MRW Issue 60

ISSUE 60
CAPE TOWN
THRILLER
Anderson Wins SA GP Thriller to Claim
First SX1 World Supercross Title
ALSO INSIDE
FIRST RIDE REVIEW
HONDA HORNET 1000 SP
RIDE REVIEW
SUZUKI BOULEVARD M109R
RACING ROYALTY
THE RELENTLESS
MICK DOOHAN

EDITOR’S NOTE
As we close the pages on Issue 60, we
also close out another unforgettable
year for Moto Rider World. This is our
final issue of the year, and it arrives at a
time when the roads are busier, riding
plans are in full swing, and the festive
season is upon us. It’s a moment to
reflect on the year that was, celebrate
our passion for motorcycles, and
remind everyone just how important it
is to stay alert and ride safely.
This issue is packed with the kind of
content that defines Moto Rider World.
We were on the ground as the King of
the Whip lit up Montecasino, delivering
one of the most electric events of the
year. The atmosphere, the crowd and
the sheer commitment from the riders
once again highlighted the strength
and passion of the South African
motorcycle community.
On the test side, we put Suzuki’s
Boulevard to the test and quickly
discovered why it remains one of the
most popular – if not the most popular
– cruisers in South Africa. It’s a bike
that continues to resonate with local
riders thanks to its comfort, character
and real-world usability. We also spent
time aboard Honda’s all-new CB1000
Hornet SP, a machine that brings sharp
performance and serious intent to the
naked-bike segment.
We were invited to The Hobby Expo at
NASREC, where Suzuki showcased
several exciting new models set to
arrive early in January, giving us a
first look at what riders can expect
in the new year. Rider development
remains close to our hearts, and we
were proud to be involved in Suzuki’s
final training day of the year. It was an
intermediate training session, and we
were on hand not only to attend, but to
assist and instruct, helping riders build
confidence and refine their skills in a
safe environment.
Supporting emerging South African
talent is something we’re deeply
passionate about, and this issue
shines a light on two of our rising stars.
Oratilwe “Ora” Phiri took on a wildcard
in the TVS One Make Series at the
Chang International Circuit, gaining
invaluable international experience,
while Cayden Robert competed in
the MIR Racing category in Spain.
We caught up with Cayden to gather
his thoughts and insights on racing
overseas and the lessons learned
along the way.
All of this, and much more, comes
together in Issue 60 – a fitting way to
sign off the year.
From all of us at Moto Rider World,
we wish you a Merry Christmas and a
happy and prosperous New Year. Please
take extra care on the roads during this
busy period, look out for one another,
and until next year, ride safe.
CONTACT
DETAILS
EDITOR/OWNER
Shaun Portman
072 260 9525
shaunpotman@gmail.com
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methods, without the prior written
permission of the publisher.
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Photo: E. Tschann
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THE NEXT ERA IN
HARDCORE
ADVENTURE TRAVEL
with the new KTM 390 ADVENTURE R
FIND OUT MORE AT KTM.COM

NEWS DESK
BUILDING CONFIDENCE, NOT SPEED
- INSIDE SUZUKI’S ROAD RIDING
SCHOOL AT RED STAR RACEWAY
What a great day it turned out to be at
the Suzuki Road Riding School at Red
Star Raceway, where it was genuinely
refreshing to spend time once again with
a passionate group of Suzuki enthusiasts.
Hosted by Suzuki Motorcycles South
Africa alongside Daniel from These
Sweet Times, the event brought together
a diverse mix of riders, all united by
the same goal: to become safer, more
confident and more capable on their
motorcycles.
From the outset, the focus was clear. This
was not about outright speed or lap times,
but about building skills in a controlled,
structured environment where riders
could learn at their own pace. A full team
of experienced instructors was on hand
throughout the day, offering guidance,
feedback and encouragement, helping
riders refine their technique and gain
confidence in real-world riding scenarios.

NEWS DESK
One of the standout moments came during
the lunchtime safety demonstration, where a
Suzuki vehicle and a motorcycle were used
to illustrate the stark difference in braking
performance. The message was clear and
highly effective: in most situations, a car will
stop far quicker than a motorcycle. It was a
powerful visual reminder of the importance
of anticipation, spacing and defensive riding,
reinforcing key safety principles in a way that
theory alone never could.
With a fleet of Suzuki motorcycles available
and instructors constantly engaging with
riders, the atmosphere remained relaxed,
friendly and welcoming throughout the day.
Riders weren’t pushed to go faster; instead,
they were encouraged to ride smoother,
make better decisions and feel more in
control of their machines. That emphasis on
confidence over speed is what truly set the
Suzuki Road Riding School apart.
By the end of the day, it was clear that
everyone left with more than just new skills.
There was a shared sense of enjoyment,
learning and community — the kind of
experience that reminds you why rider
training days like this are so valuable. It was
an unforgettable day from start to finish,
and one that has already created plenty of
anticipation for the next Suzuki Day.
Keep an eye on Suzuki Motorcycles
South Africa’s social channels, as well as
MotoRider World, where we’ll be keeping you
updated on all the upcoming 2026 events.
Photography by Marko Swart.

NEWS DESK
SUZUKI UNVEIL NEW MODELS
AT HOBBY EXPO AT NASREC
Suzuki South Africa officially unveiled its exciting new model
range to the media and public at The Hobby Show at the
Johannesburg Expo Centre in Nasrec, drawing strong
interest at Hall 5, Stand 507. It was a great opportunity to
see these bikes in person after only seeing them online.
The new lineup included the GSX-8T (R179,950), GSX-8TT
(R189,900), DR-Z4SM (R159,950), DR-Z4S (R159,950),
the DL800 V-Strom with alloy wheels - said to replace the
outgoing V-Strom 650.
Retail stock for South Africa is expected to arrive around
April 2026, with media test units likely available from
January. We can’t wait for the first bikes to arrive so we
can get them on the road. Hopefully, we’ll be able to test
several of these machines early in January and provide our
opinions, feedback, and full-feature articles as always. Keep
an eye on Moto Rider World across all our socials and in our
digital magazine for more updates.

NEWS DESK
FACTORY CONCESSIONS:
BEYOND THE RANKS
The new MotoGP concessions system was
introduced at the end of the 2023 season – ICYMI,
take a refresher look here of what each rank means.
Since Day 1 of its introduction, there has only been
one rank change – Honda have just gone from Rank
D to Rank C – but the numbers beyond the ranks
make for interesting reading. Here’s a rundown for
everyone not making their own spreadsheet:
DUCATI
The Borgo Panigale factory remain top dogs, and
the only factory in Rank A. But they end 2025 with
94% of possible points, down from the 98% they
had at both the 2025 summer checkpoint and the
end of 2024 checkpoint.
That’s interesting enough given their imperious
run with Marc Marquez – and then the #93’s injury
hit end of season.
APRILIA
From their end of season run, the Noale factory would
seem like they’re on the verge of attacking for Rank
B, but not yet. Given the end of year checkpoint takes
into account the whole season, there’s a clear uptick
but they remain some way off a move in Rank.
Their form is the best they’ve ever had though – and
after they won the most races this season in their
history: four Grands Prix. Having been at 49% in
summer 2024, the end of that year saw them drop to
41%, and at the end of the first half of 2025 – with two
new riders and then-reigning Champion Jorge Martin
sidelined for much of it – it was down to 37%. After a
stunning run for Marco Bezzecchi (Aprilia Racing) in
the latter half of the year, including back-to-back wins
to close it out, added to Raul Fernandez’s win with
Trackhouse MotoGP team in Australia, they close out
2025 on 51%. That’s never been higher.
Photos: R. Schedl, KISKA GmbH husqvarna-motorcycles.com
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.
Escape
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MEET THE Svartpilen 801.
Bringing its rugged sophistication to
the streets, this motorcycle is the
perfect way to escape the ordinary.
799cc parallel-twin engine
105 hp peak power and 87 Nm of torque

