machine, but one that’s not made

purely for the racetrack. The parallel twin

delivers a strong, usable mid-range. On our

road loop, we found ourselves leaving the

bike in a higher gear than I would on a fourcylinder

sportbike, trusting it to pull cleanly

out of corners without the frantic urgency

of a supersport 600. That flexibility is one of

its greatest strengths - it rewards smooth,

considered inputs rather than aggressive

wringing of the throttle.

Throttle response is crisp, thanks to KTM’s

ride-by-wire system, and while it’s aggressive,

it never feels snappy in a bad way. There’s a

linear, predictable delivery that builds as revs

climb, making the engine feel willing rather

than punishing. Despite the 130 PS rating, it’s

not about raw peak power - it’s about usable

torque and controlled aggression.

Handling: The RC R’s Greatest Strength

The magic is not in its power — it’s in

how it feels on a road. If you could bottle

confidence, WP would be selling it in orange

containers. The 990 RC R’s suspension - fully

adjustable APEX front and rear - is the real

hero of this motorcycle.

Front end Feel is outstanding. The

bike communicates with a clarity that

immediately breeds trust. You know what

the tire is doing, where the load is going, and

how much you can push.

It feels like a machine engineered first

and foremost for riders who actually ride.

Agility wise, the RC R tips in effortlessly, especially

when ridden aggressively. It’s not nervous, not

hyperactive - just beautifully responsive. The

geometry finds a rare balance between stability and

eagerness.

At high speed is perhaps the most surprising

element. Even flat-out or during quick transitions

at speed, the RC R remains calm. No weaving, no

chatter - just planted composure.

On rough tarmac, the suspension absorbs

imperfections well for a focused sportbike. It’s firm,

yes, but never harsh. Long stints on twisty backroads

are far less punishing than expected.

The handling defines this motorcycle.

It feels like a machine engineered first and foremost

for riders who actually ride.

Brakes & Electronics: Modern, but Not Overbearing

Stopping power is strong and predictable. The twin 320

mm discs combined with radial four-piston calipers deliver

excellent bite, and the cornering ABS helps keep things in

check when you’re leaning. Braking into tight turns feels

very stable - you can trail-brake with confidence, and the

system doesn’t intrude too aggressively. On harder decel

zones, the feedback is consistent, giving a good sense of

how much you’re asking of the front end.

The optional electronic aides, particularly with the Track

Pack, further elevate the feel: wheelie control, adjustable

traction levels, and launch control are all there to help you

extract more-and safer-performance when you need it.

The traction control is effective, predictable, and adjustable.

In the wet, it saved the bike from one ambitious throttle

squeeze over a wet tar strip. On track, the more permissive

settings allow for satisfying rear movement without closing

the party early.

TECHNICAL SNAPSHOT

Engine & Transmission: 947 cc, DOHC, parallel-twin,

Euro 5+, 6-speed.

Power / Torque: 130 PS and 103 Nm.

Chassis: Chromium-moly steel frame with the engine as a

stressed member.

Suspension: WP APEX — 48 mm open-cartridge fork with

30-click compression/rebound adjust and 3-click preload;

rear shock with high-speed compression (3 turns), lowspeed

(30 clicks), 30-click rebound and 10-turn preload.

Brakes: Twin 320 mm discs up front, radially mounted

4-piston calipers; 240 mm single disc rear.

Dimensions & Weight: 184 kg dry, 195 kg ready-to-ride;

845 mm seat height; 15.7 L fuel tank; 1,481 mm wheelbase.

Electronics: Multiple ride modes, IMU-based cornering

ABS, traction control; optional track pack offers wheelie

control, launch control, lap timer, and telemetry.

Price: R294,999.00

The quickshifter felt smooth at high rpm, occasionally

notchy around town. It rewards assertive shifts and high

loads - that typical raw KTM feel, just a lot more refined.

Ergonomics: Aggressive, Yet More Comfortable

Than Expected

KTM has hit a sweet spot with the ergonomics. The seating

position is sporty but not overly aggressive; you’re tucked

enough to feel connected, but not so much that long rides

become unbearable. With an 845 mm seat height, it’s

surprisingly accessible for a performance bike.

The tank is slim, and your legs grip it well, giving you good

control. Clip-ons are positioned to give you leverage and

precision without feeling cramped. Over the course of

several hours, fatigue wasn’t a major factor, though on very

long motorway stints I could see less experienced riders

craving a more relaxed posture.