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NEWS DESK
KTM
KTM end 2025 on 46% – a clear uptick from their
40% at the summer break checkpoint. It’s not
their highest ever, but it’s a good re-start after a
tough winter and start to 2025.
At the end of 2024 they were on 44%, so there has
been – overall – a small step as they aim to take
an even bigger one for 2026.
HONDA
The movers and shakers – by the smallest of
margins – in 2025. After their toughest run ever
in the latter half of 2024, they were down to a
shocking 10% of total possible points scored
– the lowest any factory has been in 20 years,
discounting a debut season. But Honda is Honda
and they’re already showing it once again.
From that 10% in winter 2024, they were at 23%
by summer 2025, and now they’re on 35% – just
enough to change up to Rank C, but it went down
to the very final race of the year as Luca Marini
(Honda HRC Castrol) took the exact P7 they
needed to move up.
YAMAHA
Yamaha are on a tough run but they’re also
making big moves, and big moves beyond the
numbers. Officially kissing goodbye to their
previous engine configuration on Sunday in
Valencia, the Iwata marque rolled out with
only V4-powered YZR-M1s in their garages in
the Tuesday test. Only a year before a huge
change in regulations, that’s a huge statement of
commitment.
After the first half of the new concession system,
they had 21% of possible points. It dropped to a
low of 17% at the end of 2024 and then went back
up to 25% in summer 2025. By the end of this
season, it’s up further to 30% – so already a good
step up 12 months on from their lowest. Where
will the V4-powered YZ1-M1 take the factory next?
NEXT LEVEL
OFFROAD
ENJOYMENT
Photos: KISKA, Mitterbauer H.
/GASGAS ’25/ENDURO RANGE/GET ON THE GAS
GASGAS certainly means business when it comes to enduro in 2024 as an
all-new EC 125 joins the now seven-bike strong line-up for 2025! Besides
the exciting addition of another high-revving 2-stroke, each one of our six
other models – the EC 250, EC 300, EC 250F, EC 350F, EC 450F & EC 500F –
are revised with some technical updates to maximize performance, durability,
and above all else, ensure an improved overall riding experience for riders of
all abilities.
#GetOnTheGas
CHECK IT OUT!
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The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.
@gasgas.official

NEWS DESK
Event founder and organiser Ryan van der
Spuy described the 2025 edition as the most
significant yet. “Seeing what we achieved this
year is something I’m extremely proud of. King
of the Whip has grown into one of the world’s
premier Freestyle Motocross events. The calibre
of international athletes who come out to South
Africa to compete against our local stars was
insane. The action was non-stop from start to
finish, with energy building all the way through
to the final and prize-giving. A huge thank you to
everyone involved and for helping turn this vision
into reality, and most importantly to our riders who
put it all on the line – this event is for you and for
the sport. I can’t wait to see what the future holds.”
The day opened with the Best Whip contest,
where riders were put through four fierce
qualifying rounds before the field was narrowed
to a 16-rider semi-final. Judged on amplitude,
variation, and sheer style, competitors pushed
their limits as they fought for a spot in the allimportant
Final.
VOLKSWAGEN AMAROK KING OF THE
WHIP DELIVERS AN UNFORGETTABLE
EVENING OF FREESTYLE MX Pics by Eric Palmer
The 2025 Volkswagen Amarok King of the Whip
delivered yet another unforgettable spectacle
as Montecasino in Johannesburg came alive
before a sold-out crowd. Under a charged night
sky, the world’s top Freestyle Motocross and
Motocross athletes battled for supremacy in
both the Best Whip and Best Trick contests, with
the USA’s Wyatt Fontenot claiming the coveted
King of the Whip title and Australia’s Pat Bowden
successfully defending both of his Best Trick
crowns. Presented by LW Mag in association with
Monster Energy, Yamaha, Garmin, Motul, GoPro,
Fox Racing, PlayTSOGO, and Estrella Cerveza,
the event showcased just how far South Africa’s
premier FMX showcase has come.
This year’s rider lineup featured a world-class
blend of 21 South African competitors and nine
international stars, including Belgium’s Julien
Vanstippen, America’s Wyatt Fontenot and Vicki
Golden, Australia’s Pat Bowden and Ry Hazell,
Japan’s Genki “Wanky” Watanabe, Spain’s Marc
Pinyol, France’s Julien Mannon and Stav Orland of
Uganda. Together, they pushed the limits of style,
amplitude, and innovation as they chased their
share of the impressive R250 000 prize purse.

NEWS DESK
Before the main event, the atmosphere shifted
toward sheer technical brilliance as FMX athletes
took centre stage for the Best Trick Right-Side-
Up and Upside-Down contests. Each rider had
three attempts to throw down their most daring
combinations, but it was defending champion Pat
Bowden who stole the show. Fresh off a remarkable
recovery following a serious injury only six weeks
earlier, he swept both categories with authority.
Bowden stunned the crowd in the Right-Side-Up
category with his massive Christ Air Stage Dive (No-
Hander Lander), while Genki Watanabe debuted
his new trick, The Octopus—a wickedly creative
whipped-out seat-grab Indy to Airplane—to claim
second. Julien Vanstippen followed close behind
with a stylish whipped-out Airplane to Seat Grab.
When the ramps were reset for the Upside-Down
category, Bowden once again proved untouchable,
this time with a flawless Rowedova Backflip to One-
Hander Lander. Marc Pinyol returned to one of his
signature moves, the California Roll Body Varial,
earning second place, while Vanstippen impressed
once more with a powerful Backflip Tsunami to
round off the podium.
Speaking after his double victory, Bowden said,
“It means a lot to me, honestly. I was lying in a
hospital bed in Russia six weeks ago, and I didn’t
think I would be here. First place feels good, but
what really means the most is the fact that I’m even
here right now. I’m so grateful to Ryan for putting
this event on and to everyone who supports it. The
hospitality here is absolutely crazy. This is definitely
a world-class event, and somehow he manages to
step it up year after year. The future looks bright.”
Before the Best Whip Final, fans were treated to a
never-before-seen showcase as Monster Energy’s
Rig Riot transformed Montecasino’s façade into
an electrifying spectacle of lasers and light—an
experience unlike anything South African FMX fans
have witnessed.
As the finalists lined up for the last showdown of the night,
tension reached fever pitch. Pyrotechnics lit up the arena as
riders prepared to throw their biggest and most expressive
whips in an effort to dethrone reigning champion Julien
Vanstippen. What followed was a high-octane battle between
Vanstippen and the two Stark Varg riders, Wyatt Fontenot and
Ry Hazell, with Vicki Golden making history as the first female
competitor in the Final. Genki Watanabe, Ryan Adler, Stav
Orland and Trent Valsecchi added to the intensity, pushing
the limits with each jump.
The whips grew progressively larger, steeper, and more
aggressive, each rider feeding off the explosive energy of
the crowd. In the end, Fontenot rose above an exceptionally
strong field to claim the 2025 King of the Whip title,
dethroning Vanstippen in a spectacular finish. Hazell
delivered one of his finest performances to secure third place,
while Stav Orland and Vicki Golden rounded off the top five.
“It’s amazing,” Fontenot said after his victory. “The guys out
here pushed me to the fullest. Julien has always been a big
inspiration to me, and to be able to ride with him and compete
with him is crazy. South Africa has the sickest crowd I’ve ever
seen. Since I’ve landed, I’ve had the coolest people around
me. South Africa, I’m definitely coming back. Nicest people
out here.”
The evening also delivered a standout moment from Ryan
Adler, who advanced from the early qualifying rounds all the
way to the Final. On his opening jump of the last round he
threw down one of his biggest whips of the entire event, but
a heavy crash left both bike and rider battered. Despite the
damage, Adler pushed through, patched the bike together,
and returned for one final attempt before the event wrapped
up. His grit and heart throughout the competition earned him
the newly introduced Ricky Raaff Award, presented in honour
of the late Ricky Raaff.
The 2025 Volkswagen Amarok King of the Whip once
again proved why it stands among the world’s premier FMX
events—delivering world-class riding, unmatched energy, and
a celebration of the true spirit of freestyle motocross. And as
anticipation already begins to grow for the next edition, one
thing is certain: the bar has once again been raised.

NEWS DESK
KTM CELEBRATES 28
CHAMPIONSHIP TITLES IN 2025
A season of dedication and teamwork
delivered 28 major racing championships
worldwide through a spread of disciplines
in 2025 – including 16 international rider
crowns, and 12 FIM manufacturer titles. The
unprecedented accumulation represents a
new annual benchmark for the company. KTM
extends its sincere thanks to all factory riders
and independent competitors, along with their
teams, for their valuable contribution, unwavering
dedication, and loyalty throughout the various
competitive campaigns.
The continued belief in a multi-brand race
division - both as a tool to highlight brand values
and to advance technical development in elite
competition - means that KTM were able to
maintain its reputation as a worldclass motorsport
leader in 2025. Riders and Constructors titles
were secured across the board and in various
disciplines. This huge effort was made in
demanding conditions, with humility under
pressure and thanks to the commitment and
dedication of KTM staff at the factory, Motorsport
HQ, the specialists in race teams that travel the
continents, thoroughbred motorcycles, a band of
loyal partners and, of course, amazingly talented
and hard-working racers.
In 2025 the company celebrated 12 Riders
FIM World Championships, 4 Riders crowns in
significant contests and 12 Constructors titles.
KTM Factory Racing riders completed 247 races
this year and toasted 101 victories and 250
podium places, split between MotoGP, MXGP,
Enduro, Rally and AMA SuperMotocross.
ROAD RACING
The ninth season of MotoGP for Red Bull KTM
and its two-team, four-rider effort on the KTM
RC16 produced a further 6 Grand Prix podium
finishes and 8 Sprint rostrum medals. Pedro
Acosta, Brad Binder, Enea Bastianini and
Maverick Viñales completed the longest calendar
in MotoGP history with 22 fixtures in 18 countries,
watched by ten sold-out circuits and more than
3.6 million spectators at the fences. Acosta
bagged 4th place in the Riders’ standings by the
end of the affair. The same rider roster recently
engaged in the first one-day test towards 2026
and, in September, KTM was the first factory of
the five on the grid to reveal their 850cc engine
for 2027 and the forthcoming new era of technical
regulations.
In Moto2, Deniz Öncü was luckless with injury
but the Turk still contributed two victories in
Aragon and Germany while rookie teammate
Collin Veijer progressed to grasp his first trophy
before the finale of the season. Thanks to the
push by replacement rookie Daniel Muñoz, the
Red Bull KTM Ajo team climbed the rostrum five
times in 2025.

NEWS DESK
The KTM RC4 was the dominant motorcycle
once more in Moto3. Red Bull KTM Ajo
scooped Riders and Teams titles, thanks to the
speed of Jose Antonio Rueda, and KTM won the
Constructors duel at round 15 of 22. The bike
earned 20 of 22 Grands Prix and pegged 49
podium spots from a possible 66. 540 from 550
points were marked while 18 Pole Positions were
set with the KTM RC4. Since the inception of
Moto3 in 2012, KTM machinery has lifted 8 Riders
and 9 Constructors championships in 14 seasons.
Brian Uriarte was the nineteenth Red Bull MotoGP
Rookies Cup winner and the Spaniard doubledup
with world championship success in FIM
JuniorGP (KTM also confirming the JuniorGP
Constructors plate) to book his spot with Red Bull
KTM Ajo in Moto3 in 2026.
OFFROAD
Red Bull KTM hunted top honors in the MXGP
FIM Motocross World Championship and led a
multi-rider assault on the statistics. 2025 provided
20 Grands Prix, 40 motos (39 in MXGP) and 20
Qualification Heats each category. 19-year-old
Lucas Coenen took the KTM 450 SX-F to 2nd
place in the MXGP series in his first attempt and
Jeffrey Herlings added five more Grands Prix to
his record number of wins. Red Bull KTM aced 11
GPs, 22 motos and took 21 overall podiums.
Most notably Simon Längenfelder became
the twelfth different factory rider since 2004 to
own the MX2 world championship with 250cc
machinery for what was the seventeenth title for
the company. Factory MX2 riders won every single
GP and filled five of the first six championship
positions, grabbing 36 motos wins with 52
podium champagne bottles. Red Bull KTM won
both MXGP and MX2 categories on the same day
at seven GPs in 2025.
KTM equipment assumed the role of Constructors
#1 in MX2, MXGP and the Women’s World
Championship, as well as the FIM Junior
Motocross World Champion 85cc class.
2025 started in the heat and sand of the Dakar
Rally. Daniel Sanders excelled in one of the
toughest events in the world by taking the KTM
450 RALLY to P1 by leading every single stage,
becoming only the second rider to do so in
the history of the famous race. The Australian
helped raise the company´s prolificacy to 21
Dakar victories since the first in 2001. Sander
then continued his run in the FIM World Rally-
Raid series by pocketing the championship while
unbeaten in four of five fixtures. Rookie teammate
Edgar Canet forged an outstanding season,
winning the Dakar Rally in the Rally2 category
and claiming the FIM Rally2 World Cup. Thanks
to this level of performance by the Red Bull KTM
team and the speed and resilience of the KTM
450 RALLY, the factory obtained the Rally-Raid
Manufacturers title.
Across the time zones, 2025 SuperMotocross
(AMA Supercross and Motocross) was getting
underway. Chase Sexton would miss out on the
450SX championship title on the KTM 450 SX-F
by just two points but teammate Aaron Plessinger
scored a popular AMA Main Event win. Tom
Vialle added a second 250SX East title to his CV
with the Red Bull KTM 250 SX-F. More wins and
podiums were gathered in the AMA Pro National
Motocross campaign, an 11-round trek across the
breadth of the United States and on demanding
tracks in summer conditions, and then further
recognition was gained in the SMX Play-offs.
Red Bull KTM welcomed Eli Tomac to the fold