Wind protection is modest but effective: the fairing does

its job well on fast roads, though above triple-figure speeds

you’ll notice a bit of turbulence around the shoulders. It’s

not a tourer, but for a track-bred supersport, it offers more

usability than many of its rivals.

KTM has hit a sweet spot

with the ergonomics. The

seating position is sporty

but not overly aggressive;

you’re tucked enough to

feel connected, but not

so much that long rides

become unbearable.

The Balance & Performance To Enjoy

KTM’s LC8c parallel twin isn’t new, but

in this state of tune, it feels reborn. The

headline numbers - around 130 hp and 103

Nm - don’t scream lap-record threat. But in

real riding, it’s the spread that matters, and

this engine delivers its best work where you

actually use it.

From 4,000 rpm, it pulls with a satisfying

grunt. At 6,000 it’s alive. At 8,000, it’s

properly exciting. And past that, it still has

a top-end twist that keeps you pinned and

smiling.

Both on the road and track, the RC R feels

like a scalpel: precise, sharp, yet willing to

be smoothed out when you’re not riding on

the knife-edge. It’s not afraid to be playful: in

It’s fast without being feral. Technological

without being sterile. Comfortable enough to live

with, sharp enough to thrill. It’s a motorcycle

engineered by people who understand riders.

tighter corners, the balance feels just right,

and if you push harder, the suspension and

brakes respond without drama.

What’s particularly compelling is how the

twin’s flexibility translates to rideability: you

don’t always need to be near redline to enjoy

the motor. The torque spread is generous,

and the engine feels happiest in the mid-tohigh

revs, which gives the RC R strong drive

out of corners. Even when you get it wrong

- say, rounding a turn too slowly - the engine

doesn’t punish you harshly; instead, it pulls

you through with composure.

Verdict

In the pantheon of modern supersports,

the KTM 990 RC R stands out as a rare

breed: it’s track-capable without being

uncompromising, powerful yet manageable,

and technologically advanced without

being overly complicated. It’s a precision

instrument built by a brand that knows

racing, but it’s also a motorcycle that wants

to be ridden every day.

It’s fast without being feral. Technological

without being sterile. Comfortable enough

to live with, sharp enough to thrill. It’s a

motorcycle engineered by people who

understand riders.

For riders who desire a serious sportbike that

can excel on the road and occasionally be

unleashed on track, the RC R is a compelling

choice. It’s not a hyperbike, but it doesn’t

have to be - its strength lies in its balance, its

character, and the sense that you’re riding

something very purposely designed.

KTM has crafted something special here. If

they wanted to build a middleweight that

feels like a distilled expression of its ‘Ready

to Race’ philosophy - they’ve done it.

RACE

REVIEW

NEW KING

OF THE ROOF

CROWNED

MOORE TAKES THE ROOF TITLE

Words: Shaun Portman Pics: Sage (ZCMC), Shaun Portman & Roof of Africa

The final round of the 2025 Hard Enduro World

Championship (HEWC) Series—the legendary Roof of

Africa—delivered a breathtaking conclusion on Saturday,

22 November. Across three punishing days in the Maloti

Mountains, riders faced extreme climbs, unforgiving terrain,

and the added challenge of overnight rain, which turned the

following day’s stages into slick, unpredictable battlefields.

When the dust settled, a new “King of the Roof” had been

crowned, and a series of unforgettable stories had been

written into the annals of hard enduro history.

For first-time spectators like myself, the Roof

experience began long before the racing

started. The drive into Lesotho revealed

sweeping green mountains, remote villages,

and winding valley roads, setting the tone

for an epic week. Our base at the Avani Hotel

and Casino proved a comfortable refuge

after long days navigating the mountains,

offering the perfect balance of rest and

reliability.

My primary mission for the week was to

follow the progress of Ian Rall, who arrived

with one of the most compelling storylines of

the entire event: taking on the Roof aboard

KTM’s brand-new 390 Enduro R, a fully

road-legal adventure motorcycle with only

a handful of practical modifications. To keep

up, I rode KTM’s 390 Adventure R across

more than 580 km of tar, gravel, rocky tracks,

and mountain trails. I got lost—more than

once—but the scenery, the warm welcome

from villagers, and the occasional ice-cold

Maluti made every detour part of the charm.

The Roof officially kicked off with a massive

parade through Maseru, replacing the

historic Round the Houses stage, which

had become increasingly fast and risky.