NEWS DESK
Photo: S. Romero
for 2026 and the multi champion ran to P1 in his
debut appearance on the KTM 450 SX-F at the
Canadian GP and the second round of FIM World
Supercross in Vancouver.
The sphere of FIM Enduro was another Factory
rider/team domain with star names like Josep
Garcia, Manuel Lettenbichler, Andrea Verona
and Billy Bolt standing on the highest steps of
series and signature international events. 2025
was another highlight for Garcia with EnduroGP
and Enduro1 championships with his KTM
EX-F hardware and eight wins. The Spaniard
then capped the year with a fifth consecutive
individual triumph at the FIM 6Days Enduro
of Nations in Italy. Andrea Verona rode to the
peak of the standings in Enduro2 while the
gnarly schools of FIM Hard Enduro and FIM
SuperEnduro were overseen by Lettenbichler
and Bolt respectively. The German and the Brit
had more 2025 distinction: Lettenbichler making
the ‘set’ with Red Bull Romaniacs and Red Bull
Erzbergrodeo victories and Bolt going undefeated
in SuperEnduro for his fourth FIM gold medal.
Success is earned through work, focus and talent.
Therefore KTM would again like to thank all factory
riders and independent competitors as well as their
teams for their valuable contribution, unwavering
dedication, and loyalty throughout 2025.
KTM AG World Championship titles up to and
including the 2025 season:
KTM: 371 World Championship titles
Husqvarna: 122 World Championship titles
GASGAS: 43 World Championship titles
THE UNFAIR
We challenged our development team to take a winning formula
and redesign it. The result is simply insane! A highly capable
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Challenge accepted?
SEE MORE AT KTM.COM
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

FIRST RIDE
REVIEW
It’s been a long time coming, but we finally managed to get our
hands on Honda’s all-new CB1000 Hornet SP — a motorcycle that
has already earned widespread praise overseas from journalists
and riders alike. Much of that acclaim has centred on three
core elements: its performance, its features and, perhaps most
importantly, its price point. After spending extended time with the
bike across a wide range of conditions, it’s easy to see why the
Hornet SP has generated so much excitement.
PURPOSE
HONDA CB1000 HORNET SP
Words: Shaun Portman Pics: Honda & Marko Swart
BACK TO STING WITH

We rode the CB1000 Hornet SP in just
about every scenario imaginable. From wet,
rainy commutes and stop-start urban traffic
to long breakfast runs and flat-out sessions
on track, the bike proved to be consistently
impressive. It’s a machine that feels
immediately approachable yet rewarding
the harder you push it. The overall riding
experience is smooth and confidenceinspiring,
helped by an interface that is
largely intuitive and easy to live with day to
day. If there’s one small ergonomic criticism,
it’s the left-hand switchgear, which could
benefit from more pronounced buttons to
make adjustments easier while on the move.
It’s a minor issue, but one that becomes
noticeable during longer rides.
The CB1000
Hornet SP may not
chase extreme
horsepower figures
or cutting-edge
electronics, but
that’s precisely its
strength.
Another omission that stands out is the
lack of cruise control, which would have
enhanced the Hornet SP’s long-distance
credentials. The handlebars are also
worth mentioning, and this comes down
purely to personal preference. While the
riding position is comfortable and nicely
upright, the bars feel quite narrow for
a streetfighter-style naked bike. That
narrowness works well in traffic, making
filtering effortless, but slightly wider, more
aggressive bars would better suit the bike’s
muscular character and improve leverage
during spirited riding.
At the heart of the CB1000 Hornet SP lies
a 999 cc liquid-cooled inline four-cylinder
engine derived from the 2017 CBR1000RR
Fireblade. In this application, it produces a
claimed 155 horsepower, delivering strong,
linear acceleration with an emphasis on realworld
usability rather than outright brutality.
It’s not a motor that tries to overwhelm the
rider, and while it would have been exciting
to see it pushed closer to full superbike
output to rival machines like KTM’s Super
Duke or Ducati’s Streetfighter, it’s clear that
Honda had a different objective. The Hornet
SP is designed to be accessible, friendly and
confidence-inspiring, without sacrificing the
performance expected of a litre-class naked.
Power delivery is complemented by a superb
six-speed gearbox paired with Honda’s bidirectional
quickshifter and auto blip system.
As you’d expect from Honda, shifts are silky
smooth and precise, and the three selectable
levels of quickshifter aggressiveness allow
you to tailor the feel to your riding style.
Second through fifth gears are clearly
optimised for acceleration and back-road
riding, while sixth gear acts as an overdrive,
settling the engine at highway speeds for
relaxed cruising and improved fuel efficiency.
TECHNICAL SNAPSHOT
Engine: 1000cc Liquid cooled, 4 -stroke DOHC inline four
Power / Torque: 155 hp and 107 Nm.
Weight: 212 kg wet
Seat height: 809 mm
Tank Capacity: 17l Incl reserve
Price: R265,000.00 (launch price)

modes, or configure two User modes to
suit their preferences. Each mode allows
adjustment of power delivery, traction and
wheelie control, and engine braking, with the
option to fully disable traction and wheelie
control for riders who want a more raw,
unfiltered experience.
Visually, the CB1000 Hornet SP is an
undeniably attractive motorcycle. The
design is clean and purposeful, avoiding the
excessive styling that has become common
in the hyper-naked segment. Our test unit,
fitted with a carbon fibre SC Project slip-on
exhaust, looked particularly sharp, adding
an extra layer of aggression to an already
striking package. Premium visual details such
as gold fork legs, wheels and decals elevate
the SP above the standard model, while the
signature Hornet silhouette remains intact,
defined by broad tank shoulders, a slim waist
and a high, tapered tail.
Adding to the experience is the characterful
soundtrack on upshifts and downshifts —
the quickshifter and auto blip love to deliver
crisp pops and crackles, injecting a welcome
dose of attitude and personality into the
Hornet that makes every spirited ride that
little bit more engaging.
Chassis and suspension performance is
a clear highlight of the Hornet SP. Fully
adjustable Showa SFF-BP forks at the front
and a track-proven Öhlins TTX36 shock at
the rear give the bike a noticeably more
focused feel than the standard CB1000R. The
setup encourages aggressive riding, offering
excellent support under hard braking and
strong composure when charging through
fast corners, while still absorbing high-speed
bumps and imperfect road surfaces with
ease. The level of adjustability available
means riders can fine-tune the suspension
to suit everything from daily commuting to
track days.
Braking duties are handled by Brembo
Stylema calipers clamping twin 310 mm discs
up front, with a Nissin caliper and 240 mm
disc at the rear. Overall stopping power is
strong and progressive, inspiring confidence
when riding hard. The only drawback is a
slight inconsistency in initial lever feel, which
is likely down to the rubber brake lines. A
switch to steel braided lines would almost
certainly sharpen response further. The ABS
system is non-adjustable but unobtrusive,
intervening smoothly only when necessary.
In terms of electronics, the CB1000 Hornet
SP strikes a sensible balance. You won’t find
a six-axis IMU or cruise control here, and
that’s where the lower price point becomes
apparent. That said, the rider aids that are
included work exceptionally well. Traction
control, wheelie control and adjustable
engine braking are all present and operate
intuitively in the background. Riders can
choose between Sport, Standard and Rain

Beneath the bodywork sits a custom frame
developed specifically for the CB1000 Hornet
SP. Compact and lightweight, it delivers a
claimed 70 percent increase in torsional
rigidity compared to the CB1000R, resulting
in improved stability and agility. Rubbermounted
rear engine hangers help reduce
vibration, enhancing comfort on longer
rides without dulling the bike’s sporty edge.
Ergonomics are well judged, with a flat seat
and upright stance that promote confidence
and control, making the Hornet SP easy to
ride quickly without feeling demanding.
Technology is rounded out by a crisp fiveinch
TFT display and Honda’s RoadSync
connectivity. Using the free RoadSync app
on Android or iPhone, riders can pair their
smartphone to the bike via Bluetooth for
turn-by-turn navigation, music, calls and
notifications, all displayed clearly on the
screen. While the system works best with a
helmet-mounted headset, visual navigation
cues are perfectly usable on their own.
Perhaps the most compelling aspect of the
CB1000 Hornet SP, and the reason it has
caused such a stir internationally, is its launch
price of R265,000. In a segment where litreclass
naked bikes are becoming increasingly
expensive and complex, Honda has delivered
a machine that focuses on what truly
matters: strong performance, excellent
chassis balance, proven reliability and realworld
usability, all wrapped up in a package
that undercuts much of the competition.
The CB1000 Hornet SP may not chase
extreme horsepower figures or cutting-edge
electronics, but that’s precisely its strength.
It’s a motorcycle built to be ridden and
enjoyed every day - fast enough to thrill,
refined enough to live with, and priced to
make serious performance accessible once
again. In doing so, Honda hasn’t just revived
the Hornet name; it has given it renewed
relevance in a modern market that often
forgets the value of balance.

FIRST RIDE
REVIEW
There’s a moment - right before the first twist of the
throttle - when the world feels like it’s holding its breath.
On most motorcycles, that anticipation is broken by the
rattle and roar of combustion. But the Zero DSR/X answers
with something far more dramatic: silence. A taut, electric
silence charged with potential energy, like standing in the
eye of a storm and feeling the pressure drop.
And then you go.
THE SILENT STORM
ADVENTURE
THAT REDEFINES
RIDING THE ZERO DSR/X
Words: Rob Portman Pics: Zero Motorcycles

The Zero DSR/X represents a decisive leap
forward for electric motorcycling, redefining
what an all-road electric motorcycle can
be. Developed to bridge adventure, sport,
and touring, it is powered by Zero’s most
advanced Z-Force drivetrain, delivering up
to 100 hp and 229 Nm of instant torque -
figures that translate into seamless, forceful
acceleration at any speed. Energy comes
from the 17.3 kWh Z-Force battery, offering
real-world range suitable for daily use and
extended travel.
Built around a steel trellis frame and
long-travel suspension, the DSR/X pairs
its electric performance with genuine
adventure-bike hardware. Fully adjustable
Showa suspension, spoked wheels, and
a 19/17-inch wheel combination provide
stability and confidence across varying
surfaces, while dual front radial-mounted
brakes ensure strong, predictable stopping
power. Advanced electronics - including
Bosch Motorcycle Stability Control,
cornering ABS, traction control, multiple ride
modes, and full smartphone connectivity
- place the DSR/X firmly among the most
technologically sophisticated motorcycles in
its class.
A NEW KIND OF POWER
The DSR/X doesn’t leap forward—it erupts,
surging with a smooth, relentless tidal wave
of torque that makes even seasoned riders
question every assumption they’ve ever
made about adventure bikes. There’s no
hesitation, no gear searching, no engine
lugging - just instantaneous thrust, delivered
with an eerie, almost supernatural precision.
It’s a feeling that’s equal parts intoxicating
and disorienting, like discovering a new
sense you never realised you were missing.
At trailheads and fuel stops, people gravitate
toward the DSR/X with a sort of reverence,
unsure how to categorize it. Is it an
adventure bike? A sport-tourer?
TECHNICAL SNAPSHOT
Powerpack: 17.3 kWh Z-Force Li-Ion intelligent integrated
Charge type: 6.6 kW integrated
Power / Torque: 100 hp and 229 Nm.
Weight: 247 kg wet
Seat height: 828 mm
Price: +/- R470,999.00

A technological statement? The truth is: it’s all of those,
and yet unlike anything else on the road.
Roll on from a standstill and you’re met with a force that
feels bottomless, the kind of torque that makes steep
climbs trivial and passing maneuvers feel like cheating. Yet
the power delivery is so fluid, so controlled, that it never
feels like it’s trying to overwhelm you. Instead, it invites
you to ride better, smoother, more intentionally.
WHERE SILENCE BECOMES A SUPERPOWER
On a winding forest road, the experience becomes almost
spiritual. With no mechanical thrash to drown out your
senses, you start noticing things: the whisper of wind, the
rustle of leaves, cow bells dangling, your own heartbeat
syncing with the rhythm of the ride.
It’s here that the DSR/X quietly proves its greatest point
- not that electric bikes can compete with gas-powered
machines, but that they can elevate the entire riding
experience into something more visceral, more connected.
There’s drama not in the sound, but in the absence of it.
Every corner feels deliberate, every acceleration clean,
every moment amplified.
The Zero DSR/X isn’t just an electric
adventure bike - it’s a boundarybreaker,
a machine that forces you to
rethink what a motorcycle can be.

MASTER OF TRACTION, TAMER OF TERRAIN
Off-road, the tech suite feels like a guardian
angel stitched into the chassis. The traction
control is freakishly intuitive, pulling you
through loose gravel and rutted fire roads with
a confidence that borders on sorcery.
No wheelspin tantrums, no stall panic - just
a smooth, controllable surge that makes
technical climbs feel… easier than they should.
For riders used to feathering clutches and
coaxing engines through tight obstacles, the
DSR/X feels like a cheat code you’re almost
guilty for using.
WEIGHTLESS WHERE IT MATTERS
Yes, the bike is no featherweight on paper
- but once it’s rolling, its mass melts away.
Steering is surprisingly nimble, the suspension
refined and composed, turning rough terrain
into a kind of flowing dance. It’s a machine
that rides bigger than it looks, but lighter than
it should.
THE EMOTIONAL PUNCH
Every ride on the DSR/X evokes a strange
cocktail of emotions: awe at its power,
disbelief at its silence, excitement at its
capability, and - unexpectedly - hope. Hope
that the future of motorcycling doesn’t have
to sacrifice soul in the pursuit of progress.
Because this bike has soul.
Just not the kind you can hear.
It’s the soul of momentum, of intention, of raw
mechanical harmony without the mechanical
noise. A soul expressed in motion rather than
rumble.
THE VERDICT
The Zero DSR/X isn’t just an electric
adventure bike - it’s a boundary-breaker, a
machine that forces you to rethink what a
motorcycle can be. It’s dramatic without being
loud, emotional without being nostalgic, and
undeniably thrilling without burning a single
drop of fuel.
If adventure is about exploring the unknown,
then riding the DSR/X is the purest form of
adventure there is - because it doesn’t just
take you somewhere new.
It makes you feel something new.

FIRST RIDE
REVIEW
Few motorcycles resonate with South African riders quite like
the Suzuki Boulevard M109R. Known locally as the VZR1800, it
has earned a reputation as one of the country’s most iconic, most
customised and most celebrated power cruisers. Its appeal is
simple: massive torque, bulletproof reliability, imposing good
looks, and endless opportunities for personal expression. It is a
machine that blends raw character with thunderous performance
- and it has become a true favourite on our roads.
MONARCH
SUZUKI BOULEVARD M109R
SOUTH AFRICA’S MUSCLE CRUISER
Words: Shaun Portman