Thousands of spectators lined the streets as

riders rolled through in procession, led by

the Prime Minister in a side-by-side. It was a

vibrant, safe, and spectacular way to open

the event without the inherent dangers of

the old format.

RACE DAY DRAMA

Race day began at Music Box near

Roma under warm, open skies. Riders

faced two brutal mountain loops where

navigation quickly became the defining

challenge. International competitors

struggled to stay on the correct

lines, while South African riders—

accustomed to GPS-based racing—

found themselves better prepared for

Lesotho’s labyrinth of valleys and rock

gardens.

In the Gold Class, drama struck early

when James Moore, riding for Brother

Leader Tread KTM/Rigo Racing,

suffered a GPS failure that sent him off

course and cost him vital time. Teodor

Kabakchiev and Mario Roman looked

strong upfront, Matthew Green kept

steady pace, and Billy Bolt pushed

the limits to chase the final stage win.

Meanwhile, Mani Lettenbichler—who

had already secured enough points at

the previous round to lock in the 2025

Hard Enduro World Championship—

focused on finishing cleanly and

sealing his title.

Despite the setback, Moore clawed

back time in what became the defining

comeback ride of his young career. His

sixth place on the day was enough to

secure the 2025 Roof of Africa title.

Already the reigning Junior Hard Enduro

World Champion, Moore added one of

the sport’s most prestigious crowns,

further signalling a generational shift as

young riders rise through the ranks. Bolt

won the final stage, Roman secured third,

and Kabakchiev’s charge unfortunately

ended with a heavy crash on a waterfall

climb. Sandra Gomez wrapped up

a stellar season as the HEWC’s Top

Performing Woman—a massive accolade

in the world of hard enduro.

SILVER, BRONZE, AND AN

IRON-CLASS REVELATION

The Silver Class delivered tight, exciting

racing, with Grant Burton-Durham taking

the victory ahead of Branden Swanepoel

and Matthew Burger. Bronze was topped

by Stiaan van den Heever, followed by

Geoff Patterson and Jamie Wilson.

IAN RALL AND

THE KTM 390

ENDURO R TAKE

CENTRE STAGE

One of the most remarkable chapters of

the 2025 Roof emerged from the Iron Class.

While Gideon Malherbe ultimately took the

overall win, it was the rider behind him - Ian

Rall - who produced the story everyone

was talking about. Rall completed the Roof

in second overall aboard KTM’s brandnew

390 Enduro R, a bike built more for

adventure travel than extreme enduro. Its

transformation was subtle yet purposeful:

the road-going tyres were replaced with

PLU soft-enduro rubber paired with moose

inserts, a heavy-duty bash plate was fitted,

the handlebars were swapped for ProTapers

with reinforced handguards, and both

front and rear grab handles were added

for manhandling the bike through extreme

sections. The side stand and indicators

were removed to reduce weight and

avoid snagging, a proper GPS tower was

installed, and at the very last minute the rear

suspension was upgraded with a tougher,

more rugged WP shock to cope with the

terrain. Beyond that, the bike remained

essentially stock.

The final day highlighted just how capable

the 390 Enduro R - and its rider - truly

were. Over a demanding 60.9 km stage, Ian

averaged 29 km/h and completed the loop

in an impressive 2 hours and 8 seconds. We

also monitored fuel consumption. On my

KTM 390 Adventure R during normal mixed

riding around Lesotho, I averaged 7.8 L/100

km. Under the brutal conditions of the Roof,

pushing through river crossings, wet rock

climbs, and loose shale, the consumption

increased to 8.9 L/100 km, yet remained

surprisingly efficient for an adventure-based

platform. It was a vivid demonstration of

both Ian’s skill and the remarkable toughness

of KTM’s newest small-capacity enduroadventure

machine.

My first Roof of Africa was everything I

hoped it would be and more. The dramatic

scenery, the high-altitude passes, the raw

energy of the spectator points, and the

sheer physicality of the riding all combined

to show exactly why this event is known as

the “Mother of Hard Enduro.” KTM’s 390

Adventure R proved the perfect companion

throughout the week, capable of tackling

everything from tar to technical tracks with

composure.

The 2025 Roof of Africa reaffirmed its

status as one of the world’s toughest and

most iconic off-road events. New champions

emerged, legends solidified their status,

and in the Iron Class, an unlikely machine

delivered a story that will be retold for

years. As for me, one thing is certain: once

you’ve experienced the Roof, it stays with

you long after the mountains fall silent. And

I’ll be back.

MRW Issue 59

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