The M109R’s muscular charm begins with its
heart: a formidable 1,783cc, 54-degree liquidcooled
DOHC V-twin, breathing through four
valves per cylinder. It produces a solid 123
horsepower at 6,200 rpm and a towering
160 Nm of torque at just 3,200 rpm. Many
riders argue it feels even stronger, thanks
to the engine’s giant 112 mm forged pistons
— among the largest in any production
motorcycle — and Suzuki’s SCEM cylinder
plating, which improves cooling, reduces
friction and delivers that instant, forceful
throttle response the Boulevard is known
for. Suzuki’s SDTV dual-throttle-valve fuel
injection keeps power delivery crisp and
consistent throughout the rev range, while a
compact lubrication system helps maintain a
low centre of gravity.
True to its reputation, the M109R also sounds
as intimidating as it looks. A deep, resonant
two-into-one-into-two exhaust system,
assisted by Suzuki’s SET valve, tunes backpressure
for ideal torque while shaping
the unmistakable V-twin soundtrack — the
kind of booming note that turns heads long
before the bike appears.
Power flows through a wide-ratio fivespeed
gearbox and a smooth, lowmaintenance
shaft drive. The transmission
is unapologetically old-school: clunky,
mechanical and full of character. It may lack
a sixth gear, but the tall fifth is more than
capable of settling into relaxed high-speed
cruising without sacrificing the instant surge
of acceleration waiting beneath the throttle.
Despite its imposing dimensions — 2,480 mm
in length, a 1,710 mm wheelbase and a hefty
347 kg curb weight — the Boulevard handles
with surprising poise. A high-tensile steel
double-cradle frame, a massive 240-section
rear tyre, 46 mm inverted forks and a linktype
rear suspension setup give the bike
excellent stability and confidence. Even at
speed, it remains composed and predictable,
and the GSX-R-inspired twin front discs
deliver strong, assured braking performance.
Styling has always been one of the M109R’s
strongest calling cards. It remains one of the
best-looking cruisers on the market — bold,
sculpted and unmistakably aggressive. The
wide tank, chiselled headlight nacelle, dragstyle
handlebars, sweeping rear fender and
that massive rear wheel create a silhouette
that still turns heads after all these years.
It’s industrial in nature, intentionally so; a
celebration of mechanical muscle rather than
modern digital refinement. The cockpit pairs
an analogue tank-mounted speedometer
with an LCD display for essential information,
while a digital tachometer and gear indicator
are neatly integrated into the headlight cowl.

•••• ••••
Where the Boulevard truly shines, however, is
on the road. After spending several hundred
kilometres commuting, lane-splitting through
traffic and blasting down fast open stretches
with friends on superbikes, its capabilities
quickly stood out. For such a heavy machine,
it moves through traffic with surprising ease.
Out on the open road, it refuses to be left
behind. Sustained speeds of 180 km/h and
beyond are effortless, and while outright top
speed is not its strong suit, acceleration is
where it becomes the undisputed king. From
robot to robot, very few machines — cruiser,
naked or even sportbike — will challenge it
effectively. It’s addictive, grin-inducing and
full of personality.
Long-distance comfort is built in, thanks
to a wide, deeply padded seat and relaxed
ergonomics, while the optional solo-seat cowl
transforms the bike into a sleek single-rider
machine. Colour options include the classic
Glass Sparkle Black, the bold Candy Daring
Red/Black combination and the striking
Metallic Triton Blue/Black mix for the B.O.S.S.
edition — a fully blacked-out variant that
elevates the M109R’s already intimidating
presence with stealth-themed detailing from
wheels to exhaust.
The Boulevard M109R doesn’t try to be
modern or complicated. It isn’t packed with
rider modes, electronic aids or digital frills.
Instead, it focuses on what truly matters:
character, torque, road presence and that
rich, mechanical soul that so many modern
motorcycles lack. It is a machine built for
riders who want to feel every heartbeat of the
engine, every pulse of the pistons and every
surge of power through their fingertips.
Ultimately, the Suzuki Boulevard M109R
stands tall as one of the most iconic power
cruisers ever built. Whether slicing through
city traffic, thundering across the open
highway or dominating at local bike meets, it
offers an uncompromised riding experience
that is unforgettable, unfiltered and
unmistakably Suzuki.
From R238,100 – Discover more at
suzukimotorcycle.co.za
FESTIVE SEASON CLOSURE
17 DECEMBER 2025 - 08 JANUARY 2026

RACING
ROYALTY
Mick
Doohan
The Relentless
FROM NEARLY LOSING A LEG TO WINNING FIVE STRAIGHT TITLES
Mick Doohan’s Grand Prix racing career was shaped - almost
defined - by two major crashes: the one in 1992 that delayed his
long-awaited breakthrough, and the one in 1999 that abruptly
ended everything. Between those two moments, however, Doohan
produced one of the most dominant five-year stretches the 500cc
World Championship had ever seen.

During the golden era of the premier class,
when American riders ruled the category,
Australia emerged as their most serious
threat. From Kenny Roberts’ first title in 1978
to Kevin Schwantz’s in 1993, only three non-
Americans broke through: Italians Marco
Lucchinelli (1981) and Franco Uncini (1982),
and Australian Wayne Gardner (1987). The
Italians never managed to return to that level,
but Gardner became a permanent fixture at
the front - and, in doing so, opened the door
for a new wave of Australian talent.
Among Gardner’s protégés, Kevin Magee
entered the World Championship in 1987,
followed by Mick Doohan in 1989. Only
Doohan would truly establish himself in the
500cc class, and even then the journey was
anything but easy. First, he had to survive
Gardner’s fierce rivalry, despite sharing
Honda’s factory team. Then he had to
overcome a devastating injury that nearly
ended his career.
When Doohan arrived, Honda faced
an unusual problem: in addition to the
factory squad, they had just acquired
reigning champion Eddie Lawson, who
joined through a parallel effort led by Erv
Kanemoto - the architect behind Freddie
Spencer’s successes. That made Doohan the
clear third priority within the Honda camp.
Yet being out of the spotlight became a
blessing. Free from pressure, the young
Australian soaked up everything he could
from the incredible generation around
him - Gardner, Lawson, Rainey, Schwantz,
Mamola. By the time his opportunity arrived,
he was ready.

BIG BANG
By 1991, Doohan had developed enough
to fight the frontrunners - though the
era still belonged to Wayne Rainey, with
Kevin Schwantz as his fiercest challenger.
Everything changed in 1992 with the arrival
of Honda’s “Big Bang” engine, a revolution
that gave Doohan the perfect weapon. With
Gardner injured early in the season, Doohan
carried the full weight of Honda’s hopes and
dominated with an authority not seen since
Freddie Spencer.
But during practice for the Dutch TT, he
suffered a horrific crash that nearly cost
him his right leg. Dr. Claudio Costa’s swift
intervention saved it, but not before the
season slipped away to Rainey, who secured
his third title. The consequences were longlasting:
Doohan wouldn’t fully recover until
1994. His 1993 win at Mugello was a brief
highlight in an otherwise brutal year - a
story that would later sound very familiar in
MotoGP.
Once physically restored, Doohan
took control of the championship with
unshakeable force. For five straight seasons,
nothing and no one could stop him. His only
true rival was himself. More than winning,
he wanted to overwhelm the field - an
obsession that shaped his personality and
his approach. He had been ready for years,
but circumstances forced him to wait. That
wait hardened him, sharpening a ruthless
competitive edge.
Doohan’s personality stood out - direct,
intense, unapologetic. In that sense he
resembled the other Australian premier-class
champions, Gardner and Casey Stoner: riders
with no filters, who spoke exactly as they felt.
The Big Bang engine democratized the class,
allowing riders from different backgrounds -
Americans, Australians, and the European GP
ladder—to compete for wins. Talent suddenly
mattered more than origin.
CRIVILLÉ
By 1996, Doohan finally found a real
challenger: Álex Crivillé. Realizing he needed
to evolve again, he made a bold choice—
abandoning the user-friendly Big Bang and
returning to the violent, aggressive firing order
others refused to touch. The 1997 season
revealed the purest version of Doohan. He
prepared harder than ever, adding three
kilos of muscle in the offseason, and then
destroyed the field with ruthless dominance.

In 1998, Max Biaggi entered the class, and the
switch to unleaded fuel made the engines
more manageable. Yet Doohan still reigned,
maintaining his unshakeable composure during
every decisive moment. In 1999, Biaggi moved
to Yamaha, Suzuki signed Kenny Roberts Jr.,
and the season began with Roberts winning
the first two races. But at Jerez, during
practice, Doohan suffered another violent
crash. This time, his career was over.
That same year, Crivillé rose to the occasion,
delivering a brilliant championship run—the
first premier-class title for Spain - and brought
an end to the era of American and Australian
dominance that had defined the World
Championship for decades.

RACING PAGES
CAYDEN ROBERT’S
REMARKABLE RETURN
Cayden Robert’s journey back to international
racing is a story defined by grit, heartbreak,
and ultimately, triumph. One of South Africa’s
brightest rising stars, he recently lined up in the
MIR Racing Cup aboard a Promo 3 machine — a
moment that marked an emotional and hardearned
return to the international stage.
His connection with the MIR Racing team
stretches back to 2024, when he spent time
training in Spain. The team owner immediately
recognised his potential, and after several
sessions together, Cayden was offered a partsponsored
ride for the 2025 season. It was a
dream opportunity, but timing and commitments
prevented him from taking it. Later that year,
when a wildcard invitation came through for a
September round, Cayden threw himself into
training, determined to seize the moment.
Just weeks before his departure, everything
changed. A heavy crash while testing a new bike
left him with three fractured vertebrae, forcing him
out of the wildcard race and causing him to miss
the prestigious Red Bull MotoGP Rookies Cup
Selection Event. The injury put him in a back brace
for 12 weeks and kept him off a motorcycle entirely. Through
intense physiotherapy, oxygen therapy, and sheer willpower,
he slowly rebuilt his strength until doctors finally cleared him
to return.
Despite his long recovery, the MIR Racing team never lost
interest in him. Once they heard he was healthy again, they
reached out with another opportunity — a second wildcard,
this time for their season finale at the demanding Cartagena
Circuit in Murcia, Spain. With the help of generous
supporters and successful fundraising back home, Cayden
and his family were able to make the trip a reality.
Returning to Spain felt like picking up where he had left off.
Training under the guidance of David McFadden, the former
South African racer now living in Spain, Cayden quickly
settled back into rhythm. By Friday’s official practice, he
was dialling himself into the Promo 3 machine and learning
the technical 18-corner layout of Cartagena. His pace grew
stronger with every session.

RACING PAGES
Saturday shifted the weekend into a more
dramatic direction. A persistent gearbox issue
hampered his qualifying session, leaving him
down in 24th place — far from where he knew he
could be. Still, he remained upbeat, and when
the lights went out for Race 1, his determination
showed immediately. Cayden launched off
the line, gaining eight positions within the first
two laps to climb into 16th. Unfortunately, the
gearbox continued to jump out of gear, costing
him significant time on the straights. Forced to
nurse the bike around the circuit and rely heavily
on the clutch, he managed to salvage an 18thplace
finish.
The team responded quickly, replacing the
engine and making key suspension adjustments
after consulting with AJ Venter. The changes
transformed the bike, and Cayden felt the
improvement instantly. He approached Race 2
with renewed confidence.
Once again, he made a strong start and climbed
positions early in the race. The machine handled
beautifully, and for the first time all weekend, he
felt he could properly fight. But motorsport can
be cruel, and halfway through the race, disaster
struck. Entering a fast left-hander at full lean,
Cayden found himself directly behind a rider
who had a sudden moment of instability. With
nowhere to escape, he clipped the rear tyre and
lost the front. He recovered the bike, but with no
brakes remaining, his race was over.
Cayden extends his gratitude to everyone who
made the trip possible. “A lot of people put in a lot
of effort to get me to the grid, and for this I am very
grateful,” he says. He also sends a special thankyou
to Costa and the Johannesburg clubs whose
support helped bring this dream within reach.
Although the results didn’t reflect his true
potential, the experience was invaluable. Cayden
demonstrated resilience, speed, maturity,
and a professional approach that left a clear
impression on everyone around him. He learned,
adapted, and fought back at every stage of the
weekend — and more importantly, he proved to
himself that he belonged at this level.
His efforts were rewarded in the best possible
way: after the event, Cayden was offered, and
happily accepted, a full-season seat in the 2026
MIR Racing Cup in the Promo 3 category. For
the young South African, it marks the beginning
of an exciting new chapter.

RACING PAGES
a suite of performance upgrades, including
reworked pistons, optimised cylinder heads and
ports, a lightweight valvetrain, and titanium valves
— all tuned to sharpen throttle response and
extract more power. A dedicated racing cooling
system keeps temperatures under control during
high-load conditions, while an AHM Pro Racing
exhaust system improves flow and trims weight.
Visually, the transformation is striking. The RR310
race bike wears full carbon-fibre bodywork
inspired by Moto3 aerodynamics, helping reduce
drag and increase stability. Recent testing even
revealed an updated, narrower fairing used by test
rider Vorapong Malahuan, reflecting the team’s
relentless pursuit of refinement. One of the most
staggering changes is the weight reduction. The
standard RR310 weighs 172 kilograms, but the
One-Make race version tips the scales at just 120
kilograms thanks to an all-carbon subframe and
tail section. The result is a machine that not only
slices through the air with ease but also provides
heightened feedback and agility for the rider.
Underneath, the chassis has been elevated to
true race-bike standards. A complete Öhlins
suspension package — including a front cartridge
system and a custom-tuned rear shock — gives
each rider precise control. Lightweight forged
aluminium wheels from RCB further reduce
unsprung mass and contribute to the RR310’s
TVS RAISES THE BAR WITH
THE RR310 PROJECT IN
ASIA ROAD RACING
Worlds: Jesse Boshoff | BOSHOFF RACE DEVELOPMENT Pics: Bianca Boshoff
TVS Motor Company, one of India’s most
respected and established manufacturers, has
been steadily deepening its footprint in the world
of competitive racing. While the brand’s Apache
series — spanning from 150cc to 160cc and
beyond — has long been the heart of its racing
DNA, TVS has now shifted its primary focus to a
machine with far bigger ambitions: the RR310.
This project has taken a confident step onto the
Asia Road Racing Championship (ARRC) stage,
marking a significant evolution for the company
and its motorsport strategy.
At its core, the RR310 retains the architecture
of its road-going siblings, the RTR310 and the
fully faired RR310. The frame, swingarm, forks,
engine, gearbox, and crankshaft remain closely
aligned with the production model. However, TVS
engineers have pushed the platform far beyond
its street identity. The race-spec machine features

RACING PAGES
quick steering and stability. The braking setup
would not look out of place on a much larger
machine, with a massive 340 mm front disc paired
with a J.Juan caliper from the Brembo Group, a
Brembo master cylinder, and race-ready pads
providing exceptional stopping performance.
A ram-air intake system built directly into the
front fairing enhances top-end power, offering a
noticeable boost on track even if it doesn’t fully
register on the dyno.
Electronics are managed by an Aracer racing ECU,
a popular choice across the Asian racing scene.
The electronic throttle body allows seamless
upshifts via quickshifter and smoother, clutchassisted
downshifts. Dunlop tyres are mandated
across the series, creating an additional layer
of strategy. Riders start practice on used tyres
before receiving two new sets from qualifying
onward, placing significant importance on tyre
management and balanced suspension tuning.
Although the RR310 project delivers impressive
performance on paper and on the tarmac,
its purpose extends far beyond chasing lap
times. TVS has built the programme as both
a competitive platform and an ongoing R&D
laboratory. The team continuously refines the
motorcycle, the riders, and the engineering
processes behind them. The series offers a fully
professional environment with fully serviced bikes,
structured pit setups, dedicated mechanics, livetiming
briefing rooms, and the guidance of an
accomplished test rider and coach. The result is
a fertile training ground for emerging talent — and
a clear statement of TVS’s long-term commitment
to racing development.
During our visit, special appreciation went to
Kartik from TVS Technical and the entire TVS
Race Team for their hospitality and for sharing
valuable insights into the programme.
One rider who truly stood out over the weekend
was South Africa’s Oratilwe Phiri. Making his
debut, Phiri quickly caught the attention of the
TVS One-Make Series Racing Team with his
adaptability and rapid progression. Across the
sessions, he slashed his deficit from 3.9 seconds
in FP1 to just 0.5 seconds off second place later
in the weekend — with the reigning champion only
marginally ahead.
Race 1 unfortunately ended almost as soon as it
began. Phiri was caught out on the opening lap
and suffered a nasty highside, bringing his debut
race to an early end.
Even with the setbacks, Phiri represented his
country and his family with tremendous pride.
His attitude, professionalism, and determination
reinforced the calibre of talent emerging from
South Africa. A graduate of the SAMRA Honda
NSF100 programme, the 2025 Supersport 600
Champion, and now a rising force in the Asia
Road Racing paddock, Phiri’s performance
highlighted just how high the ceiling truly is for
young South African racers competing abroad.
Race 2, however, reminded everyone exactly why
he had turned heads all weekend. Phiri delivered
a strong, determined ride, battling confidently
inside the top 10 and even climbing as high as
sixth place at one point. His pace, racecraft, and
composure under pressure showcased the true
potential he carries on the international stage.

RACING PAGES
WORLD SUPERCROSS DELIVERS ITS
GREATEST SEASON YET AS CAPE
TOWN CROWNS NEW CHAMPIONS
The FIM World Supercross Championship closed
the curtain on its most competitive and globally
significant season to date with a spectacular
finale in Cape Town, South Africa, where packed
grandstands, championship-deciding races and
historic performances defined a year that will be
remembered as a turning point for the sport.
From the outset, the 2025 season promised
something special. With an unprecedented
depth of talent across both SX1 and SX2, World
Supercross assembled a rider roster unlike
anything previously seen outside of the United
States. The return of former world champions,
the arrival of elite international stars and the
strength of full-season contenders elevated the
championship to a truly global spectacle across
five continents.
The season featured headline names including Ken
Roczen, Eli Tomac, Cooper Webb and Tom Vialle at
selected rounds, while full-season campaigns from
riders such as Jason Anderson, Shane McElrath,
Max Anstie and Joey Savatgy ensured relentless
intensity at every stop on the calendar. That depth
was further reinforced by strong team line-ups
from Quad Lock Honda, Pipes Motorsport, GSM
Yamaha, Venum Bud Racing Kawasaki and others,
underpinned by the long-term stability provided by
the Geneva Agreement.
The championship began under the lights in
Kuala Lumpur before building momentum through
Buenos Aires, Vancouver, the Gold Coast and
finally Cape Town, where both world titles were
decided in front of a passionate South African
crowd at DHL Stadium.
In SX2, the season belonged to Max Anstie. His
2025 World Supercross SX2 Championship will
be remembered as much for its human story as
for its results. Earlier in the year, Anstie suffered
a broken leg that was initially misdiagnosed,
forcing him to ride through pain before eventually
undergoing surgery. Doubts surrounded his
readiness and long-term fitness, yet when the
gate dropped in Buenos Aires, he answered every
question emphatically.
Anstie delivered a flawless opening round,
claiming Superpole and winning all three SX2
races in a dominant statement of intent. He
repeated the feat in Vancouver, once again
sweeping qualifying and the motos in difficult
conditions, before managing the Australian
round with maturity and precision to extend his
championship advantage. By the time the series
reached Stockholm, the pressure was mounting,
but Anstie rode intelligently through treacherous
ruts and changing track conditions to secure the
points he needed without unnecessary risk.
Arriving in Cape Town on the brink of a second
world title, Anstie delivered exactly what was
required. Calm, calculated and composed, he
sealed the SX2 crown to add to the championship
he first won in 2023. Surrounded by family and
supported by his GSM Yamaha team, the British
rider reflected on a journey defined by resilience,
perseverance and redemption. His title was more
than a statistic; it was a testament to overcoming
adversity and setting a benchmark for future
generations of British supercross riders on the
world stage.

RACING PAGES
though he recovered with a podium finish in the
final race. Colt Nichols capitalised on consistency
to claim third overall on the final podium of the
season. Elsewhere, Stark Future made headlines
with strong Sprint performances, while Quad
Lock Honda sealed the Teams Championship
through sustained results across both classes.
If SX2 was a story of sustained excellence, SX1
delivered pure drama to the very end.
The first-ever World Supercross South African
Grand Prix became the stage for a three-way
championship decider between Jason Anderson,
Joey Savatgy and Christian Craig, separated by
just a single point heading into the finale. The
tension was palpable as more than 20,000 fans
packed into DHL Stadium, fully aware they were
about to witness history.
Anderson, a World Supercross rookie and new
recruit to Pipes Motorsport, rose to the occasion.
He claimed victory in the opening Sprint and
followed it with a strong result in the second,
opening a slender advantage over Savatgy.
The Quad Lock Honda rider responded in
kind, charging through the field with relentless
aggression to keep the championship alive
heading into the final race.
The deciding race delivered everything
supercross promises. Savatgy struck early and
led, while Anderson chased relentlessly, the pair
trading positions and pushing the limits on Cape
Town’s hard-pack surface. The atmosphere was
electric as both riders flirted with disaster and
glory in equal measure. With four laps remaining,
Anderson appeared to have control, but Savatgy
launched one final, desperate attack in the
penultimate corner. It was not enough.
When the chequered flag fell, Anderson
completed a perfect 1-1-1 performance to secure
his first SX1 World Supercross title. Exhausted
but elated, he described the battle as some of
the most intense racing of his career, thanking his
team and celebrating a breakthrough victory for
both himself and Pipes Motorsport.
Behind them, Christian Craig endured a difficult
night that saw early crashes derail his title hopes,
Adding a local flavour to the Cape Town event,
South African fans were thrilled to witness
Cameron Durow take part in his first-ever
Supercross race, thrown straight into the deep
end against a world-class field. Riding his KTM
in the SX1 class, Durow faced the challenge
head-on, finishing 12th in the opening eight-lap
race, one lap down. He improved in the second
eight-lap race, again finishing 12th but just
38.744 seconds behind the winner, showing
measurable progress. The final 12-lap race
proved the toughest, with Durow finishing 13th,
one lap down, and 13th overall. While the results
may not fully reflect the story, his performance
was a clear demonstration of resilience and
growth, improving with every outing. He earned
the respect of fans and peers alike, and his
debut promises a bright future for South African
Supercross, a testament to his determination and
the dedication of his team.
As the lights dimmed on Cape Town and the
dust settled on a season that spanned the
globe, World Supercross could reflect on a
championship that delivered on every promise.
With long-term stability secured through the
Geneva Agreement, a truly international calendar
and a rider line-up featuring the very best in the
sport, the 2025 season did more than crown
champions. It confirmed World Supercross as a
world-class championship in every sense.
History was written in South Africa, and the
benchmark for global supercross has been
permanently raised.